CN213479071U - Two-gear pure electric vehicle gearbox - Google Patents
Two-gear pure electric vehicle gearbox Download PDFInfo
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- CN213479071U CN213479071U CN202021732744.XU CN202021732744U CN213479071U CN 213479071 U CN213479071 U CN 213479071U CN 202021732744 U CN202021732744 U CN 202021732744U CN 213479071 U CN213479071 U CN 213479071U
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Abstract
The utility model discloses a two keep off pure electric vehicle gearbox, including the input shaft that directly links the motor and the jackshaft of parallel arrangement in input shaft one side, be equipped with one between input shaft and the jackshaft and keep off gear pair, the jackshaft is kept away from one side of input shaft is equipped with the differential mechanism that is used for receiving jackshaft output power; the input shaft is provided with a multi-plate clutch for coupling a two-gear pair with the input shaft, the intermediate shaft is provided with a one-way overrunning clutch which can be coupled with the first-gear pair, and the overrunning direction of the one-way overrunning clutch is opposite to the direction of force transmission of end face ratchet teeth. The beneficial effects of the utility model are mainly embodied in that: the structure is exquisite, and one keeps off gear pair and two keep off gear pair and can combine in turn and throw off under the cooperation of one-way freewheel clutch and multiplate clutch to avoid the power interruption phenomenon at the in-process of shifting, promote the travelling comfort of driving.
Description
Technical Field
The utility model relates to a new forms of energy driving system particularly, especially relates to a two keep off electricelectric motor car gearboxes.
Background
At present, most of pure electric transmissions are single-gear transmissions, although the electric control difficulty is small and the vehicle drivability is good, the driving efficiency of a driving motor is easily affected under a high-speed working condition, and the required power of the motor is too large, so that the size and the cost of the motor are too high; the existing two-gear transmission can effectively improve the working efficiency of a driving motor and reduce the maximum power requirement of the driving motor, but the gear shifting elements of the two-gear transmission are in a common double-clutch or double-side synchronizer structure, the double clutches can realize uninterrupted power shifting in the gear shifting process, but the electric control difficulty and the structural complexity are increased; although the synchronizer system has gear shifting power interruption, the electric control difficulty is low, the system complexity is reduced, the cost is low, and the synchronizer system is a high-cost choice at present. However, no matter the clutch system or the synchronizer system, energy recovery cannot be performed in a segmented and quantitative manner according to road condition energy requirements, so that energy is not saved, and waste is caused. At the moment, if the control system is not accurately controlled, the energy supply required by the whole vehicle is unbalanced, and the whole vehicle can shake. This is the "towering" of the whole vehicle in normal times.
SUMMERY OF THE UTILITY MODEL
The utility model aims at overcoming the not enough of prior art existence, provide a two keep off electricelectric motor car gearboxes.
The purpose of the utility model is realized through the following technical scheme:
a two-gear pure electric vehicle gearbox comprises an input shaft directly connected with a motor and an intermediate shaft arranged on one side of the input shaft in parallel, wherein a first gear pair and a second gear pair are arranged between the input shaft and the intermediate shaft, and a differential mechanism used for receiving output power of the intermediate shaft is arranged on one side of the intermediate shaft, which is far away from the input shaft; the input shaft is provided with a multi-plate clutch for coupling a two-gear pair with the input shaft, the intermediate shaft is provided with a one-way overrunning clutch which can be coupled with the first-gear pair, and the overrunning direction of the one-way overrunning clutch is opposite to the direction of force transmission of end face ratchet teeth.
Preferably, the first-gear pair comprises a first-gear driving wheel fixedly arranged on the input shaft and a first-gear driven wheel freely sleeved on the intermediate shaft, and the one-way overrunning clutch can be coupled with the first-gear driven wheel.
Preferably, the one-way overrunning clutch is a combination of a split type overrunning clutch and an end face tooth clutch with an end face in a ratchet shape.
Preferably, the one-way overrunning clutch is a combination of an integrated overrunning clutch and an end face tooth clutch with an end face shaped like a ratchet wheel.
Preferably, the second gear pair includes a second driving wheel freely sleeved on the input shaft and a second driven wheel fixedly arranged on the intermediate shaft, and the multiple-disc clutch can be coupled with the second driving wheel.
Preferably, a transmission gear is fixedly arranged on the intermediate shaft and meshed with a main reduction gear of the differential.
