CN218986349U

CN218986349U - Double-motor reduction gearbox, transmission assembly and automobile

Info

Publication number: CN218986349U
Application number: CN202223239778.7U
Authority: CN
Inventors: 谢锡春; 常俊; 周寅鹏; 李进伟; 付邦璀
Original assignee: Dongfeng Off Road Vehicle Co Ltd
Current assignee: Dongfeng Off Road Vehicle Co Ltd
Priority date: 2022-11-29
Filing date: 2022-11-29
Publication date: 2023-05-09
Anticipated expiration: 2032-11-29

Abstract

The utility model belongs to the technical field of off-road vehicles, and discloses a double-motor reduction gearbox, a transmission assembly and an automobile, wherein the double-motor reduction gearbox comprises: two sets of motor components; the input shafts are provided with two input shafts and are connected with motor assemblies on the same side in a one-to-one correspondence manner; the intermediate shafts are in one-to-one corresponding transmission connection with the input shafts, and opposite ends of the two intermediate shafts are coaxially and rotatably sleeved; the output shafts are in one-to-one corresponding transmission connection with the intermediate shafts, and the output ends of the output shafts are connected with half shafts for connecting wheels; the input shaft, the intermediate shaft and the output shaft are sequentially arranged along the length direction of the vehicle body. The beneficial effects are that: the axial size that the reducing gear box has been reduced, the semi-axis reduces with the contained angle of horizontal plane, improves the contained angle problem, satisfies the high chassis design of cross country vehicle, reduces the semi-axis both ends friction, and the noise is less, improves NVH performance.

Description

Double-motor reduction gearbox, transmission assembly and automobile

Technical Field

The utility model relates to the technical field of off-road vehicles, in particular to a double-motor reduction gearbox, a transmission assembly and an automobile.

Background

Centrally arranged dual motor drives have been used more in passenger vehicles but less in off-road vehicles. The main features of off-road vehicles are non-load-bearing bodies, four-wheel drive, higher chassis, better grip tires, higher exhaust pipes, higher horsepower and massive bumpers. The off-road vehicle not only can adapt to various road conditions in the wild.

Off-road vehicles have high ground clearance requirements, i.e. chassis layout requires consideration of trafficability. The axial output of the dual motor is arranged above the central shaft of the tire, so that the problem of large axial length and insufficient arrangement space of the reduction gearbox can be caused.

Disclosure of Invention

The utility model aims to provide a double-motor reduction gearbox, a transmission assembly and an automobile, so as to solve the problems of large axial length of the reduction gearbox and insufficient arrangement space.

To achieve the purpose, the utility model adopts the following technical scheme:

in a first aspect, a dual motor reduction gearbox, comprising:

the motor components are provided with two sets and are symmetrically arranged along the width direction of the vehicle body;

the input shafts are provided with two, and are connected with the motor assemblies on the same side in a one-to-one correspondence manner;

the intermediate shafts are in one-to-one corresponding transmission connection with the input shafts, and opposite ends of the two intermediate shafts are coaxially and rotatably sleeved; and

the output shafts are in one-to-one corresponding transmission connection with the intermediate shafts, and the output ends of the output shafts are connected with half shafts for connecting wheels; wherein:

the input shaft, the intermediate shaft and the output shaft are sequentially arranged along the length direction of the vehicle body.

In some alternative embodiments, a first transmission assembly is arranged between the input shaft and the intermediate shaft on the same side, a second transmission assembly is arranged between the intermediate shaft and the output shaft on the same side, and the first transmission assembly and the second transmission assembly on the same side are arranged in a staggered manner along the width direction of the vehicle body.

In some alternative embodiments, the first transmission assembly includes:

the first shaft teeth are coaxially connected with the input shaft, and the rotation axis of the first shaft teeth coincides with the central axis of the input shaft; and

and the second shaft teeth are coaxially connected with the intermediate shaft, the rotation axis of the second shaft teeth coincides with the central axis of the intermediate shaft, and the first shaft teeth and the second shaft teeth are meshed for transmission.

