CN112392930A - Transmission, two keep off coaxial axle assembly and vehicle - Google Patents

Transmission, two keep off coaxial axle assembly and vehicle Download PDF

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Publication number
CN112392930A
CN112392930A CN201910766171.8A CN201910766171A CN112392930A CN 112392930 A CN112392930 A CN 112392930A CN 201910766171 A CN201910766171 A CN 201910766171A CN 112392930 A CN112392930 A CN 112392930A
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CN
China
Prior art keywords
shaft
gear
transmission
clutch
transmission mechanism
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Pending
Application number
CN201910766171.8A
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Chinese (zh)
Inventor
徐兆峰
王冲
龚佳强
谢毅
秦宬
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BYD Co Ltd
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BYD Co Ltd
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Filing date
Publication date
Application filed by BYD Co Ltd filed Critical BYD Co Ltd
Priority to CN201910766171.8A priority Critical patent/CN112392930A/en
Publication of CN112392930A publication Critical patent/CN112392930A/en
Pending legal-status Critical Current

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/02—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of clutch
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/16—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of differential gearing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D27/00—Magnetically- or electrically- actuated clutches; Control or electric circuits therefor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D41/00—Freewheels or freewheel clutches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D43/00—Automatic clutches
    • F16D43/02—Automatic clutches actuated entirely mechanically
    • F16D43/04—Automatic clutches actuated entirely mechanically controlled by angular speed

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Structure Of Transmissions (AREA)

Abstract

The invention relates to the vehicle technology and discloses a transmission, which comprises a transmission box body, a first shaft, a second shaft, a parking gear and a synchronizer; a first transmission mechanism and a second transmission mechanism for power transmission between the first shaft and the second shaft are arranged on the first shaft and the second shaft, and a first clutch is arranged between the first transmission mechanism and the first shaft so as to control the first transmission mechanism to be in transmission connection with or disconnected from the first shaft; a second clutch is arranged between the second transmission mechanism and the first shaft so as to control the second transmission mechanism to be in transmission connection or disconnection with the first shaft; the parking gear and the synchronizer are arranged on a shaft, the parking gear is connected with the transmission box body, and the synchronizer is located between the parking gear and the first transmission mechanism. In addition, the invention also discloses a two-gear coaxial axle assembly comprising the gearbox and a vehicle comprising the two-gear coaxial axle assembly. The transmission can realize power-interruption-free gear shifting, can realize parking braking, and improves the safety performance of the whole vehicle.

