CN219510091U - Two-gear gearbox for electric automobile and electric automobile - Google Patents
Two-gear gearbox for electric automobile and electric automobile Download PDFInfo
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- CN219510091U CN219510091U CN202320503522.8U CN202320503522U CN219510091U CN 219510091 U CN219510091 U CN 219510091U CN 202320503522 U CN202320503522 U CN 202320503522U CN 219510091 U CN219510091 U CN 219510091U
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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Abstract
The utility model provides a two-gear gearbox for an electric automobile and the electric automobile, and relates to the technical field of electric automobile transmission, wherein the two-gear gearbox for the electric automobile is arranged at the output end of a driving motor assembly, and comprises: the gear shifting device comprises an input shaft, an output shaft, a main reducing gear, a first gear shifting mechanism and a second gear shifting mechanism; the driving motor assembly is connected with the input shaft, the input shaft is connected with the output shaft through the first gear shifting mechanism and the second gear shifting mechanism, the output shaft is connected with the main reduction gear, and the first gear shifting mechanism comprises an input shaft first gear, an output shaft first gear and a first clutch assembly; the second gear shifting mechanism comprises an input shaft second gear and an output shaft second gear and a second clutch assembly; the utility model can solve the technical problem of high electric control cost of the motor caused by using a motor with high power or multiple motors to improve the torque in the prior art.
Description
Technical Field
The utility model relates to the technical field of electric automobile transmission, in particular to a two-gear gearbox for an electric automobile and the electric automobile.
Background
With the rapid development of electric automobile technology, a gearbox becomes an important component affecting the overall performance of an electric automobile. At present, electric automobiles develop in the directions of large motors and multiple motors, but most of gearboxes are single-gear speed reducers. The motor has the characteristics of high maximum rotating speed and high low-speed torque, but the torque is obviously attenuated along with the increase of the rotating speed. For a single motor, the contradiction between high low-speed traction requirement and the maximum speed is not easy to process, and in order to meet the requirements of high low-speed acceleration and the maximum speed at the same time, a motor with high power or two motors are used, so that the cost of electric control of the motor is increased.
Therefore, the existing electric automobile generally has the technical problems that the electric control cost of the motor is high because the motor with high power or multiple motors are used for improving the torque.
Disclosure of Invention
Aiming at the defects of the prior art, the utility model aims to provide a two-gear gearbox for an electric automobile and the electric automobile, and aims to solve the technical problem that in the prior art, a motor with high power or multiple motors are used for improving torque, so that the electric control cost of the motor is high.
An aspect of the present utility model provides a two-gear gearbox for an electric vehicle, which is disposed at an output end of a driving motor assembly, and the two-gear gearbox for an electric vehicle includes:
the gear shifting device comprises an input shaft, an output shaft, a main reducing gear, a first gear shifting mechanism and a second gear shifting mechanism;
the driving motor assembly is connected with the input shaft, the input shaft is connected with the output shaft through the first gear shifting mechanism and the second gear shifting mechanism, and the output shaft is connected with the main subtracting gear;
the first gear shifting mechanism comprises an input shaft first-stop gear, an output shaft first-stop gear and a first clutch assembly, wherein the first clutch assembly is connected with the input shaft through the input shaft first-stop gear, and the input shaft first-stop gear is connected with the output shaft through the output shaft first-stop gear;
the second gear shifting mechanism comprises an input shaft second gear, an output shaft second gear and a second clutch assembly, wherein the second clutch assembly is connected with the input shaft through the input shaft second gear, and the input shaft second gear is connected with the output shaft through the output shaft second gear.
Compared with the prior art, the utility model has the beneficial effects that: the two-gear gearbox for the electric automobile can effectively improve the driving torque of the electric automobile without using a high-power motor and a plurality of motors, specifically, the two-gear gearbox for the electric automobile can realize the speed change of a plurality of gears by using the arrangement of the first gear shifting mechanism and the second gear shifting mechanism, the working range of the motor is adjusted, the characteristic that the low-speed torque of the motor is high is fully utilized, the vehicle can obtain larger torque under the condition of being provided with a motor with lower power, meanwhile, the power of the motor is reduced, the efficiency of the motor is fully exerted, the driving torque of the whole automobile is improved, the electric control cost of the motor is low, in addition, the unpowered interruption gear shifting can be realized only by switching the first gear shifting mechanism and the second gear shifting mechanism, and the normal operation of the electric automobile is ensured, so that the technical problems of high electric control cost of the motor caused by using the motor with high power or the plurality of motors to improve the torque in the prior art are solved.