In some alternative embodiments, the second transmission assembly includes:

the third shaft teeth are coaxially connected with the intermediate shaft and are arranged in parallel with the second shaft teeth; and

and the fourth shaft teeth are coaxially connected with the output shaft, the rotation axis of the fourth shaft teeth coincides with the central axis of the output shaft, and the third shaft teeth and the fourth shaft teeth are meshed for transmission.

In some alternative embodiments, the opposite ends of the two input shafts are coaxially rotatably sleeved, or the opposite ends of the two output shafts are coaxially rotatably sleeved.

In some alternative embodiments, one of the opposite ends of the two input shafts sleeved with each other, the opposite ends of the two intermediate shafts sleeved with each other, and the opposite ends of the two output shafts sleeved with each other is provided with a shaft protrusion;

two that cup joints each other the opposite end of input shaft, two that cup joint each other the opposite end of jackshaft and two that cup joint each other one of output shaft opposite end all is equipped with the depressed part, wherein:

the shaft convex part and the concave part are in concave-convex fit along the axial direction.

In some alternative embodiments, the shaft protruding portion and the recessed portion may define a first receiving space surrounding the axial direction, and a needle bearing is disposed in the first receiving space.

In some alternative embodiments, the shaft projection and the recess may define a second axially opposed receiving space in which an end face bearing is disposed.

In a second aspect, a transmission assembly includes a dual motor reduction gearbox as described above.

In a third aspect, an automobile comprises a transmission assembly as described above.

The utility model has the beneficial effects that:

to the bi-motor reducing gear box, motor element is equipped with two sets, and the transmission input shaft respectively, the input shaft is connected with the jackshaft transmission, output shaft and jackshaft transmission are connected, cup joint along the axial between the jackshaft, can enough allow motor element to have the difference on moment of torsion and rotational speed, need not to design the differential mechanism alone and solve the wheel differential problem, reduce the axial size of reducing the reducing gear box, also because cup joint along the axial between the jackshafts, make the axial distance between the output shaft reduce, further reduced the axial size of bi-motor reducing gear box, and because the axial distance of output shaft reduces, further reduced the interval between the wheel, and make the semi-axis length that connects between output shaft and wheel lengthen, the contained angle of semi-axis and horizontal plane reduces, improve the contained angle problem, satisfy the high chassis design of cross country vehicle, reduce the friction of semi-axis both ends, the noise is less, improve NVH performance.

To the transmission assembly, be equipped with two sets of motor element in the bi-motor reducing gear box wherein, two sets of motor element respectively drive input shaft, input shaft and jackshaft transmission are connected, output shaft and jackshaft transmission are connected, cup joint along the axial between the jackshaft, can enough allow motor element to have the difference on moment of torsion and rotational speed, need not to design the differential mechanism alone and solve the wheel differential problem, reduce the axial size of reducing the reducing gear box, also because cup joint along the axial between the jackshaft, make the axial interval between the output shaft narrow, further reduced the axial size of bi-motor reducing gear box, and because the output shaft axial interval reduces, further reduced the interval between the wheel, and make the semi-axis length extension of connecting between output shaft and wheel, the contained angle of semi-axis and horizontal plane reduces, improve the contained angle problem, satisfy the design of cross-country vehicle chassis, reduce the friction of semi-axis both ends, the noise is less, improve NVH performance.

For an automobile, two sets of motor assemblies are arranged and are respectively used for driving input shafts, the input shafts are in transmission connection with the intermediate shafts, the output shafts are in transmission connection with the intermediate shafts, the intermediate shafts are sleeved in the axial direction, the motor assemblies are allowed to have differences in torque and rotating speed, a differential mechanism is not required to be designed independently to solve the problem of wheel differential, the axial size of a reduction gearbox is reduced, the axial distance between the output shafts is reduced because the intermediate shafts are sleeved in the axial direction, the axial size of the double-motor reduction gearbox is further reduced, the distance between wheels is further reduced because the axial distance between the output shafts is reduced, the half shaft length connected between the output shafts and the wheels is prolonged, the included angle between the half shaft and the horizontal plane is reduced, the problem of included angle is solved, the design of a high chassis of the off-road vehicle is satisfied, the friction at two ends of the half shaft is reduced, the noise is smaller, and the NVH performance is improved.

