CN221213464U - Electric motor car power train arrangement structure and electric motor car - Google Patents

Abstract

The utility model relates to an electric vehicle power train arrangement and an electric vehicle, the electric vehicle power train arrangement comprising: a motor having a housing within which a stator and a rotor are disposed; a transmission having a housing within which an input shaft and an output shaft, and a plurality of gears and a plurality of engagement elements are disposed; a differential disposed between axles of the vehicle connecting the two rear wheels; the transmission shaft is in transmission connection with an output shaft of the transmission at one end, the differential mechanism is in transmission connection with the other end, a rotating shaft of a rotor of the motor is parallel to an input shaft and an output shaft of the transmission and the transmission shaft, and the motor and the transmission are arranged at the front part of the vehicle. The utility model provides an electric vehicle power train arrangement structure which can better balance the load arrangement of a vehicle, thereby improving the control performance of the vehicle.

Description

Electric motor car power train arrangement structure and electric motor car

Technical Field

The utility model belongs to the technical field of vehicles, and particularly relates to an electric vehicle power train arrangement structure and an electric vehicle.

Background

For electric vehicles, because the volume of the motor is smaller than that of the engine, and the structure and gear of the gearbox on the electric vehicle are far smaller than those of the fuel vehicle, the development of the electric vehicle is focused on the aspect of batteries, and the consideration of the aspect of an electric drive system is less.

There are two forms of drive configurations for current electric vehicles. One is to place the motor at the rear of the vehicle while the motor drives the rear wheels forward, and the other is to place the motor at the front of the vehicle while the motor drives the front wheels of the vehicle. A motor front drive system is known, in which the motor is arranged transversely, and correspondingly the gearbox is arranged transversely. However, the electric drive system with such a structure requires a large lateral space, which is disadvantageous for the mounting layout of the whole vehicle.

Disclosure of utility model

The following improved technical solutions are proposed herein in combination with research and practical experience of the applicant in this field.

An electric vehicle powertrain arrangement, comprising:

A motor having a housing within which a stator and a rotor are disposed;

a transmission having a housing within which an input shaft and an output shaft, and a plurality of gears and a plurality of engagement elements are disposed;

a differential disposed between axles of the vehicle connecting the two rear wheels;

The transmission shaft is in transmission connection with an output shaft of the transmission at one end, the differential mechanism is in transmission connection with the other end, a rotating shaft of a rotor of the motor is parallel to an input shaft and an output shaft of the transmission and the transmission shaft, and the motor and the transmission are arranged at the front part of the vehicle.

According to a refinement of the utility model, the drive shaft is connected at one end to the output shaft of the transmission via a first coupling and at the other end to the shaft of the differential in which the input pinion is located via a second coupling.

According to a refinement of the utility model, the first coupling and the second coupling are universal joints.

According to an improvement of the utility model, the transmission has two transmission ratios, a first gear idler gear and a second gear idler gear are arranged on the input shaft, a first gear fixed gear and a second gear fixed gear are arranged on the output shaft, the first gear idler gear is meshed with the first gear fixed gear, and the second gear idler gear is meshed with the second gear fixed gear.

According to a refinement of the utility model, a first-gear engaging clutch for fixedly connecting the first-gear idler gear to the input shaft and a second-gear engaging clutch for fixedly connecting the second-gear idler gear to the input shaft are also provided.

According to an improvement of the utility model, a lubrication oil delivery device is also provided for delivering lubrication oil through the flow channel to the parts to be lubricated.

According to an improvement of the utility model, the component to be lubricated comprises at least one of a stator of an electric motor, a gear inside a housing of the transmission, a bearing, and an engagement element.

The utility model also proposes an electric vehicle comprising an electric vehicle powertrain arrangement according to any of the above-mentioned solutions.

The utility model provides an electric vehicle power train arrangement structure which can better balance the load arrangement of a vehicle, thereby improving the control performance of the vehicle. In addition, the scheme of the utility model can also reduce the oil stirring loss, thereby improving the transmission efficiency.

Drawings

Exemplary embodiments of the present utility model are described with reference to the accompanying drawings, in which:

Fig. 1 shows a schematic diagram of an electric vehicle powertrain arrangement of the present utility model.