Preferably, a parking ratchet wheel is further arranged on the intermediate shaft.
Preferably, the first gear pair is located between the second gear pair and the motor.
Preferably, the electric vehicle further comprises a battery, and the battery is electrically connected to the motor.
The beneficial effects of the utility model are mainly embodied in that:
1. the structure is exquisite, the first gear pair and the second gear pair can be alternately combined and separated under the matching of the one-way overrunning clutch and the multi-plate clutch, so that the power interruption phenomenon in the gear shifting process is avoided, and the driving comfort is improved;
2. the multi-plate clutch connected with the two-gear pair can absorb the pause and the contusion caused by the change of the transmission ratio during gear shifting, and the one-way overrunning clutch connected with the one-gear pair cannot have any vibration and pause and contusion during power disengagement, so that the whole gear shifting process is smooth and does not feel the pause and the contusion caused by the change of gears;
3. the multi-plate clutch is in a power disconnection state, the end face tooth clutch is in a power disconnection state, and power input by the motor is transmitted to the intermediate shaft through the first-gear driving wheel and then transmitted to the differential mechanism through the intermediate shaft. In this connected state, forward drive can be achieved. The functions of energy recovery and reversing can be realized under the condition that the end face tooth clutch is disconnected; the end face tooth clutch can be enabled in advance under the condition that the multi-plate clutch is not combined;
4. the multi-plate clutch realizes gear shifting through the combination or separation of the main driving part and the auxiliary driving part, so that gear shifting impact can be eliminated, and the situation of 'cocking' in the driving process of a vehicle is avoided;
5. the multi-plate clutch is arranged on the input shaft, and the transmission can work efficiently and stably by utilizing the characteristics of large torque and low rotating speed power transmission of the multi-plate clutch, so that the service life is prolonged.
Drawings
The technical scheme of the utility model is further explained by combining the attached drawings as follows:
FIG. 1: the structure of the preferred embodiment of the present invention is schematically illustrated.
Detailed Description
The present invention will be described in detail below with reference to specific embodiments shown in the drawings. However, these embodiments are not limited to the present invention, and structural, method, or functional changes made by those skilled in the art according to these embodiments are all included in the scope of the present invention.
In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", and the like, indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are used merely for convenience of description and for simplicity of description, and do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore, should not be construed as limiting the present invention. Furthermore, the terms "first", "second", etc. 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," "second," etc. may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality" means two or more unless otherwise specified.
In the description of the present invention, it is to be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present invention can be understood by those of ordinary skill in the art through specific situations.
The present invention will be described in detail below with reference to the accompanying drawings in conjunction with embodiments.
As shown in fig. 1, the utility model discloses a two keep off electricelectric motor car gearboxes, be in including the input shaft 1 and the parallel arrangement that directly link motor 8 the jackshaft 2 of input shaft 1 one side, motor 8 and battery 9 electric connection. A first gear pair 3 and a second gear pair 4 are arranged between the input shaft 1 and the intermediate shaft 2. Specifically, the first-gear pair 3 includes a first-gear driving wheel 31 fixedly disposed on the input shaft 1 and a first-gear driven wheel 32 freely sleeved on the intermediate shaft 2, and the one-way overrunning clutch 6 can be coupled with the first-gear driven wheel 32. The second gear pair 4 includes a second driving wheel 41 that is freely sleeved on the input shaft 1 and a second driven wheel 42 that is fixedly arranged on the intermediate shaft 2, and the multiple-disc clutch 5 can be coupled with the second driving wheel 41. In the above, the first-gear pair 3 is located between the second-gear pair 4 and the motor 8.
The input shaft 1 is provided with a multi-plate clutch 5 for coupling a two-gear pair 4 with the input shaft, the intermediate shaft 2 is provided with a one-way overrunning clutch 6 which can be coupled with the first-gear pair 3, and the overrunning direction of the one-way overrunning clutch 6 is opposite to the direction of the end face ratchet tooth transmission force. In the above, the multi-plate clutch connected with the two-gear pair can absorb the pause and the pause caused by the change of the transmission ratio when shifting gears, and the one-way overrunning clutch connected with the one-gear pair cannot have any vibration and pause and the pause when power is disengaged, so that the whole gear shifting process cannot feel the pause and the pause caused by the change of the gears smoothly, and the comfort level is greatly improved.