Additional aspects and advantages of the application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the application.

Drawings

The foregoing and/or additional aspects and advantages of the present application will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings, in which:

fig. 1 is a schematic structural diagram of a dual-motor reduction gearbox according to a first embodiment;

fig. 2 is a schematic structural diagram of a dual-motor reduction gearbox according to the second embodiment.

In the figure:

10-a motor assembly; 21-an input shaft; 22-an intermediate shaft; 23-output shaft; 31-a first transmission assembly; 32-a second transmission assembly; 311-first shaft teeth; 312-second axial teeth; 321-third axial teeth; 322-fourth shaft teeth; 51-needle bearings; 52-end face bearing;

3-wheels;

4-half axle.

Detailed Description

The utility model is described in further detail below with reference to the drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the utility model and are not limiting thereof. It should be further noted that, for convenience of description, only some, but not all of the structures related to the present utility model are shown in the drawings.

In the description of the present utility model, unless explicitly stated and limited otherwise, the terms "connected," "connected," and "fixed" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communicated with the inside of two elements or the interaction relationship of the two elements. The specific meaning of the above terms in the present utility model will be understood in specific cases by those of ordinary skill in the art.

In the present utility model, unless expressly stated or limited otherwise, a first feature "above" or "below" a second feature may include both the first and second features being in direct contact, as well as the first and second features not being in direct contact but being in contact with each other through additional features therebetween. Moreover, a first feature being "above," "over" and "on" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicating that the first feature is higher in level than the second feature. The first feature being "under", "below" and "beneath" the second feature includes the first feature being directly under and obliquely below the second feature, or simply means that the first feature is less level than the second feature.

In the description of the present embodiment, the terms "upper", "lower", "right", etc. orientation or positional relationship are based on the orientation or positional relationship shown in the drawings, and are merely for convenience of description and simplicity of operation, and do not indicate or imply that the apparatus or elements referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the utility model. Furthermore, the terms "first," "second," and the like, are used merely for distinguishing between descriptions and not for distinguishing between them.

Embodiment one:

the present embodiment provides a dual-motor reduction gearbox, and fig. 1 is a schematic structural diagram of the dual-motor reduction gearbox provided in the first embodiment.

Referring to fig. 1, the dual motor reduction gearbox includes a motor assembly 10, an input shaft 21, an intermediate shaft 22, and an output shaft 23.

The motor assemblies 10 are provided with two sets, the two sets of motor assemblies 10 are respectively arranged in two side areas on the reduction gearbox, the two sets of motor assemblies 10 are symmetrically arranged along the width direction of the vehicle body, and in the embodiment, when the motor assemblies 10 are installed on the vehicle body, the motor assemblies 10 are respectively arranged on the left side and the right side of the vehicle body.

Each set of motor assemblies 10 is connected to one input shaft 21, and it is understood that the double motor reduction gearbox is provided with two input shafts 21, and both of the input shafts 21 extend in the vehicle width direction.

Preferably, the two input shafts 21 are symmetrically arranged in the vehicle body width direction.

The motor assembly 10 rotates the input shaft 21 on the corresponding side.

The intermediate shafts 22 are in one-to-one correspondence with the input shafts 21, and it is understood that the intermediate shafts 22 are two, the two intermediate shafts 22 extend along the width direction of the vehicle body, the left input shaft 21 drives the left intermediate shaft 22, the right input shaft 21 drives the right intermediate shaft 22, and preferably, the two intermediate shafts 22 are symmetrically arranged along the width direction of the reduction gearbox. The input shaft 21 on the corresponding side drives the intermediate shafts 22 to rotate, and the opposite ends of the two intermediate shafts 22 are coaxially and rotatably sleeved, so that one set of conical bearings is saved, and the distance between the two intermediate shafts 22 is shortened.

The output shafts 23 are in one-to-one corresponding transmission connection with the intermediate shafts 22, and it is understood that two output shafts 23 are arranged, the two output shafts 23 extend along the width direction of the vehicle body, the left intermediate shaft 22 drives the left output shaft 23, and the right intermediate shaft 22 drives the right output shaft 23.

Preferably, the two output shafts 23 are symmetrically arranged in the width direction of the reduction gearbox.

