CN106051107A - Electric automobile transmission - Google Patents

Abstract

The invention relates to the technical field of transmissions, in particular to an electric vehicle transmission. The electric vehicle transmission includes an input shaft assembly, an output shaft assembly, and a differential assembly that are sequentially connected by transmission; it also includes a gear selection mechanism assembly. The assembly is driven to move; the input shaft assembly includes an input shaft and a first motor, and the input shaft is connected to the output end of the first motor; the output shaft assembly includes an output shaft and a second motor, and the output shaft is connected to the second motor. Motor output connection. Through the setting of the first motor and the second motor, the two motors can be driven together, or driven separately. Even if one motor fails, the car can still drive. Gear selection, to achieve comprehensive energy optimization of the entire system under various working conditions.

Description

An electric vehicle transmission

technical field

The invention relates to the technical field of transmissions, in particular to an electric vehicle transmission.

Background technique

Variable speed motors usually have constant torque characteristics in the low speed region and constant power characteristics in the high speed region. The application of multi-speed or single-speed transmission mainly depends on the speed-torque characteristic of the electric motor. For a given motor rating, a single-speed transmission will be sufficient to produce high tractive effort at low RPM if it has a large constant power area; otherwise, a multi-speed transmission must be used.

Obviously, the maximum torque of the electric motor with a wide range of constant power area can be significantly improved, so the acceleration and climbing performance of the vehicle can be improved, and the transmission device can also be simplified. However, each type of motor has its inherent maximum speed ratio limit. For example, due to the presence of permanent magnets, the magnetic field is difficult to attenuate, so the permanent magnet motor has a small speed ratio; the speed ratio of the switched reluctance motor can reach a higher Value; the speed ratio of asynchronous motors is between permanent magnet motors and switched reluctance motors.

The electric vehicle is driven by a single-speed motor, and the high-efficiency working range of the motor is narrow, which makes it difficult to meet the requirements of the whole vehicle under different working conditions and different speeds. At the same time, the existing gear selection and shifting mechanism has a relatively complex structure and a long time for gear selection and shifting, which is difficult to meet the requirements of fast gear shifting and smoothness. In addition, due to the arrangement of components such as clutches and torque converters in traditional power vehicles, the layout space of the transmission system and the whole vehicle is tight and the curb weight is relatively large.

After searching the prior art, it is found that the Chinese patent application publication number CN104295675A, the application publication date is 2015.01.21, records a kind of "a second-speed electric vehicle transmission assembly". The invention discloses a transmission assembly for a second-speed electric vehicle. An input shaft and an intermediate shaft are installed in the cavity formed by combining the left box body and the right box body. The input shaft is connected with the output shaft of the motor, and the The first gear is in constant mesh with the teeth of the first gear of the input shaft, and the second gear is in constant mesh with the teeth of the second gear; the intermediate shaft between the first gear and the second gear is fitted with a synchronizer gear sleeve, and the synchronizer teeth The sleeve can slide axially along the intermediate shaft under the toggle of the shift fork; the reduction gear part of the intermediate shaft is in constant mesh with the reduction gear on the reducer housing, the planetary gear shaft is fixed on the reducer housing, and the two gears on the planetary gear shaft The two planetary gears are in constant mesh with the two output bevel gears at the same time, and the bevel gear shafts of the two output bevel gears are respectively supported in the mounting holes at the left end and the right end of the reducer housing. The invention can output the power of the motor through the bevel gear shaft of the output bevel gear, and can make the bevel gear shaft have two gears through gear shifting. Although the above-mentioned patent application provides a gearbox with two gears, it still has a single motor drive for electric vehicles, and the high-efficiency working range of the motor is relatively narrow, which is difficult to meet the requirements of the whole vehicle under different working conditions and different speeds, and the existing The structure of the gear selection and shifting mechanism is relatively complicated, and the selection and shifting time is long, so it is difficult to meet the requirements of fast gear shifting and smoothness.

In view of the above problems, an electric vehicle transmission is proposed that can solve the problem that the existing transmission has a narrow motor high-efficiency working range, and it is difficult to meet the requirements of the whole vehicle under different working conditions and different speeds.

Contents of the invention

The purpose of the present invention is to propose a transmission for electric vehicles, which can solve the problem that existing transmissions have a narrow range of high-efficiency motor work, and it is difficult to meet the requirements of the whole vehicle under different working conditions and different speeds.