Description

Transmission, two keep off coaxial axle assembly and vehicle
Technical Field
The invention relates to an electric vehicle running system, in particular to a transmission. In addition, the invention also relates to a two-gear coaxial axle assembly and a vehicle.
Background
With the gradual decrease of petroleum resources and the improvement of environmental protection requirements, the development of electric vehicles is more and more emphasized by people. Research on design parameters of powertrain components is one of the important means to improve the performance of electric vehicles. The speed changer is composed of a transmission system in an automobile, changes the running speed of the automobile and the torque on the driving wheels of the automobile in a larger range, and directly influences the running performance of the whole automobile.
In order to improve the efficiency of a driving motor of an electric automobile and reduce the impact on a battery, the electric automobile on the market at present gradually changes a fixed-speed-ratio electric automobile into a two-gear speed-change power system, and in addition, the two-gear speed-change power system can use a motor with lower power under the same working requirement, so that higher starting torque is provided, high-speed driving noise is reduced, and further the power performance and the economic performance of the whole automobile are improved.
In the existing two-gear speed-changing power system, the power separation of a motor and a transmission can occur in the gear shifting process, so that the power of the whole vehicle is temporarily interrupted, a driver can have obvious pause and frustration, and especially when a slope is shifted, potential safety hazards such as slope slipping and vehicle collision can occur due to the power interruption.
Disclosure of Invention
The invention firstly aims to solve the basic technical problem of providing a transmission, which can realize unpowered interrupted gear shifting, effectively avoid dangerous accidents such as slope slipping, vehicle collision and the like during the gear shifting of a ramp, realize parking braking and improve the safety performance of the whole vehicle.
The second technical problem to be solved by the invention is to provide a two-gear coaxial axle assembly, which can realize power-interruption-free gear shifting, has high safety performance and compact structure, improves the space utilization rate of the whole vehicle, and simplifies the production and assembly process of the whole vehicle.
The third technical problem to be solved by the invention is to provide a vehicle, which can realize power-interruption-free gear shifting, improve the efficiency of the whole vehicle and reduce the energy consumption and the production cost.
In order to solve the above basic technical problem, the present invention provides a transmission, comprising a transmission case, a first shaft, a second shaft, a parking gear and a synchronizer; a first transmission mechanism and a second transmission mechanism for power transmission between the first shaft and the second shaft are arranged on the first shaft and the second shaft, and a first clutch is arranged between the first transmission mechanism and the first shaft so as to control the first transmission mechanism to be in transmission connection with or disconnected from the first shaft; a second clutch is arranged between the second transmission mechanism and the first shaft so as to control the second transmission mechanism to be in transmission connection or disconnection with the first shaft; the parking gear and the synchronizer are arranged on the shaft, the parking gear is connected with the transmission box body, and the synchronizer is located between the parking gear and the first transmission mechanism.
Preferably, the first shaft is a hollow shaft, the first transmission mechanism comprises a first shaft gear and a first second shaft gear meshed with the first shaft gear, the first shaft gear is in transmission connection or disconnection with the first shaft through the first clutch, and the first second shaft gear is located on the second shaft; the second transmission mechanism comprises a first shaft second gear and a second shaft second gear meshed with the first shaft second gear, the first shaft second gear is in transmission connection or disconnection with the first shaft through the second clutch, and the second shaft second gear is positioned on the second shaft; the synchronizer is located between the parking gear and the shaft first gear, and the synchronizer is capable of meshing with the parking gear or the shaft first gear.
As a preferable technical solution, the second clutch is a centrifugal clutch, and a driving component of the second clutch is connected with the shaft and a driven component is connected with the second gear of the shaft.
As another preferable technical solution, the second clutch is an electromagnetic clutch, and the second clutch is disposed on the shaft and between the shaft first gear and the shaft second gear.
Specifically, the number of teeth of the first gear of the first shaft is less than the number of teeth of the first gear of the second shaft, and the number of teeth of the second gear of the first shaft is greater than the number of teeth of the second gear of the second shaft.
More specifically, the first clutch is a one-way clutch, an inner ring assembly of the first clutch is connected with the shaft, and an outer ring assembly of the first clutch is connected with the first gear of the shaft.
In order to solve the second technical problem, the invention provides a two-gear coaxial axle assembly, which comprises a motor, a differential, a left half axle, a right half axle, a left wheel side unit, a right wheel side unit and the transmission; the left wheel side unit and the right wheel side unit respectively comprise a wheel hub and a brake, an output shaft of the motor is connected with the shaft, and an assembly formed by connecting the motor and the transmission is positioned between the left wheel side unit and the right wheel side unit; one end of the differential shell is rotatably supported on the transmission box body, and the other end of the differential shell is connected with the second transmission mechanism on the shaft for transmission; one end of the left half shaft is connected with the left output end of the differential, and the other end of the left half shaft is connected with the hub of the left wheel side unit; one end of the right half shaft penetrates through an output shaft of the motor and the shaft to be connected with the right output end of the differential mechanism, and the other end of the right half shaft is connected with a wheel hub of the right wheel edge unit.