Further, the one-way overrunning clutch 6 is a combination of a split type overrunning clutch 61 and an end face tooth clutch 62 with a ratchet-shaped end face shape. Of course, the overrunning clutch 61 and the end face tooth clutch 62 having a ratchet-shaped end face are combined into a single unit. Can do corresponding adjustment according to the actual demand, all belong to the utility model discloses a protection category does not do too much repetitious description here.
The intermediate shaft 2 is further fixedly provided with a transmission gear 21, the transmission gear 21 is meshed with a main reduction gear 71 of the differential mechanism 7, and the differential mechanism 7 is used for receiving the output power of the intermediate shaft 2.
In this embodiment, the intermediate shaft 2 is further provided with a parking ratchet 22 for parking the vehicle.
The working process of the utility model is simply explained as follows:
when the multi-plate clutch is in a power disconnection state and the overrunning one-way overrunning clutch is in a power disconnection state, the power input by the motor 8 is transmitted to the intermediate shaft 2 through the first gear pair 3 and then transmitted to the differential mechanism through the transmission gear 21. In this connected state, forward drive can be achieved. The functions of energy recovery and reversing can be realized by utilizing the one-way overrunning clutch; the one-way overrunning clutch may be enabled early with the multi-plate clutch disengaged.
When the multi-plate clutch is in a power connection state and the one-way overrunning clutch is in a power disconnection state, the power input by the motor 8 is transmitted to the intermediate shaft 2 through the two-gear pair 4 and then transmitted to the differential through the transmission gear 21. Under different working conditions, the two functions of forward driving and energy recovery can be realized by means of the change of the control mode of the controller in the connection state.
When the multi-plate clutch is in a disconnected state and the one-way overrunning clutch is in a power disconnected state, the power of the motor is transmitted to the intermediate shaft without any gear pair, and the transmission is in a neutral gear state at the moment.
When the multi-plate clutch is in a disconnected state and the one-way overrunning clutch is in a power disconnected state, the power of the motor is transmitted to the intermediate shaft without any gear pair. The pawl is enabled, with the transmission in a park condition.
When the first gear is switched to the second gear, the vehicle adopts the first gear to run from starting to the middle-low speed, the motor does not run in an ideal high-efficiency area along with the speed increase of the first gear, and related rotating parts also reach a high-rotating-speed interval with serious abrasion. This time it is appropriate to drive the vehicle at a lower gear ratio. When the first gear is switched to the second gear, the one-way overrunning clutch is not enabled, and the multi-plate clutch is switched to a power connection state from power disconnection. The power input by the motor is changed from the power transmitted by the first gear pair 3 to the power transmitted by the second gear pair 4 to the intermediate shaft, the power transmitted by the first gear pair 3 exceeds the power transmitted by the input shaft due to the speed of the intermediate shaft to be disengaged, and the power transmitted by the second gear pair 4 is transmitted to the differential mechanism through the intermediate shaft and finally reaches the wheels to drive the vehicle. Because the high-speed gear adopts a multi-plate clutch structure, the gear shifting device can absorb the pause and the pause caused by the change of the transmission ratio during gear shifting, and meanwhile, the one-way overrunning clutch does not have any vibration and pause when power is disengaged, so that the whole gear shifting process is smooth and does not feel the pause and the pause caused by the change of the gear.
When the speed changer runs in the period of decelerating to be suitable for low speed in the high zone during the process of switching the first gear from the second gear, the motor does not need to output power. The multi-plate clutch is in power connection and is changed to power disconnection. The one-way overrunning clutch can automatically return to the first gear working condition at the moment. The gear shifting of the one-way overrunning clutch does not need to worry about the gear shifting smoothness of the first gear.
It should be understood that although the present description refers to embodiments, not every embodiment contains only a single technical solution, and such description is for clarity only, and those skilled in the art should make the description as a whole, and the technical solutions in the embodiments can also be combined appropriately to form other embodiments understood by those skilled in the art.
The above list of details is only for the practical implementation of the present invention, and they are not intended to limit the scope of the present invention, and all equivalent implementations or modifications that do not depart from the technical spirit of the present invention should be included in the scope of the present invention.