For reaching this purpose, the present invention adopts following technical scheme:

A transmission for an electric vehicle, which includes an input shaft assembly, an output shaft assembly and a differential gear assembly sequentially connected by transmission;

It also includes the gear selection mechanism assembly, the output shaft assembly is provided with a synchronizer, and the synchronizer moves under the drive of the gear selection mechanism assembly;

The input shaft assembly includes an input shaft and a first motor, and the input shaft is connected to the output end of the first motor;

The output shaft assembly includes an output shaft and a second motor, and the output shaft is connected to the output end of the second motor.

As a preferred solution of the above-mentioned electric vehicle transmission, the input shaft assembly also includes a first-speed driving gear and a second-speed driving gear;

The first-speed driving gear and the second-speed driving gear are fixedly connected to the input shaft.

As a preferred solution of the above electric vehicle transmission, the input end of the input shaft is connected to the output end of the first motor through a spline.

As a preferred solution of the above-mentioned electric vehicle transmission, the output shaft assembly includes a 1st gear driven gear, a 2nd gear driven gear, a P gear parking ratchet and an output shaft main reduction gear;

The synchronizer is a 1/2 gear synchronizer;

The output shaft is connected with the 1st gear driven gear and the 2nd gear driven gear through bearings;

The output shaft is fixedly connected to the gear drum of the 1/2 gear synchronizer;

The output shaft is fixedly connected with the P gear parking ratchet and the main reduction gear of the output shaft;

The 1st gear driven gear of the output shaft meshes with the 1st gear driving gear of the input shaft, and the 2nd gear driven gear of the output shaft meshes with the 2nd gear driving gear of the input shaft;

The main reduction gear of the output shaft is in transmission connection with the differential gear assembly;

The 1/2 gear synchronizer of the output shaft can realize the combination or separation of the output shaft with the 1st gear driven gear or the separation or combination with the 2nd gear driven gear.

As a preferred solution of the above electric vehicle transmission, the ring gear of the differential assembly is meshed with the main reduction gear of the output shaft.

As a preferred solution of the above electric vehicle transmission, the input end of the output shaft is connected to the output end of the motor 2 through a spline.

As a preferred solution of the above-mentioned electric vehicle transmission, the selector shift mechanism assembly includes a 1/2 gear shift fork, a selector shift drum, a selector shift mechanism output shaft, a selector shift mechanism output gear, a selector The intermediate shaft of the gear mechanism, the idler gear of the gear selection mechanism, the gear selection motor, the output shaft of the gear selection motor and the driving gear of the gear selection motor;

in,

The main shaft gear of the gear selection motor is arranged on the output shaft of the gear selection motor, the idler gear of the gear selection mechanism is arranged on the intermediate shaft of the gear selection mechanism, and the output gear of the gear selection mechanism is arranged on the gear selection mechanism on the output shaft;

The idler gear of the gear selection mechanism meshes with the main gear of the gear selection motor shaft and the output gear of the gear selection mechanism;

The output end of the gear selection motor is connected to the output shaft of the gear selection motor;

The gear selection drum is connected with the output shaft of the gear selection mechanism;

A 1/2 gear shift fork is connected to the drive of the gear selection drum, and the 1/2 gear shift fork drives the synchronizer to move.

As a preferred solution of the above-mentioned electric vehicle transmission, it also includes a P-range parking pawl, and the P-range parking pawl is driven by the shift drum to lock or release the P-range parking ratchet.

As a preferred solution of the above-mentioned electric vehicle transmission, the selector shift drum is a cylindrical structure, and its circumference is provided with a 1/2 gear chute and a P gear chute, and the 1/2 gear shift fork passes through the mechanical structure Placed in the 1/2 gear chute, the P gear parking pawl is placed in the P gear chute through a mechanical structure.

As a preferred solution of the above-mentioned electric vehicle transmission, the 1/2 gear chute includes 2nd gear chute, 2/N gear transition chute, N gear chute, N/1 gear transition chute and 1 gear chute connected in sequence. block chute;

The P block chute includes a P block exit chute, a P block transition chute and a P block resident chute connected in sequence.

The beneficial effects of the present invention are: the present invention can realize the common driving of the two motors through the setting of the first motor and the second motor, or drive them separately, even if one motor fails, the car can still drive, and the setting of the gear selection mechanism can Realize multi-speed motor drive, realize multiple gear selections, and realize comprehensive energy optimization of the entire system under various working conditions.