Preferably, the motor with the assembly that the derailleur formed after connecting passes through the axle housing with the wheel hub of left wheel limit unit with the wheel hub of right wheel limit unit is connected, the wheel hub of left wheel limit unit with the wheel hub of right wheel limit unit is rotationally fixed through the wheel hub bearing respectively on the axle housing.
More preferably, the output shaft of the motor is connected with the shaft through a spline, and one end of the right half shaft passes through the output shaft of the motor and the shaft is connected with the right output end of the differential through a spline.
In order to solve the third technical problem, the present invention provides a vehicle including the two-gear coaxial axle assembly.
Through the technical scheme, the transmission of the transmission utilizes the first clutch to control the transmission connection or disconnection of the first transmission mechanism and the first shaft, utilizes the second clutch to control the transmission connection or disconnection of the second transmission mechanism and the first shaft, and switches the transmission route between the first shaft and the second shaft through the matching of the first clutch and the second clutch, so that the output of two speed ratios of the transmission is completed, the unpowered interrupted gear shifting is realized, when the gear shifting is performed on a ramp, dangerous accidents such as slope slipping, collision and the like caused by power interruption can be avoided, and the driving safety of the whole vehicle is improved; through the meshing of the synchronizer and the first transmission mechanism, a power transmission route during reverse gear is formed, so that a motor connected with the transmission runs in a high-efficiency interval under each working condition, the efficiency of the whole vehicle is improved, and the energy consumption is reduced; the transmission can also realize parking brake through the parking gear and the synchronizer, and can also eliminate an external parking brake for a vehicle without electronic parking, thereby reducing the cost.
The two-gear coaxial axle assembly provided by the invention integrates the motor, the transmission and the drive axle, and cancels the traditional transmission shaft, so that the structure is more compact, the space utilization rate of the whole vehicle is further improved, the production and assembly process of the whole vehicle is simplified, and the production efficiency is improved.
In addition, in the preferred embodiment of the invention, the second clutch is set as the electromagnetic clutch, and the electric control mode is adopted to control the transmission connection or disconnection of the second gear of one shaft and the first gear, so that the response speed is high and the switching is convenient; the second clutch is set to be a centrifugal clutch, the centrifugal clutch can automatically perform mechanical engagement when the rotating speed reaches a set value, pure mechanical automatic gear shifting of the transmission can be achieved at the set rotating speed, any electric control program is not needed, the structure is simple, and the production cost is further reduced.
Drawings
FIG. 1 is a schematic structural view of an embodiment of a two-speed coaxial axle assembly of the present invention;
FIG. 2 is a schematic diagram of a first gear operating principle of the two-gear coaxial axle assembly shown in FIG. 1;
FIG. 3 is a schematic illustration of a second gear operating principle of the two-gear coaxial axle assembly shown in FIG. 1;
FIG. 4 is a schematic reverse gear schematic representation of the two-speed coaxial axle assembly of FIG. 1;
FIG. 5 is a schematic structural view of another embodiment of a two-speed coaxial axle assembly of the present invention;
FIG. 6 is a schematic diagram of the first gear operating principle of the two-gear coaxial axle assembly shown in FIG. 5;
FIG. 7 is a second gear operating principle schematic of the two-gear coaxial axle assembly shown in FIG. 5;
FIG. 8 is a schematic reverse gear schematic representation of the two-speed coaxial axle assembly of FIG. 5;
fig. 9 is a schematic structural view of a vehicle according to an embodiment of the present invention.
Description of the reference numerals
1 electric machine 2 speed variator
20 transmission case 21 shaft
22 two-shaft 23 parking gear
24 synchronizer 25 first clutch
26 first transmission 26a first shaft first gear
26b two-shaft first gear 27 second clutch
28 second transmission 28 a-shaft second gear
28b two-shaft second gear 3 differential
4 left half shaft and 5 right half shaft
6 left wheel edge unit 7 right wheel edge unit
Detailed Description
The following detailed description of embodiments of the invention refers to the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present invention, are given by way of illustration and explanation only, not limitation.
It should be noted that, in the following description of the technical solutions of the present invention, the terms "left" and "right" are used to define the technical definition with reference to the left and right sides of the vehicle in normal driving, and the definitions of the orientations of the two-gear coaxial axle assembly "left" and "right" are only for convenience of describing the present invention and simplifying the description, but do not indicate or imply that the indicated device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore, should not be interpreted as limiting the protection scope of the transmission of the present invention. Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.
In the description of the present invention, it should be noted that the terms "connected" and "fixed" are to be understood broadly, and for example, the connection may be a direct connection or an indirect connection via an intermediate (e.g., a spline) unless otherwise specifically stated or limited. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
Referring to fig. 1 and 5, the transmission of the basic embodiment of the present invention includes a transmission case 20, and further includes a first shaft 21, a second shaft 22, a parking gear 23, and a synchronizer 24; a first transmission mechanism 26 and a second transmission mechanism 28 for power transmission between the first shaft 21 and the second shaft 22 are arranged on the first shaft 21 and the second shaft 22, and a first clutch 25 is arranged between the first transmission mechanism 26 and the first shaft 21 so as to control the first transmission mechanism 26 to be in transmission connection with or disconnected from the first shaft 21; a second clutch 27 is arranged between the second transmission mechanism 28 and the shaft 21 so as to control the transmission connection or disconnection of the second transmission mechanism 28 and the shaft 21; the parking gear 23 and the synchronizer 24 are provided on the shaft 21, the parking gear 23 is connected to the transmission case 20, and the synchronizer 24 is located between the parking gear 23 and the first transmission mechanism 26.