Detailed Description

Embodiments of the present utility model are described below with reference to the accompanying drawings. In the following description, numerous specific details are set forth in order to provide a thorough understanding and enabling description of the utility model to one skilled in the art. It will be apparent, however, to one skilled in the art that the present utility model may be practiced without some of these specific details. Furthermore, it should be understood that the utility model is not limited to specific described embodiments. Rather, any combination of the features and elements described below is contemplated to implement the utility model, whether or not they relate to different embodiments. Thus, the following aspects, features, embodiments and advantages are merely illustrative and should not be considered features or limitations of the claims except where explicitly set out in a claim.

Description of orientations such as "upper", "lower", "inner", "outer", "radial", "axial", etc. which may be used in the following description are for convenience of description only and are not intended to limit the inventive arrangements in any way unless explicitly stated. Furthermore, terms such as "first," "second," and the like, are used hereinafter to describe elements of the present utility model, and are merely used for distinguishing between the elements and not intended to limit the nature, sequence, order, or number of such elements.

Fig. 1 shows a schematic diagram of an electric vehicle powertrain arrangement of the present utility model. In the present utility model, the forward direction of the vehicle is defined as forward and the backward direction is defined as backward. In fig. 1, two rear wheels are shown, which are connected by two half shafts, and a differential F is provided between the two half shafts. It follows that the drive pattern of the electric vehicle powertrain arrangement of the present utility model on the vehicle is rear wheel drive.

In the electric vehicle power train arrangement structure, the electric vehicle power train arrangement structure further comprises a motor E and a transmission which are positioned at the front part of the vehicle, and the motor E and the transmission are arranged in a longitudinal mode. The electric machine E has a stator and a rotor, the rotation axis of which is parallel to the advancing direction of the vehicle, i.e. the longitudinal axis of the vehicle. The transmission has a housing B and a power transmitting element located within the housing B. Correspondingly, in order to match the arrangement of the motor E, the transmission is also longitudinally arranged. That is, the input shaft I and the output shaft M of the transmission are both parallel to the axis of the rotor of the motor.

As a preferred embodiment, as shown in fig. 1, two parallel shafts are provided in a case B of the transmission, one serving as an input shaft I and the other serving as an output shaft M. The input shaft I is connected to the rotor shaft of the electric machine E. Two gear gears, namely a first gear idler gear and a second gear idler gear, are arranged on the input shaft I. In order to rotate the two gear wheels synchronously with the input shaft for transmitting power, input shaft engaging elements are also provided for the two gear wheels, respectively. Fig. 1 shows an exemplary first-gear engagement clutch C1 and a second-gear engagement clutch C2. The output shaft M is correspondingly provided with a first-gear fixed gear Y and a second-gear fixed gear T which are respectively meshed with the two gear gears, and the two fixed gears are respectively and permanently fixedly connected with the output shaft. That is, the two gear wheels are always in a fixed connection state with the output shaft M, and both can always rotate at the same angular velocity as the output shaft M. Thus, when the first-gear engagement clutch C1 is engaged, the first-gear idler gear is fixedly connected with the input shaft I, and transmits power to the output shaft M through the first-gear fixed gear; when the second-gear engagement clutch C2 is engaged, the second-gear idler gear is fixedly connected with the input shaft I, and transmits power to the output shaft M through the second-gear fixed gear.

Alternatively, two gears on the input shaft may be fixedly connected to the input shaft, two gears on the output shaft may be provided to be in hollow with the output shaft, and two engagement clutches may be provided to the output shaft accordingly.

Other known arrangements may be used instead of an on-coming clutch. For example, a synchronizer may be employed.

The output shaft M is supported at both ends thereof by bearings, respectively, and has one end extending outside the housing B. At this end, the output shaft M may be connected to the propeller shaft S through a first coupling D1, thereby transmitting power of the motor located at the front of the vehicle to the rear wheels of the vehicle. For this purpose, the drive shaft S is connected at the other end via a second coupling D2 to the shaft of the differential F of the vehicle, on which the input pinion is located. The first coupling D1 and the second coupling D2 may take the form of universal joints. The input pinion is connected with an input gearwheel of the differential. As shown in fig. 1, the input pinion employs a bevel gear, and the input bull gear is also a bevel gear. Thus, the rotor shaft of the electric machine E, the input and output shafts I, M of the transmission and the propeller shaft S are all parallel to the longitudinal axis of the vehicle throughout the power transmission path.