According to an aspect of the above technical solution, the first clutch assembly is a dog-tooth clutch assembly, the second clutch assembly is a multi-plate clutch assembly, and the first clutch assembly and the second clutch assembly are empty and sleeved on the input shaft.
According to an aspect of the above technical solution, the main subtracting gear is connected with a differential assembly of a vehicle.
According to an aspect of the above technical solution, the two-gear gearbox for an electric vehicle further includes an output shaft rotation speed sensor for measuring a rotation speed of the output shaft.
According to an aspect of the above technical solution, the dog tooth clutch assembly is further provided with a position sensor, and the position sensor is used for detecting an opened or closed state of the dog tooth clutch assembly.
According to one aspect of the above technical solution, the dog tooth clutch assembly is connected with a first clutch controller, the multi-plate clutch assembly is connected with a second clutch controller, and the first clutch controller and the second clutch controller are used for controlling the dog tooth clutch assembly and the multi-plate clutch assembly.
The utility model further provides an electric automobile, which comprises the driving motor assembly and the two-gear gearbox for the electric automobile.
Drawings
The foregoing and/or additional aspects and advantages of the utility model will become apparent and may be better understood from the following description of embodiments taken in conjunction with the accompanying drawings in which:
FIG. 1 is a schematic diagram of a two-speed gearbox for an electric vehicle according to a first embodiment of the present utility model;
description of the drawings element symbols:
the device comprises a driving motor assembly 1, a multi-plate clutch assembly 2, a dog tooth clutch assembly 3, an input shaft first gear 4, an input shaft second gear 5, an input shaft 6, an output shaft 7, an output shaft second gear 8, an output shaft first gear 9, a main reducing gear 10 and a differential mechanism assembly 11.
Detailed Description
In order to make the objects, features and advantages of the present utility model more comprehensible, embodiments accompanied with figures are described in detail below. Several embodiments of the utility model are presented in the figures. This utility model may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete.
It will be understood that when an element is referred to as being "mounted" on another element, it can be directly on the other element or intervening elements may also be present. When an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements may also be present. The terms "vertical," "horizontal," "left," "right," "upper," "lower," and the like are used herein for descriptive purposes only and not to indicate or imply that the apparatus 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 utility model.
In the present utility model, unless explicitly stated and limited otherwise, the terms "mounted," "connected," "secured," and the like are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present utility model can be understood by those of ordinary skill in the art according to the specific circumstances. The term "and/or" as used herein includes any and all combinations of one or more of the associated listed items.
Referring to fig. 1, a two-gear gearbox for an electric vehicle according to a first embodiment of the present utility model is provided, and the two-gear gearbox for an electric vehicle is provided at an output end of a driving motor assembly 1, and includes an input shaft 6, an output shaft 7, a main reducing gear 10, a first gear shifting mechanism and a second gear shifting mechanism; the driving motor assembly 1 is connected with an input shaft 6, the input shaft 6 is connected with an output shaft 7 through a first gear shifting mechanism and a second gear shifting mechanism, the output shaft 7 is connected with a main reduction gear 10, and the main reduction gear 10 is connected with a differential mechanism assembly 11 of a vehicle.
The first gear shifting mechanism comprises an input shaft first gear 4, an output shaft first gear 9 and a first clutch assembly, wherein the first clutch assembly is connected with the input shaft 6 through the input shaft first gear 4, and the input shaft first gear 4 is connected with the output shaft 7 through the output shaft first gear 9.
Further, the second gear shifting mechanism comprises an input shaft second gear 5, an output shaft second gear 8 and a second clutch assembly, the second clutch assembly is connected with the input shaft 6 through the input shaft second gear 5, and the input shaft second gear 5 is connected with the output shaft 7 through the output shaft second gear 8.