In addition to the basic technical scheme of the transmission, when the vehicle starts to move forward in an operating state, after the first shaft 21 obtains power from the motor 1, the first clutch 25 is engaged to make the first transmission mechanism 26 in transmission connection with the first shaft 21, the second clutch 27 is in a disengaged state to make the second transmission mechanism 28 disconnected from the first shaft 21, and the power transmission path is as follows: a first shaft 21, a first clutch 25, a first transmission mechanism 26, a second shaft 22 and a second transmission mechanism 28 so as to output a first-gear large speed ratio; when the vehicle moves forwards, the first clutch 25 is disconnected, the second clutch 27 is connected, the first transmission mechanism 26 is disconnected with the shaft 21, and the second transmission mechanism 28 is in transmission connection with the shaft 21, wherein the power transmission path is as follows: a shaft 21, a second clutch 27, and a second transmission 28, to output a second low speed ratio; when the motor 1 drives the vehicle in reverse direction to start and reverse, the first clutch 25 and the second clutch 27 are both in a separated state, the synchronizer 24 is meshed with the first transmission mechanism 26, and the power transmission route is as follows: a first shaft 21, a synchronizer 24, a first transmission mechanism 26, a second shaft 22 and a second transmission mechanism 28, so that a reverse first-gear large speed ratio is output; when the vehicle stops, the synchronizer 24 moves to be meshed with the parking gear 23, the transmission mechanism is locked, mechanical parking brake is provided for the whole vehicle, and the safety performance of the whole vehicle is further improved.
Therefore, according to the transmission of the basic technical scheme of the invention, the first clutch 25 is used for controlling the transmission connection or disconnection between the first transmission mechanism 26 and the first shaft 21, the second clutch 27 is used for controlling the transmission connection or disconnection between the second transmission mechanism 28 and the first shaft 21, the transmission route between the first shaft 21 and the second shaft 22 is switched through the cooperation of the first clutch 25 and the second clutch 27, the output of two speed ratios of the transmission 2 is completed, the unpowered interrupt gear shifting is realized, when the gear shifting is carried out on a slope, dangerous accidents such as slope slipping and collision caused by power interruption can be avoided, and the driving safety of the whole vehicle is improved; through the engagement of the synchronizer 24 and the first transmission mechanism 26, a power transmission route during reverse gear is formed, so that the motor 1 connected with the speed changer 2 operates in a high-efficiency interval under various working conditions, the efficiency of the whole vehicle is improved, and the energy consumption is reduced; the transmission 2 of the invention can also realize parking brake through the parking gear 23 and the synchronizer 24, and can also eliminate an external parking brake for a vehicle without electronic parking, thereby reducing the cost.
In a preferred embodiment, the shaft 21 is a hollow shaft, the first transmission mechanism 26 includes a first shaft first gear 26a and a second shaft first gear 26b engaged with the first shaft first gear 26a, the first shaft first gear 26a is in transmission connection or disconnection with the shaft 21 through the first clutch 25, and the second shaft first gear 26b is located on the second shaft 22; the second transmission mechanism 28 comprises a shaft second gear 28a and a second shaft second gear 28b meshed with the shaft second gear 28a, the shaft second gear 28a is in transmission connection or disconnection with the shaft 21 through the second clutch 27, and the second shaft second gear 28b is positioned on the second shaft 22; the synchronizer 24 is located between the parking gear 23 and a shaft first gear 26a, and the synchronizer 24 can be meshed with the parking gear 23 or the shaft first gear 26 a. At this time, one shaft 21 is a hollow shaft, so that the left half shaft and the right half shaft of the vehicle can be conveniently arranged and connected; the power transmission between the first shaft 21 and the second shaft 22 can be realized by a first shaft first gear 26a and a second shaft first gear 26b or by a first shaft second gear 28a and a second shaft second gear 28b, and the synchronizer 24 can be moved to both sides and is engaged with the first shaft first gear 26a or the parking gear 23, respectively.
Further, the number of teeth Z of the first shaft gear 26a26aNumber of teeth Z smaller than the second-axis first gear 26b26bNumber of teeth Z of a shaft second gear 28a28aNumber of teeth Z larger than second gear 28b28bTherefore, the required speed ratio output can be formed in different gears, and the power requirement of the vehicle is met. When the first clutch 25 is engaged and the second clutch 27 is disengaged in the forward state of the vehicle, the transmission 2 outputs a first-gear high speed ratio：i1＝(Z26b*Z28a)/(Z26a*Z28b) (ii) a When the first clutch 25 is disengaged and the second clutch 27 is engaged, the transmission 2 outputs a low speed ratio in two gears: i.e. i21, the high-speed performance of the whole vehicle is met.
Typically, the second clutch 27 is a centrifugal clutch, with the driving member of the second clutch 27 being connected to a shaft 21 and the driven member being connected to a shaft second gear 28 a. When the rotating speed of the driving component of the second clutch 27 reaches a set value, the driving component will be automatically engaged with the driven component of the second clutch 27, and the transmission 2 can perform pure mechanical automatic gear shifting at the set rotating speed by matching with the separation of the first clutch 25, without any electric control program, and the structure is simple.