The output shaft 23 is provided with a half shaft 4 for connecting the wheels 3.

The half shaft 4 is used as a shaft for transmitting torque between the dual-motor reduction gearbox and the wheel 3, and the inner end and the outer end of the half shaft are respectively provided with a universal JOINT (U/JOINT) which is respectively connected with the output shaft 23 and the inner ring of the hub bearing of the wheel 3 through the spline on the universal JOINT.

The input shaft 21, the intermediate shaft 22, and the output shaft 23 are arranged in this order in the vehicle body length direction. In the present embodiment, the input shaft 21, the intermediate shaft 22, and the output shaft 23 are arranged in order in the head-to-tail direction.

The dual-motor reducer provided by the embodiment, the motor assembly 10 is provided with two sets of two input shafts 21, the two input shafts 21 are respectively in transmission connection with the intermediate shaft 22, the output shaft 23 is in transmission connection with the intermediate shaft 22, the intermediate shaft 22 is sleeved with each other along the axial direction, the motor assembly 10 can be allowed to have difference in torque and rotation speed, the differential mechanism does not need to be designed independently to solve the problem of wheel differential, and the axial size of the reducer casing is reduced. The intermediate shafts 22 are sleeved with each other along the axial direction, so that the axial distance between the output shafts 23 is reduced, and the axial size of the double-motor reduction gearbox is further reduced. Because the axial distance of the output shaft 23 is reduced, the distance between the wheels 3 is further reduced, the length of the half shaft 4 connected between the output shaft 23 and the wheels 3 is prolonged, the included angle alpha between the half shaft 4 and the horizontal plane is reduced, the problem of the included angle is solved, the high chassis design of the off-road vehicle is met, the friction at two ends of the half shaft is reduced, the running noise is reduced, and the NVH performance is improved.

It should be noted that, because the chassis of the car is lower, the included angle between the half shaft 4 and the horizontal plane is not needed to be considered, and the technical requirements can be met through the common design. However, the chassis of the off-road vehicle is higher, if the included angle alpha between the half shaft 4 and the horizontal plane is larger, larger friction can be generated on contact surfaces at two ends of the half shaft 4, the transmission ratio is larger in fluctuation, the structure of the half shaft 4 is damaged, the service life of the half shaft 4 is influenced, the driving safety is further influenced, and in addition, the larger the included angle alpha is, the larger the noise is, and the NVH performance of the automobile is influenced. Therefore, the smaller the angle alpha between the half shaft 4 and the horizontal plane is, the better the design is, the smaller the angle alpha is, the smaller the friction of the transmission pair is, the smaller the fluctuation of the transmission ratio is, and the lower the noise is.

In this embodiment, the included angle is controlled within 5 °.

In this embodiment, a first transmission assembly 31 is disposed between the input shaft 21 and the intermediate shaft 22 on the same side, and a second transmission assembly 32 is disposed between the intermediate shaft 22 and the output shaft 23 on the same side, where the first transmission assembly 31 and the second transmission assembly 32 on the same side are arranged in a staggered manner along the width direction of the vehicle body.

The input shaft 21 and the intermediate shaft 22 on the same side are driven by the first transmission assembly 31, so that the input shaft 21 drives the intermediate shaft 22 on the same side to rotate, the intermediate shaft 22 and the output shaft 23 on the same side are driven by the second transmission assembly 32, the intermediate shaft 22 drives the output shaft 23 on the same side to rotate, and the first transmission assembly 31 and the second transmission assembly 32 are arranged in a staggered mode along the width direction of the vehicle body, namely, are arranged along the axial direction, so that the axial stability can be improved.

Specifically, the first transmission assembly 31 includes a first shaft tooth 311 and a second shaft tooth 312.

The first shaft teeth 311 are coaxially connected with the input shaft 21, and the rotation axis of the first shaft teeth 311 coincides with the central axis of the input shaft 21; the second shaft teeth 312 are coaxially connected with the intermediate shaft 22, and the rotation axis of the second shaft teeth 312 coincides with the central axis of the intermediate shaft 22, wherein the first shaft teeth 311 and the second shaft teeth 312 are meshed for transmission.