Preferably, the first clutch assembly is a dog clutch assembly 3 and the second clutch assembly is a multiple plate clutch assembly 2. The first clutch assembly and the second clutch assembly are sleeved on the input shaft 6 in an empty mode, multi-gear speed change is achieved through the clutches, the requirements of low speed, high speed and large torque can be met, namely, the multi-gear speed change is beneficial to adjusting the working range of the motor, the characteristic that the low speed and the large torque of the motor are fully utilized, meanwhile, the motor does not need to work at a particularly high rotating speed, the power of the motor is reduced, the efficiency of the motor is fully exerted, and the driving torque of the whole vehicle is improved.
Wherein, disconnection dog tooth clutch assembly 3 can realize the neutral gear, and multi-disc clutch assembly 2 can be dry-type or wet-type clutch, plays the effect of providing moment of torsion and smooth mill. The two gift boxes are separated independently, so that the problems of lubrication and heat dissipation are better solved, the production process is simplified, and the production cost is reduced.
In addition, the two-gear gearbox for the electric automobile further comprises an output shaft 7 rotating speed sensor, which is used for measuring the rotating speed of the output shaft 7 and calculating the rotating speeds of the joints of the multi-plate clutch assembly 2, the dog tooth clutch assembly 3 and the input shaft 6 through different transmission speed ratios; the dog tooth clutch assembly 3 is also provided with a position sensor which is used for detecting the opening or closing state of the dog tooth clutch assembly 3; the dog tooth clutch assembly 3 is connected with a first clutch controller, the multi-plate clutch assembly 2 is connected with a second clutch controller, and the first clutch controller and the second clutch controller are used for controlling the dog tooth clutch assembly 3 and the multi-plate clutch assembly 2.
The working principle of the two-gear gearbox for the electric automobile is as follows:
the first gear is adjusted and connected with the driving motor assembly 1 through the dog tooth clutch assembly 3, specifically, the energy of the driving motor assembly 1 is sequentially output to the differential mechanism assembly 11 through the dog tooth clutch assembly 3, the input shaft first gear 4, the input shaft 6, the output shaft first gear 9, the output shaft 7 and the main reducing gear 10, so that first gear power output is formed.
The adjustment of the second gear is connected with the driving motor assembly 1 through the multi-plate clutch assembly 2, specifically, the energy of the driving motor assembly 1 is sequentially output to the differential mechanism assembly 11 through the multi-plate clutch assembly 2, the input shaft second gear 5, the input shaft 6, the output shaft second gear 8, the output shaft 7 and the main reduction gear 10, so that the second gear power output is formed.
Specifically, when the electric automobile needs a power upshift, namely, the power upshift is from a first gear to a second gear, the power upshift is an upshift when a driving force with a larger forward direction is output, and the gear shifting is sequentially divided into a torque exchange stage and a speed regulation stage.
Torque exchange phase: the first gear is engaged and the second gear is disengaged. Dog tooth clutch assembly 3 is in a state of being combined with drive motor assembly 1, and multi-plate clutch assembly 2 is in an open state. At the beginning of the shift, torque is gradually built up by the multiplate clutch assembly 2, and at this time, torque borne by the dog clutch assembly 3 is automatically reduced. A part of the torque output from the driving motor assembly 1 is distributed to the multi-plate clutch assembly 2, and the rest torque is distributed to the dog clutch assembly 3. When the torque of the multi-plate clutch assembly 2 completely bears the input torque of the driving motor assembly 1, the torque borne by the dog tooth clutch assembly 3 is approximately equal to 0NM, and at the moment, the dog tooth clutch assembly 3 is disconnected from the combination state, the driving motor assembly 1 is combined with the multi-plate clutch assembly 2, and the torque exchange is completed.
And (3) speed regulation stage: the dog tooth clutch assembly 3 is disconnected from the drive motor assembly 1, the multi-plate clutch assembly 2 bears the whole torque of the drive motor assembly 1, but the multi-plate clutch assembly 2 has a large slip. The torque is reduced to regulate the speed by driving the motor assembly 1, so that the synchronization is realized. The drive motor assembly 1 can output a negative torque, so that the synchronous speed is expected to be between 100 and 200ms. In this process, since the torque of the multiplate clutch assembly 2 is not attenuated, the output of the differential assembly 11 is also not substantially attenuated, and no power interruption occurs. When synchronization is completed, the shift is completed.