As another preferred embodiment of the second clutch 27, the second clutch 27 is an electromagnetic clutch, and the second clutch 27 is disposed on the shaft 21 between a shaft first gear 26a and a shaft second gear 28 a. During the running of the vehicle, when the second clutch 27 is disengaged, one shaft 21 is in a disconnected state, i.e. one shaft second gear 28a is disconnected from one shaft 21; when the second clutch 27 is engaged, a shaft 21 is connected, i.e. a shaft second gear 28a is in driving connection with the shaft 21. At this time, the electric control mode is adopted to control the transmission connection or disconnection between the second gear 28a of one shaft and the first shaft 21, the response speed is high, and the switching is convenient.
Preferably, the first clutch 25 is a one-way clutch, with the inner ring assembly of the first clutch 25 connected to a shaft 21 and the outer ring assembly connected to a shaft first gear 26 a. When the inner ring assembly of the first clutch 25 is fixed, the outer ring assembly of the first clutch 25 is free to rotate in a set direction and is not rotatable in the opposite direction to the set direction. In the process of forward movement of the vehicle, the steering direction of the first shaft 21 is set as the working direction of the first clutch 25, when the rotating speed of the second shaft 22 of the transmission 2 is less than that of the first shaft 21, the inner ring component of the first clutch 25 drives the outer ring component to rotate, and at the moment, the first clutch 25 is in an engaged state; when the rotating speed of the second shaft 22 of the transmission 2 is greater than that of the first shaft 21, the outer ring component of the first clutch 25 idles relative to the inner ring component, and the first clutch 25 is in a separated state; during reverse operation of the vehicle, the first clutch 25 is in the opposite direction of operation, with the inner race assembly of the first clutch 25 freewheeling relative to the outer race assembly.
The second aspect of the present invention provides a two-gear coaxial axle assembly, which includes a motor 1, a differential 3, a left half shaft 4, a right half shaft 5, a left wheel unit 6, a right wheel unit 7, and a transmission 2, wherein the transmission 2 is a transmission according to any one of the above technical solutions. The left wheel side unit 6 and the right wheel side unit 7 respectively comprise a wheel hub and a brake, an output shaft of the motor 1 is connected with a shaft 21, and an assembly formed by connecting the motor 1 and the transmission 2 is positioned between the left wheel side unit 6 and the right wheel side unit 7; one end of the shell of the differential mechanism 3 is rotatably supported on the transmission case 20, and the other end is connected with a second transmission mechanism 28 on a shaft 21 for transmission; one end of the left half shaft 4 is connected with the left output end of the differential mechanism 3, and the other end is connected with the wheel hub of the left wheel side unit 6; one end of the right half shaft 5 passes through the output shaft of the motor 1 and the shaft 21 to be connected with the right output end of the differential 3, and the other end is connected with the hub of the right wheel edge unit 7.
It should be noted that the output shaft of the motor 1 is a hollow shaft, the motor 1 can be firmly connected with the transmission 2 through bolts, and the left wheel side unit 6 and the right wheel side unit 7 may or may not be provided with planetary reducers.
Preferably, the assembly that forms after motor 1 is connected with derailleur 2 is connected with left wheel limit unit 6 and right wheel limit unit 7 through the axle housing, and the wheel hub of left wheel limit unit 6 and the wheel hub of right wheel limit unit 7 are rotationally fixed through the wheel hub bearing respectively on the axle housing, play the guard action to left half axle 4, right half axle 5.
Further, the output shaft of the motor 1 is splined to a shaft 21, and one end of the right half shaft 5 passes through the output shaft of the motor 1 and the shaft 21 is splined to the right output end of the differential 3.
In order to facilitate understanding of the transmission according to the above technical solution of the present invention, the mounting structure and the operation of the transmission according to the present invention applied to the two-speed coaxial axle assembly will be described in detail with respect to the two-speed coaxial axle assembly.
In the preferred embodiment of the transmission and two-speed coaxial axle assembly of the present invention, the second clutch 27 may be a centrifugal clutch or an electromagnetic clutch. Referring to fig. 1, when the first clutch 25 is a one-way clutch and the second clutch 27 is a centrifugal clutch, the two-gear coaxial axle assembly has the following three operating modes and principles:
referring to fig. 2, when the motor 1 drives the whole vehicle to start to move forward, the rotation direction of the shaft 21 is the working direction of the first clutch 25, the first clutch 25 starts to transmit, at this time, the synchronizer 24 is in the middle position of the shaft first gear 26a and the parking gear 23, the rotation speed of the shaft 21 cannot reach the set rotation speed of the second clutch 27, namely the engagement of the centrifugal clutch, and the second clutch 27 is in a disengaged state. At this time, the specific power transmission route is as follows: the electric machine 1, a shaft 21, a first clutch 25, a shaft first gear 26a, a shaft first gear 26b, a shaft 22, a shaft second gear 28b, a shaft second gear 28a, the differential 3, the left axle shaft 4 and the right axle shaft 5, the left wheel-side unit 6 and the right wheel-side unit 7, is a whole vehicle, so that a large gear ratio is output: i.e. i1＝(Z26b*Z28a)/(Z26a*Z28b) And the power requirement of the whole vehicle is met.
Referring to fig. 3, when the motor 1 drives the whole vehicle to move forward, the speed of the whole vehicle is faster and faster, when the rotating speed of the first shaft 21 reaches the set rotating speed of the second clutch 27, the driving component of the second clutch 27 is combined with the driven component, and further, the first shaft 21 is in engagement transmission connection with the first shaft second gear 28a, the synchronizer 24 is still in the middle position of the first shaft first gear 26a and the parking gear 23, the rotating speed of the second shaft first gear 26b is greater than that of the first shaft 21, and the outer ring component of the first clutch 25 idles relative to the inner ring component. At this time, the specific power transmission route is as follows: the motor 1, a shaft 21, a second clutch 27, a shaft second gear 28a, the differential 3, the left half shaft 4 and the right half shaft 5, the left wheel-side unit 6 and the right wheel-side unit 7, the whole vehicle, so as to output two-gear small speed ratio: i.e. i2The high-speed performance of the whole vehicle is satisfied as 1.