The utility model thus proposes an electric drive system in which the electric machine E and the transmission are arranged in the front part of the vehicle, while the differential is arranged on the rear axle of the vehicle. By the arrangement mode, load arrangement of the vehicle can be balanced better, and therefore the steering performance of the vehicle is improved.

Further, in the present utility model, the motor E and the transmission are closely connected, and both may share a lubrication device. For example, by providing a flow passage, it is possible to allow lubrication oil to enter the transmission after flowing through the motor, and to continue to lubricate components in the transmission that require lubrication, such as gears and bearings and clutches. The lubricating oil is conveyed by a lubricating oil conveying device. The lubricating mode improves the lubricating efficiency, and compared with the traditional splash lubrication, the oil stirring loss can be reduced, so that the transmission efficiency is improved.

What has been described above is merely illustrative of the embodiments of the present utility model with respect to the spirit and principles of the utility model. It will be apparent to those skilled in the art that various changes may be made to the described examples and equivalents thereof without departing from the spirit and principles of the utility model, which are intended to be within the scope of the utility model as defined in the following claims.

Claims (8)

1. An electric vehicle powertrain arrangement, comprising:

A motor (E) having a housing within which a stator and a rotor are disposed;

A transmission having a housing (B) within which an input shaft (I) and an output shaft (M) are disposed, as well as a plurality of gears and a plurality of engagement elements;

a differential (F) arranged between the axles of the vehicle connecting the two rear wheels;

It is characterized in that the method comprises the steps of,

The transmission comprises a transmission shaft (S), wherein one end of the transmission shaft is in transmission connection with an output shaft (M) of the transmission, the other end of the transmission shaft is in transmission connection with a differential mechanism (F), a rotating shaft of a rotor of the motor (E) is parallel to an input shaft (I) and an output shaft (M) of the transmission and the transmission shaft (S), and the motor (E) and the transmission are arranged at the front part of a vehicle.

2. An electric vehicle powertrain arrangement as recited in claim 1, wherein,

One end of the transmission shaft (S) is connected with an output shaft (M) of the transmission through a first coupler (D1), and the other end of the transmission shaft is connected with a shaft where an input pinion of the differential mechanism (F) is located through a second coupler (D2).

3. An electric vehicle powertrain arrangement as recited in claim 2, wherein,

The first coupling (D1) and the second coupling (D2) are universal joints.

4. An electric vehicle powertrain arrangement as recited in any one of claims 1-3, characterized in that,

The transmission is provided with two transmission ratios, a first gear idler gear and a second gear idler gear are arranged on the input shaft (I), a first gear fixed gear and a second gear fixed gear are arranged on the output shaft (M), the first gear idler gear is meshed with the first gear fixed gear, and the second gear idler gear is meshed with the second gear fixed gear.

5. An electric vehicle powertrain arrangement as recited in claim 4, wherein,

The clutch is characterized by further comprising a first-gear engagement clutch (C1) and a second-gear engagement clutch (C2), wherein the first-gear engagement clutch (C1) is used for fixedly connecting the first-gear idler gear with the input shaft (I), and the second-gear engagement clutch (C2) is used for fixedly connecting the second-gear idler gear with the input shaft (I).

6. An electric vehicle powertrain arrangement as recited in any one of claims 1-3, characterized in that,

A lubrication oil delivery device is also provided for delivering lubrication oil through the flow passage to the component to be lubricated.

7. An electric vehicle powertrain arrangement as recited in claim 6, wherein,

The component to be lubricated comprises at least one of a stator of an electric motor, a gear inside a housing (B) of the transmission, a bearing, and an engagement element.

8. An electric vehicle characterized by comprising an electric vehicle powertrain arrangement according to any of claims 1-7.