In this embodiment, the first shaft teeth 311 and the input shaft 21 are integrally formed, that is, the surface of the input shaft 21 is integrated with the first shaft teeth 311, and the second shaft teeth 312 and the intermediate shaft 22 are integrally formed, that is, the surface of the intermediate shaft 22 is integrated with the second shaft teeth 312.

The transmission process of the input shaft 21 and the intermediate shaft 22 is more direct and stable through the integrated design.

The second transmission assembly 32 includes a third shaft tooth 321 and a fourth shaft tooth 322.

The third shaft gear 321 is coaxially connected with the intermediate shaft 22 and is arranged in parallel with the second shaft gear 312; the fourth shaft tooth 322 is coaxially connected with the output shaft 23, and the rotation axis of the fourth shaft tooth 322 coincides with the central axis of the output shaft 23, wherein the third shaft tooth 321 and the fourth shaft tooth 322 are meshed for transmission.

In this embodiment, the third shaft gear 321 and the intermediate shaft 22 are integrally formed, that is, the surface of the intermediate shaft 22 is integrated with the third shaft gear 321, and the fourth shaft gear 322 and the output shaft 23 are integrally formed, that is, the surface of the output shaft 23 is integrated with the fourth shaft gear 322.

The transmission process of the intermediate shaft 22 and the output shaft 23 is more direct and stable through the integrated design.

Referring to fig. 1, in the present embodiment, opposite ends of two input shafts 21 are coaxially rotatably coupled, that is, in the dual-motor reduction gearbox, the input shafts 21 are coupled to each other, and the intermediate shafts 22 are coupled to each other.

The input shafts 21 are mutually sleeved, so that the interval between the two sets of motor assemblies 10 is shortened, the intermediate shafts 22 are mutually sleeved, the interval between the two intermediate shafts 22 is shortened, and the interval between the output shafts 23 is shortened due to surface engagement between the intermediate shafts 22 and the output shafts 23. Thereby reducing the axial size of the whole double-motor reduction gearbox.

The present embodiment continues to accept the socket style from shaft to shaft. I.e. the socket between the input shafts 21 and the socket between the intermediate shafts 22.

In the present embodiment, the coupling between the input shafts 21 and the coupling between the intermediate shafts 22 are the same. The difference may be in the size of the socket part, and the embodiment is not limited thereto.

Specifically, taking the input shaft 21 as an example, opposite ends of the two input shafts 21 are sleeved with each other, one of the two opposite ends is provided with a shaft protruding portion, the other of the two opposite ends is provided with a recessed portion, and the shaft protruding portion and the recessed portion are in concave-convex fit along the axial direction of the shaft protruding portion, in other words, the shaft protruding portion is accommodated in the recessed portion, so that the distance between the two input shafts 21 is realized.

In order to improve the stability of the coupling rotation between the two input shafts 21, the shaft protruding portion and the recessed portion may define a first accommodation space surrounding the axial direction, and the needle bearing 51 is disposed in the first accommodation space.

The shaft projection and recess may also define a second axially opposed receiving space in which the end face bearing 52 is disposed.

The needle roller bearing 51 and the end face bearing 52 are significantly smaller in size and significantly lighter in weight than conical bearings used in conventional reduction gear boxes. Further is favorable for the miniaturization and the light-weight design of the double-motor reduction gearbox.

In summary, in the dual-motor reduction gearbox provided in the first embodiment, the motor assembly 10 is provided with two sets of two input shafts 21, the input shafts 21 are in transmission connection with the intermediate shaft 22, the output shaft 23 is in transmission connection with the intermediate shaft 22, the input shafts 21 are sleeved with each other along the axial direction, the intermediate shaft 22 is sleeved with each other along the axial direction, the difference between the torque and the rotation speed of the motor assembly 10 can be allowed, the differential mechanism does not need to be designed separately to solve the wheel differential problem, and the axial dimension of the reduction gearbox is reduced. The intermediate shafts 22 are sleeved with each other along the axial direction, so that the axial distance between the output shafts 23 is reduced, and the axial size of the double-motor reduction gearbox is further reduced. Because the axial distance of the output shaft 23 is reduced, the distance between the wheels 3 is further reduced, the length of the half shaft 4 connected between the output shaft 23 and the wheels 3 is prolonged, the included angle alpha between the half shaft 4 and the horizontal plane is reduced, the problem of the included angle is solved, the high chassis design of the off-road vehicle is met, the friction at two ends of the half shaft is reduced, the running noise is reduced, and the NVH performance is improved.