Referring to fig. 4, when the motor 1 drives the whole vehicle to reverse in reverse, the inner ring assembly of the first clutch 25 idles against the outer ring assembly, i.e., the one-way clutch 25 does not function as a transmission, the synchronizer 24 moves to mesh with a first shaft first gear 26a,the rotational speed of the shaft 21 fails to reach the set rotational speed at which the second clutch 27 is engaged, and the second clutch 27 is in a disengaged state. At this time, the specific power transmission route is as follows: the motor 1, a shaft 21, a synchronizer 24, a first shaft first gear 26a, a second shaft first gear 26b, a second shaft 22, a second shaft second gear 28b, a second shaft second gear 28a, a differential 3, a left half shaft 4, a right half shaft 5, a left wheel edge unit 6 and a right wheel edge unit 7, the whole vehicle outputs a reverse first gear large speed ratio: i.e. i1＝(Z26b*Z28a)/(Z26a*Z28b) And the backing power requirement of the whole vehicle is met.
In addition, when the vehicle stops, the synchronizer 24 moves to be meshed with the parking gear 23, and the transmission mechanism is locked, so that mechanical parking brake is provided for the whole vehicle.
Referring to fig. 5, when the first clutch 25 is a one-way clutch and the second clutch 27 is an electromagnetic clutch, the two-gear coaxial axle assembly has the following three operating modes and principles:
referring to fig. 6, when the motor 1 drives the whole vehicle to start to move forward, the rotation direction of the shaft 21 is the working direction of the first clutch 25, the first clutch 25 starts to transmit, at this time, the synchronizer 24 is located at the middle position of the shaft first gear 26a and the parking gear 23, and the second clutch 27, namely the electromagnetic clutch, is in a separated state. At this time, the specific power transmission route is as follows: the electric machine 1, a shaft 21, a first clutch 25, a shaft first gear 26a, a shaft first gear 26b, a shaft 22, a shaft second gear 28b, a shaft second gear 28a, the differential 3, the left axle shaft 4 and the right axle shaft 5, the left wheel-side unit 6 and the right wheel-side unit 7, is a whole vehicle, so that a large gear ratio is output: i.e. i1＝(Z26b*Z28a)/(Z26a*Z28b) And the power requirement of the whole vehicle is met.
Referring to fig. 7, when the motor 1 drives the whole vehicle to move forward, the electromagnetic clutch 27 is engaged, so that the first shaft 21 is in transmission connection with the second shaft gear 28a, the synchronizer 24 is still at the middle position between the first shaft gear 26a and the parking gear 23, the rotating speed of the first second shaft gear 26b is greater than that of the first shaft 21, and the outer ring component of the first clutch 25 idles relative to the inner ring component. At this time, the specific power transmission route is as follows: motor 1- -one shaft 21- -second clutch27-an axle second gear 28 a-the differential 3-the left axle shaft 4 and the right axle shaft 5-the left wheel-side unit 6 and the right wheel-side unit 7-the entire vehicle, so as to output a two-gear small speed ratio: i.e. i2The high-speed performance of the whole vehicle is satisfied as 1.
Referring to fig. 8, when the motor 1 drives the whole vehicle to reverse in a reverse direction, the inner ring assembly of the first clutch 25 idles relative to the outer ring assembly, i.e., the one-way clutch 25 does not play a transmission role, the synchronizer 24 moves to be meshed with the first gear 26a of the first shaft, and the second clutch 27 is in a separated state. At this time, the specific power transmission route is as follows: the motor 1, a shaft 21, a synchronizer 24, a first shaft first gear 26a, a second shaft first gear 26b, a second shaft 22, a second shaft second gear 28b, a second shaft second gear 28a, a differential 3, a left half shaft 4, a right half shaft 5, a left wheel edge unit 6 and a right wheel edge unit 7, the whole vehicle outputs a reverse first gear large speed ratio: i.e. i1＝(Z26b*Z28a)/(Z26a*Z28b) And the backing power requirement of the whole vehicle is met.
Similarly, when the vehicle is stopped, the synchronizer 24 is moved into engagement with the parking gear 23, locking the transmission mechanism, providing mechanical parking brake for the entire vehicle.
The two-gear coaxial axle assembly provided by the invention integrates the motor, the transmission and the drive axle, and cancels the traditional transmission shaft, so that the structure is more compact, the space utilization rate of the whole vehicle is further improved, the production and assembly process of the whole vehicle is simplified, and the production efficiency is improved.
In addition, in the preferred embodiment of the present invention, the second clutch 27 is set as an electromagnetic clutch, and the transmission connection or disconnection between the second gear 28b of one shaft and the shaft 21 is controlled in an electric control manner, so that the response speed is high and the switching is convenient; by setting the second clutch 27 as a centrifugal clutch, the centrifugal clutch will automatically perform mechanical combination or separation when the rotating speed reaches a set value, so that the transmission 2 can perform pure mechanical automatic gear shifting at the set rotating speed without any electric control program, the structure is simple, and the production cost is further reduced.
Referring to fig. 9, the third aspect of the present invention further provides a vehicle comprising the two-speed coaxial axle assembly of any of the above-mentioned embodiments, thereby having at least all of the benefits provided by the above-mentioned transmission and two-speed coaxial axle assembly embodiments.
The preferred embodiments of the present invention have been described in detail above with reference to the accompanying drawings, but the present invention is not limited thereto. Within the scope of the technical idea of the invention, numerous simple modifications can be made to the technical solution of the invention, including combinations of the specific features in any suitable way, and the invention will not be further described in relation to the various possible combinations in order to avoid unnecessary repetition. Such simple modifications and combinations should be considered within the scope of the present disclosure as well.