Further, when the electric vehicle requires a power downshift, i.e., a power downshift from a second gear to a first gear, the power downshift is defined as a downshift with a larger forward drive force output, and the shift is sequentially divided into a speed-adjusting phase and a torque-exchanging phase:
and (3) speed regulation stage: the current second gear is engaged and the first gear is disengaged. The dog tooth clutch assembly 3 is in an open state, and the torque of the multi-plate clutch assembly 2 follows the torque of the driving motor assembly 1, so that consistent output is maintained. When gear shifting starts, the torque of the multi-plate clutch assembly 2 is slightly lower than that of the driving motor assembly 1, closed-loop speed regulation is achieved through the difference between the motor torque and the clutch torque, and the rotation speed of the final driving motor assembly 1 is synchronous with that of a first gear, so that speed regulation is completed.
Torque exchange phase: after the synchronization is completed, the multi-plate clutch assembly 2 keeps torque, then the dog tooth clutch assembly 3 is hung, at the moment, the multi-plate clutch assembly 2 bears the whole torque of the driving motor assembly 1, the torque borne by the dog tooth clutch assembly 3 is 0NM, then the torque of the multi-plate clutch assembly 2 is reduced, and the torque can be automatically distributed to the dog tooth clutch assembly 3. The torque of the drive motor assembly 1 is distributed to the multiplate clutch assembly 2 and the dog clutch assembly 3 at the same time. When the torque of the multi-plate clutch assembly 2 is reduced to 0NM, the dog clutch assembly 3 bears the whole torque of the driving motor assembly 1, the torque exchange is completed, and the gear shift is completed, and the multi-plate clutch assembly 2 has power output to the differential mechanism assembly 11 end all the time in the whole gear shift process, so that no power interruption exists.
Further, when the electric vehicle needs a coasting upshift, i.e., power upshift from first gear to second gear, the coasting upshift is defined as an upshift when no forward driving force is output. The gear shifting sequence is divided into a speed regulation stage and a torque exchange stage:
and (3) speed regulation stage: the first gear is engaged and the second gear is disengaged. Dog tooth clutch assembly 3 is in the engaged state and multi-plate clutch assembly 2 is in the open state. At the beginning of the gear shift, the dog clutch assembly 3 can be directly opened due to the small sliding torque. If the system is under forced recovery, recovery should be canceled at this time. After the dog tooth clutch assembly 3 is opened, the speed of the driving motor assembly 1 is regulated to achieve synchronization with the second gear.
Torque exchange phase: after synchronization, the multi-plate clutch assembly 2 is directly and linearly combined, torque exchange is completed, and gear shifting is completed.
Further, when the electric vehicle needs a coasting downshift, i.e., a power downshift from second gear to first gear, the coasting downshift is defined as a downshift when no forward driving force is output.
The first gear is disconnected when the second gear is engaged. The dog tooth clutch assembly 3 is in an open state, and the torque of the multi-plate clutch assembly 2 follows the torque of the driving motor assembly 1, so that consistent output sliding is kept, but the torque is smaller at the moment. At the beginning of gear shifting, the multi-plate clutch assembly 2 is directly opened, and then the driving motor assembly 1 is used for speed regulation. When the speed regulation is synchronous with the first gear, the dog tooth clutch assembly 3 can be directly hung due to the small input torque, and the gear shifting is completed.
In the process of sliding and downshifting, the speed regulation process is accompanied with torque increase of the driving motor assembly 1, so negative torque cannot be provided in the gear shifting process, and braking energy cannot be recovered.
Further, when the electric vehicle needs to perform reverse gear, the reverse gear is realized by reversing the driving motor assembly 1.
Further, when the electric vehicle needs to make a neutral gear, the neutral gear is achieved by opening the multi-plate clutch assembly 2 and opening the dog clutch assembly 3. The emergency gear-off function during driving can be realized in the safety function, so that the possible danger caused by the failure of the driving motor assembly 1 is avoided.