Embodiment two:

the present embodiment provides a dual-motor reduction gearbox, and fig. 2 is a schematic structural diagram of the dual-motor reduction gearbox provided in the second embodiment.

Referring to fig. 2, the dual motor reduction gearbox includes a motor assembly 10, an input shaft 21, an intermediate shaft 22, and an output shaft 23.

The motor assembly 10 rotates the input shaft 21 on the corresponding side.

The half shaft 4 is used as a shaft for transmitting torque between the dual-motor reduction gearbox and the wheel 3, and the inner end and the outer end of the half shaft are respectively provided with a universal JOINT (U/JOINT) which is respectively connected with the output shaft 23 and the inner ring of the hub bearing of the wheel through the spline on the universal JOINT.

The dual-motor reducer provided by the embodiment, the motor assembly 10 is provided with two sets of two input shafts 21, the two input shafts 21 are respectively in transmission connection with the intermediate shaft 22, the output shaft 23 is in transmission connection with the intermediate shaft 22, the intermediate shaft 22 is sleeved with each other along the axial direction, the motor assembly 10 can be allowed to have difference in torque and rotation speed, the differential mechanism does not need to be designed independently to solve the problem of wheel differential, and the axial size of the reducer casing is reduced.

The intermediate shafts 22 are sleeved with each other along the axial direction, so that the axial distance between the output shafts 23 is reduced, and the axial size of the double-motor reduction gearbox is further reduced.

Because the axial distance of the output shaft 23 is reduced, the distance between the wheels 3 is further reduced, the length of the half shaft 4 connected between the output shaft 23 and the wheels 3 is prolonged, the included angle alpha between the half shaft 4 and the horizontal plane is reduced, the problem of the included angle is solved, the high chassis design of the off-road vehicle is met, the friction at two ends of the half shaft is reduced, the running noise is reduced, and the NVH performance is improved.

In this embodiment, the included angle is controlled within 5 °.

Referring to fig. 1, in this embodiment, opposite ends of two output shafts 23 are coaxially and rotatably sleeved, that is, in the double-motor reduction gearbox, intermediate shafts 22 are mutually sleeved, and output shafts 23 are mutually sleeved.

The intermediate shafts 22 are mutually sleeved, so that the interval between the two intermediate shafts 22 is shortened, and the interval between the output shafts 23 is shortened due to the surface engagement between the intermediate shafts 22 and the output shafts 23. The output shafts 23 are mutually sleeved, so that the distance between the output shafts 23 is further shortened, and the axial dimension of the whole double-motor reduction gearbox is further reduced, and the included angle alpha is further reduced compared with the embodiment 1.

The present embodiment continues to accept the socket style from shaft to shaft. I.e. the socket between the intermediate shafts 22 and the output shafts 23.

In the present embodiment, the socket connection between the intermediate shafts 22 is the same as the socket connection between the output shafts 23. The difference may be in the size of the socket part, and the embodiment is not limited thereto.

Specifically, taking the output shaft 23 as an example, opposite ends of the two output shafts 23 are sleeved with each other, one of the two opposite ends is provided with a shaft protruding portion, the other of the two opposite ends is provided with a recessed portion, and the shaft protruding portion and the recessed portion are in concave-convex fit along the axial direction of the shaft protruding portion, in other words, the shaft protruding portion is accommodated in the recessed portion, so that the distance between the two output shafts 23 is realized.

In order to improve the stability of the coupling rotation between the two output shafts 23, the shaft protruding portion and the recessed portion may define a first accommodation space surrounding the axial direction, and the needle bearing 51 is disposed in the first accommodation space.