Claims (10)

1. A transmission comprises a transmission case (20) and is characterized by further comprising a first shaft (21), a second shaft (22), a parking gear (23) and a synchronizer (24);
a first transmission mechanism (26) and a second transmission mechanism (28) for power transmission between the first shaft (21) and the second shaft (22) are arranged on the first shaft (21) and the second shaft (22), and a first clutch (25) is arranged between the first transmission mechanism (26) and the first shaft (21) so as to control the first transmission mechanism (26) to be in transmission connection with or disconnected from the first shaft (21); a second clutch (27) is arranged between the second transmission mechanism (28) and the shaft (21) so as to control the transmission connection or disconnection of the second transmission mechanism (28) and the shaft (21);
the parking gear (23) and the synchronizer (24) are arranged on the shaft (21), the parking gear (23) is connected with the transmission box body (20), and the synchronizer (24) is located between the parking gear (23) and the first transmission mechanism (26).
2. The transmission according to claim 1, characterized in that the shaft (21) is a hollow shaft, the first transmission mechanism (26) comprises a first shaft gear (26a) and a first second shaft gear (26b) meshing with the first shaft gear (26a), the first shaft gear (26a) is in transmission connection or disconnection with the shaft (21) through the first clutch (25), and the first second shaft gear (26b) is located on the second shaft (22);
the second transmission mechanism (28) comprises a shaft second gear (28a) and a second shaft second gear (28b) meshed with the shaft second gear (28a), the shaft second gear (28a) is in transmission connection or disconnection with the shaft (21) through the second clutch (27), and the second shaft second gear (28b) is located on the second shaft (22);
the synchronizer (24) is located between the parking gear (23) and the shaft first gear (26a), and the synchronizer (24) is engageable with the parking gear (23) or the shaft first gear (26 a).
3. The transmission according to claim 2, characterized in that the second clutch (27) is a centrifugal clutch, the driving assembly of the second clutch (27) being connected with the shaft (21) and the driven assembly being connected with the shaft second gear (28 a).
4. The transmission of claim 2, characterized in that the second clutch (27) is an electromagnetic clutch, the second clutch (27) being disposed on the shaft (21) between the shaft first gear (26a) and the shaft second gear (28 a).
5. The transmission of any one of claims 2 to 4, characterized in that the number of teeth of the first one-shaft gear (26a) is smaller than the number of teeth of the second one-shaft gear (26b), and the number of teeth of the second one-shaft gear (28a) is larger than the number of teeth of the second one-shaft gear (28 b).
6. The transmission according to any of claims 2 to 4, characterized in that the first clutch (25) is a one-way clutch, the inner ring assembly of the first clutch (25) being connected with the shaft (21) and the outer ring assembly being connected with the shaft first gear (26 a).
7. A two-gear coaxial axle assembly comprising an electric machine (1), a differential (3), a left half-shaft (4), a right half-shaft (5), a left wheel-side unit (6), a right wheel-side unit (7), characterized by further comprising a transmission (2) according to any one of claims 1 to 6;
the left wheel side unit (6) and the right wheel side unit (7) respectively comprise a wheel hub and a brake, an output shaft of the motor (1) is connected with the shaft (21), and an assembly formed by connecting the motor (1) and the transmission (2) is positioned between the left wheel side unit (6) and the right wheel side unit (7); one end of the differential mechanism (3) shell is rotatably supported on the transmission box body (20), and the other end of the differential mechanism shell is connected with a second transmission mechanism (28) on the shaft (21) for transmission; one end of the left half shaft (4) is connected with the left output end of the differential (3), and the other end of the left half shaft is connected with a hub of the left wheel side unit (6); one end of the right half shaft (5) penetrates through an output shaft of the motor (1) and the shaft (21) to be connected with the right output end of the differential (3), and the other end of the right half shaft is connected with a hub of the right wheel edge unit (7).
8. The two-gear coaxial axle assembly according to claim 7, wherein the assembly formed by connecting the motor (1) and the transmission (2) is connected with the hub of the left wheel-side unit (6) and the hub of the right wheel-side unit (7) through an axle housing, and the hub of the left wheel-side unit (6) and the hub of the right wheel-side unit (7) are respectively rotatably fixed on the axle housing through hub bearings.
9. Two-speed coaxial axle assembly according to claim 7, characterized in that the output shaft of the electric machine (1) is splined to the shaft (21), one end of the right half-shaft (5) passing through the output shaft of the electric machine (1) and the shaft (21) being splined to the right output of the differential (3).
10. A vehicle, characterized by comprising a two-speed coaxial axle assembly of any one of 7 to 9.
CN201910766171.8A 2019-08-19 2019-08-19 Transmission, two keep off coaxial axle assembly and vehicle Pending CN112392930A (en)