Claims (9)
1. The two-gear pure electric vehicle gearbox comprises an input shaft (1) of a direct-connected motor (8) and an intermediate shaft (2) arranged on one side of the input shaft (1) in parallel, wherein a first gear pair (3) and a second gear pair (4) are arranged between the input shaft (1) and the intermediate shaft (2), and a differential (7) used for receiving output power of the intermediate shaft (2) is arranged on one side, far away from the input shaft (1), of the intermediate shaft (2); the method is characterized in that: the input shaft (1) is provided with a multi-plate clutch (5) for coupling a two-gear pair (4) with the input shaft, the intermediate shaft (2) is provided with a one-way overrunning clutch (6) which can be coupled with the first-gear pair (3), and the overrunning direction of the one-way overrunning clutch (6) is opposite to the direction of the end face ratchet wheel tooth transmission force.
2. The two-speed pure electric vehicle transmission according to claim 1, characterized in that: the first-gear pair (3) comprises a first-gear driving wheel (31) fixedly arranged on the input shaft (1) and a first-gear driven wheel (32) which is sleeved on the intermediate shaft (2) in an empty mode, and the one-way overrunning clutch (6) can be coupled with the first-gear driven wheel (32).
3. The two-speed pure electric vehicle transmission according to claim 2, characterized in that: the one-way overrunning clutch (6) is a combination of a split type overrunning clutch (61) and an end face tooth clutch (62) with the end face in a ratchet shape.
4. The two-speed pure electric vehicle transmission according to claim 2, characterized in that: the one-way overrunning clutch (6) is a combination of an integrated overrunning clutch (61) and an end face tooth clutch (62) with the end face in a ratchet shape.
5. The two-speed pure electric vehicle transmission according to claim 1, characterized in that: the two-gear pair (4) comprises a two-gear driving wheel (41) which is sleeved on the input shaft (1) in a hollow mode and a two-gear driven wheel (42) which is fixedly arranged on the middle shaft (2), and the multi-plate clutch (5) can be coupled with the two-gear driving wheel (41).
6. The two-speed pure electric vehicle transmission according to claim 1, characterized in that: a transmission gear (21) is fixedly arranged on the intermediate shaft (2), and the transmission gear (21) is meshed with a main reduction gear (71) of the differential (7).
7. The two-speed pure electric vehicle transmission according to claim 1, characterized in that: the intermediate shaft (2) is also provided with a parking ratchet wheel (22).
8. The two-speed pure electric vehicle transmission according to claim 1, characterized in that: the first gear pair (3) is positioned between the second gear pair (4) and the motor (8).
9. The two-speed pure electric vehicle transmission according to claim 1, characterized in that: the motor is characterized by further comprising a battery (9), wherein the battery (9) is electrically connected to the motor.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202021732744.XU CN213479071U (en) | 2020-08-19 | 2020-08-19 | Two-gear pure electric vehicle gearbox |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202021732744.XU CN213479071U (en) | 2020-08-19 | 2020-08-19 | Two-gear pure electric vehicle gearbox |
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| Publication Number | Publication Date |
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| CN213479071U true CN213479071U (en) | 2021-06-18 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202021732744.XU Active CN213479071U (en) | 2020-08-19 | 2020-08-19 | Two-gear pure electric vehicle gearbox |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115264020A (en) * | 2022-09-27 | 2022-11-01 | 小米汽车科技有限公司 | Speed reducer, power drive assembly and vehicle |
| WO2024077991A1 (en) * | 2022-10-14 | 2024-04-18 | 江苏汇智高端工程机械创新中心有限公司 | Electric drive gearbox of construction machine |
-
2020
- 2020-08-19 CN CN202021732744.XU patent/CN213479071U/en active Active
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115264020A (en) * | 2022-09-27 | 2022-11-01 | 小米汽车科技有限公司 | Speed reducer, power drive assembly and vehicle |
| WO2024077991A1 (en) * | 2022-10-14 | 2024-04-18 | 江苏汇智高端工程机械创新中心有限公司 | Electric drive gearbox of construction machine |
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| GR01 | Patent grant | ||
| GR01 | Patent grant | ||
| CP01 | Change in the name or title of a patent holder |
Address after: No.368 Longjin Road, Changzhou City, Jiangsu Province 213000 Patentee after: Kuntai vehicle system (Changzhou) Co.,Ltd. Address before: No.368 Longjin Road, Changzhou City, Jiangsu Province 213000 Patentee before: KUNTYE VEHICLE SYSTEM (CHANGZHOU) Co.,Ltd. |
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| CP01 | Change in the name or title of a patent holder |