To sum up, in the dual-motor reduction gearbox provided in the first embodiment, the motor assembly 10 is provided with two sets, the two sets of motor assemblies 10 respectively drive the two input shafts 21, the input shafts 21 are in one-to-one transmission connection with the intermediate shafts 22, the output shafts 23 are in one-to-one transmission connection with the intermediate shafts 22, the two intermediate shafts 22 are sleeved with each other along the axial direction, the two output shafts 23 are sleeved with each other along the axial direction, the difference between the torque and the rotating speed of the motor assembly 10 can be allowed, the differential mechanism is not required to be designed independently, the problem of wheel differential is solved, and the axial dimension of the reduction gearbox is reduced. The intermediate shafts 22 are sleeved with each other along the axial direction, so that the axial distance between the output shafts 23 is reduced, and the axial size of the double-motor reduction gearbox is further reduced. Because the axial distance of the output shaft 23 is reduced, the distance between the wheels 3 is further reduced, the length of the half shaft 4 connected between the output shaft 23 and the wheels 3 is prolonged, the included angle alpha between the half shaft 4 and the horizontal plane is reduced, the problem of the included angle is solved, the high chassis design of the off-road vehicle is met, the friction at two ends of the half shaft is reduced, the running noise is reduced, and the NVH performance is improved.

Embodiment III:

the embodiment provides a transmission assembly, which comprises the dual-motor reduction gearbox described in the first embodiment or the second embodiment.

Two sets of motor assemblies 10 are arranged in a double-motor reduction gearbox in the transmission assembly, the two sets of motor assemblies 10 respectively transmit two input shafts 21, the input shafts 21 are in one-to-one transmission connection with intermediate shafts 22, output shafts 23 are in one-to-one transmission connection with the intermediate shafts 22, the two intermediate shafts 22 are sleeved with each other along the axial direction, the two output shafts 23 are sleeved with each other along the axial direction, or the two input shafts 21 are sleeved with each other along the axial direction, so that the motor assemblies 10 are allowed to have differences in torque and rotating speed, the differential mechanism is not required to be designed independently, the problem of wheel differential is solved, and the axial size of the reduction gearbox is reduced. The intermediate shafts 22 are sleeved with each other along the axial direction, so that the axial distance between the output shafts 23 is reduced, and the axial size of the double-motor reduction gearbox is further reduced. The intermediate shafts 22 are sleeved with each other along the axial direction, so that the axial distance between the output shafts 23 is reduced, and the axial size of the double-motor reduction gearbox is further reduced. Because the axial distance of the output shaft 23 is reduced, the distance between the wheels 3 is further reduced, the length of the half shaft 4 connected between the output shaft 23 and the wheels 3 is prolonged, the included angle alpha between the half shaft 4 and the horizontal plane is reduced, the problem of the included angle is solved, the high chassis design of the off-road vehicle is met, the friction at two ends of the half shaft is reduced, the running noise is reduced, and the NVH performance is improved.

Embodiment four:

the present embodiment provides an automobile, in particular an off-road vehicle, including the transmission assembly provided in the third embodiment.

Two sets of motor assemblies 10 are arranged in a double-motor reduction gearbox on an automobile, the two sets of motor assemblies 10 respectively drive two input shafts 21, the input shafts 21 are in one-to-one transmission connection with intermediate shafts 22, output shafts 23 are in one-to-one transmission connection with the intermediate shafts 22, the two intermediate shafts 22 are sleeved with each other along the axial direction, the two output shafts 23 are sleeved with each other along the axial direction, or the two input shafts 21 are sleeved with each other along the axial direction, the motor assemblies 10 can be allowed to have difference in torque and rotating speed, the differential mechanism is not required to be designed alone to solve the problem of wheel differential, and the axial size of the reduction gearbox is reduced. The intermediate shafts 22 are sleeved with each other along the axial direction, so that the axial distance between the output shafts 23 is reduced, and the axial size of the double-motor reduction gearbox is further reduced. The intermediate shafts 22 are sleeved with each other along the axial direction, so that the axial distance between the output shafts 23 is reduced, and the axial size of the double-motor reduction gearbox is further reduced. Because the axial distance of the output shaft 23 is reduced, the distance between the wheels 3 is further reduced, the length of the half shaft 4 connected between the output shaft 23 and the wheels 3 is prolonged, the included angle alpha between the half shaft 4 and the horizontal plane is reduced, the problem of the included angle is solved, the high chassis design of the off-road vehicle is met, the friction at two ends of the half shaft is reduced, the running noise is reduced, and the NVH performance is improved.