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Application Number Priority Date Filing Date Title
CN201910766171.8A CN112392930A (en) 2019-08-19 2019-08-19 Transmission, two keep off coaxial axle assembly and vehicle

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Application Number Priority Date Filing Date Title
CN201910766171.8A CN112392930A (en) 2019-08-19 2019-08-19 Transmission, two keep off coaxial axle assembly and vehicle

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CN112392930A true CN112392930A (en) 2021-02-23

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CN102644696A (en) * 2012-04-16 2012-08-22 浙江万里扬变速器股份有限公司 Double-clutch transmission with synchronizer parking device and without reversing shaft
CN205951712U (en) * 2016-08-31 2017-02-15 成都雅骏新能源汽车科技股份有限公司 Integrated form electric drive axle
CN106627078A (en) * 2017-01-24 2017-05-10 精进电动科技股份有限公司 Transversely-arranged double-power-source vehicle driving assembly
CN106882041A (en) * 2017-01-24 2017-06-23 精进电动科技股份有限公司 A kind of horizontal vehicle traction assembly
CN206426824U (en) * 2017-01-13 2017-08-22 苏州绿控传动科技有限公司 A kind of electric-machine directly-driven electric drive axle
CN207648064U (en) * 2017-12-11 2018-07-24 江西环境工程职业学院 Mini electric car automatic speed transmission
CN109677252A (en) * 2019-02-26 2019-04-26 重庆青山工业有限责任公司 A kind of highly integrated high-performance pure electric automobile power assembly

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN101771310A (en) * 2010-01-29 2010-07-07 重庆宗申发动机制造有限公司 Driving motor of electric vehicle
CN102403834A (en) * 2010-09-14 2012-04-04 何良智 Flexible control clutch gear-changing motor of electric motorcycle
CN102403836A (en) * 2010-09-14 2012-04-04 何良智 Flexible control on-off shift motor for electric automobile
CN202007868U (en) * 2011-03-30 2011-10-12 比亚迪股份有限公司 Automatic transmission and vehicle comprising same
CN102490599A (en) * 2011-12-26 2012-06-13 北京理工华创电动车技术有限公司 Double-power coupling driving system for pure electric automobile
CN102644696A (en) * 2012-04-16 2012-08-22 浙江万里扬变速器股份有限公司 Double-clutch transmission with synchronizer parking device and without reversing shaft
CN102644701A (en) * 2012-04-16 2012-08-22 浙江万里扬变速器股份有限公司 Double-clutch transmission with synchronizer parking device
CN205951712U (en) * 2016-08-31 2017-02-15 成都雅骏新能源汽车科技股份有限公司 Integrated form electric drive axle
CN206426824U (en) * 2017-01-13 2017-08-22 苏州绿控传动科技有限公司 A kind of electric-machine directly-driven electric drive axle
CN106627078A (en) * 2017-01-24 2017-05-10 精进电动科技股份有限公司 Transversely-arranged double-power-source vehicle driving assembly
CN106882041A (en) * 2017-01-24 2017-06-23 精进电动科技股份有限公司 A kind of horizontal vehicle traction assembly
CN207648064U (en) * 2017-12-11 2018-07-24 江西环境工程职业学院 Mini electric car automatic speed transmission
CN109677252A (en) * 2019-02-26 2019-04-26 重庆青山工业有限责任公司 A kind of highly integrated high-performance pure electric automobile power assembly

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