Compared with the prior art, the two-gear gearbox for the electric automobile, which is provided by the embodiment, has the beneficial effects that: the two-gear gearbox for the electric automobile can effectively improve the driving torque of the electric automobile without using a high-power motor and a plurality of motors, specifically, the two-gear gearbox for the electric automobile can realize the speed change of a plurality of gears by using the arrangement of the first gear shifting mechanism and the second gear shifting mechanism, the working range of the motor is adjusted, the characteristic that the low-speed torque of the motor is high is fully utilized, the vehicle can obtain larger torque under the condition of being provided with a motor with lower power, meanwhile, the power of the motor is reduced, the efficiency of the motor is fully exerted, the driving torque of the whole automobile is improved, the electric control cost of the motor is low, in addition, the unpowered interruption gear shifting can be realized only by switching the first gear shifting mechanism and the second gear shifting mechanism, and the normal operation of the electric automobile is ensured, so that the technical problems of high electric control cost of the motor caused by using the motor with high power or the plurality of motors to improve the torque in the prior art are solved.
The second embodiment of the utility model provides an electric automobile, which comprises a driving motor assembly and the two-gear gearbox for the electric automobile.
In the description of the present specification, a description referring to terms "one embodiment," "some embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present utility model. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
The foregoing examples illustrate only a few embodiments of the utility model, and are described in detail, but are not to be construed as limiting the scope of the utility model. It should be noted that it is possible for those skilled in the art to make several variations and modifications without departing from the spirit of the utility model, which are all within the scope of the utility model. Accordingly, the scope of protection of the present utility model is to be determined by the appended claims.
Claims (7)
1. Two keep off gearbox for electric automobile locates the output of driving motor assembly, its characterized in that, two keep off gearbox for electric automobile includes:
the gear shifting device comprises an input shaft, an output shaft, a main reducing gear, a first gear shifting mechanism and a second gear shifting mechanism;
the driving motor assembly is connected with the input shaft, the input shaft is connected with the output shaft through the first gear shifting mechanism and the second gear shifting mechanism, and the output shaft is connected with the main subtracting gear;
the first gear shifting mechanism comprises an input shaft first-stop gear, an output shaft first-stop gear and a first clutch assembly, wherein the first clutch assembly is connected with the input shaft through the input shaft first-stop gear, and the input shaft first-stop gear is connected with the output shaft through the output shaft first-stop gear;
the second gear shifting mechanism comprises an input shaft second gear, an output shaft second gear and a second clutch assembly, wherein the second clutch assembly is connected with the input shaft through the input shaft second gear, and the input shaft second gear is connected with the output shaft through the output shaft second gear.
2. The two-speed transmission for an electric vehicle of claim 1, wherein the first clutch assembly comprises a dog tooth clutch assembly and the second clutch assembly comprises a multi-plate clutch assembly, the first clutch assembly and the second clutch assembly being blank-sleeved on the input shaft.
3. The two-speed transmission for an electric vehicle of claim 1, wherein the main reduction gear is connected to a differential assembly of the vehicle.
4. The two-speed transmission for an electric vehicle according to claim 1, further comprising an output shaft rotation speed sensor for measuring a rotation speed of the output shaft.
5. The two-speed gearbox for an electric vehicle according to claim 2, wherein the dog clutch assembly is further provided with a position sensor for detecting an opened or closed state of the dog clutch assembly.
6. The two-speed transmission for an electric vehicle of claim 5, wherein the dog clutch assembly is connected to a first clutch controller and the multi-plate clutch assembly is connected to a second clutch controller, the first clutch controller and the second clutch controller being configured to control the dog clutch assembly and the multi-plate clutch assembly.
7. An electric vehicle comprising a drive motor assembly, characterized in that the electric vehicle further comprises a two-speed gearbox for an electric vehicle according to any one of claims 1-6.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202320503522.8U CN219510091U (en) | 2023-03-15 | 2023-03-15 | Two-gear gearbox for electric automobile and electric automobile |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202320503522.8U CN219510091U (en) | 2023-03-15 | 2023-03-15 | Two-gear gearbox for electric automobile and electric automobile |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN219510091U true CN219510091U (en) | 2023-08-11 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202320503522.8U Active CN219510091U (en) | 2023-03-15 | 2023-03-15 | Two-gear gearbox for electric automobile and electric automobile |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN219510091U (en) |
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2023
- 2023-03-15 CN CN202320503522.8U patent/CN219510091U/en active Active
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