It is to be understood that the above examples of the present utility model are provided for clarity of illustration only and are not limiting of the embodiments of the present utility model. Various obvious changes, rearrangements and substitutions can be made by those skilled in the art without departing from the scope of the utility model. It is not necessary here nor is it exhaustive of all embodiments. Any modification, equivalent replacement, improvement, etc. which come within the spirit and principles of the utility model are desired to be protected by the following claims.

Claims

1. A dual-motor reduction gearbox, comprising:

the motor assembly (10) is provided with two sets and is symmetrically arranged along the width direction of the vehicle body;

the input shafts (21) are arranged, the input shafts (21) are connected with the motor assemblies (10) on the same side in a one-to-one correspondence manner;

the intermediate shafts (22) are in transmission connection with the input shafts (21) in one-to-one correspondence, and opposite ends of the two intermediate shafts (22) are coaxially and rotatably sleeved; and

the output shafts (23) are in one-to-one corresponding transmission connection with the intermediate shafts, and the output ends of the output shafts (23) are connected with half shafts (4) for connecting the wheels (3); wherein:

the input shaft (21), the intermediate shaft (22) and the output shaft (23) are sequentially arranged along the length direction of the vehicle body.

2. Double-motor reduction gearbox according to claim 1, characterized in that a first transmission assembly (31) is arranged between the input shaft (21) and the intermediate shaft (22) on the same side, a second transmission assembly (32) is arranged between the intermediate shaft (22) and the output shaft (23) on the same side, and the first transmission assembly (31) and the second transmission assembly (32) on the same side are arranged in a staggered manner along the width direction of the vehicle body.

3. A twin-motor gearbox according to claim 2, characterised in that the first transmission assembly (31) comprises:

a first shaft tooth (311) coaxially connected with the input shaft (21), wherein the rotation axis of the first shaft tooth (311) coincides with the central axis of the input shaft (21); and

and the second shaft teeth (312) are coaxially connected with the intermediate shaft (22), the rotation axis of the second shaft teeth (312) is coincident with the central axis of the intermediate shaft (22), and the first shaft teeth (311) and the second shaft teeth (312) are meshed for transmission.

4. A twin-motor gearbox according to claim 3, characterised in that the second transmission assembly (32) comprises:

a third shaft tooth (321) coaxially connected with the intermediate shaft (22) and arranged in parallel with the second shaft tooth (312); and

and the fourth shaft tooth (322) is coaxially connected with the output shaft (23), the rotation axis of the fourth shaft tooth (322) coincides with the central axis of the output shaft (23), and the third shaft tooth (321) and the fourth shaft tooth (322) are meshed for transmission.

5. A twin-motor gearbox according to claim 1, characterised in that the opposite ends of the two input shafts (21) are coaxially rotatably journalled, or the opposite ends of the two output shafts (23) are coaxially rotatably journalled.

6. The dual-motor reduction gearbox according to claim 5, wherein one of opposite ends of the two input shafts (21) that are mutually sleeved, opposite ends of the two intermediate shafts (22) that are mutually sleeved, and opposite ends of the two output shafts (23) that are mutually sleeved is provided with a shaft protrusion;

one of the opposite ends of the two input shafts (21) which are mutually sleeved, the opposite ends of the two intermediate shafts (22) which are mutually sleeved and the opposite ends of the two output shafts (23) which are mutually sleeved is provided with a concave part, wherein:

7. The dual-motor reduction gearbox according to claim 6, wherein the shaft protruding portion and the recessed portion define a first accommodating space surrounding the axial direction, and a needle bearing (51) is disposed in the first accommodating space.

8. The twin-motor gearbox as recited in claim 7, wherein the shaft projection and the recess define a second axially opposed receiving space in which an end bearing (52) is disposed.

9. A transmission assembly comprising a dual motor reduction gearbox according to any one of claims 1 to 8.

10. An automobile comprising the transmission assembly of claim 9.