Description of drawings

Fig. 1 is the schematic diagram of the transmission route of the electric vehicle speed changer of invention;

Fig. 2 is a schematic diagram of the transmission route when the electric vehicle transmission of the invention is in the second gear;

Fig. 3 is the structural representation of the selector shift drum of the electric vehicle transmission of the invention;

Fig. 4 is a schematic diagram of the unfolded state of the gear selection drum of the electric vehicle transmission of the invention.

in:

001: Input shaft assembly; 002: Output shaft assembly; 003: Differential assembly; 004: Selector shift mechanism assembly; 005: 1/2 gear chute; 006: P gear chute;

101: input shaft; 102: 1st gear driving gear; 103: 2nd gear driving gear; 104: first motor;

201: output shaft; 202; 1st gear driven gear; 203: 1/2 gear synchronizer; 204: 2nd gear driven gear; 205: P gear parking ratchet; 206: output shaft main reduction gear; 207: second gear motor;

401: 1/2 gear shift fork; 402: P gear parking pawl; 403: Select gear shift drum; 404: Select gear shift mechanism output shaft; 405: Select gear shift mechanism output gear; 406: Select gear shift Mechanism intermediate shaft; 407: choose gearshift mechanism idler; 408: choose gearshift motor; 409: choose gearshift motor output shaft; 410: choose gearshift motor driving gear 410;

501: 2nd gear chute; 502: 2/N gear transition chute; 503: N gear chute; 504: N/1 gear transition chute; 505: 1st gear chute 505;

601: P gear out of the chute; 602: P gear transition chute; 603: P gear enters the chute.

detailed description

The technical solution of the present invention will be further described below in conjunction with the accompanying drawings and through specific implementation methods.

As shown in Figures 1 and 2, this embodiment provides an electric vehicle transmission, which includes an input shaft assembly 001, an output shaft assembly 002, and a differential assembly 003 that are connected in sequence, and also includes a gear selection The mechanism assembly 004 and the output shaft assembly 002 are provided with a synchronizer, and the synchronizer moves under the drive of the gear selection mechanism assembly 004 to realize gear shifting.

The input shaft assembly 001 includes the input shaft 101 and the first motor 104, the input shaft 101 is connected with the output end of the first motor 104, the output shaft assembly 002 includes the output shaft 201 and the second motor 207, the output shaft 201 and the second motor 207 output connection.

In this embodiment, through the setting of the first motor 104 and the second motor 207, the two motors can be driven together, or driven separately, and the car can run even if one motor fails. The motor is driven by multiple gears, realizing multiple gear selections, and realizing the energy comprehensive optimization of the entire system under various working conditions.

The input shaft assembly 001 also includes a first gear driving gear 102 and a second gear driving gear 103, the first gear driving gear 102 and the second gear driving gear 103 are fixedly connected to the input shaft 101, and the input end of the input shaft 101 is splined to the first motor 104 connected to the output.

The output shaft assembly 002 includes the 1st gear driven gear 202 , the 2nd gear driven gear 204 , the P gear parking ratchet 205 and the output shaft main reduction gear 206 , and the above-mentioned synchronizer is the 1/2 gear synchronizer 203 .

The output shaft 201 is connected with the 1st gear driven gear 202 and the 2nd gear driven gear 204 through bearings, and the output shaft 201 is fixedly connected with the gear drum of the 1/2 gear synchronizer 203 .

The output shaft 201 is fixedly connected with the P gear parking ratchet 205 and the output shaft main reduction gear 206 .

The input end of the output shaft 201 is connected with the output end of the second motor 207 through a spline.

The 1st gear driven gear 202 of the output shaft meshes with the 1st gear driving gear 102 of the input shaft, the 2nd gear driven gear 204 of the output shaft meshes with the 2nd gear driving gear 103 of the input shaft, and the 1/2 gear synchronizer 203 of the output shaft can realize the 201 is combined with or separated from the 1st speed driven gear 202 or realizes separation or combination with the 2nd speed driven gear 204 .

The output shaft main reduction gear 206 is in transmission connection with the differential assembly 003 , specifically, the ring gear of the differential assembly 003 meshes with the output shaft main reduction gear 206 .

The selector shift mechanism assembly 004 includes 1/2 gear shift fork 401, select shift drum 403, select shift mechanism output shaft 404, select shift mechanism output gear 405, select shift mechanism intermediate shaft 406, select shift mechanism Gear mechanism idler 407, select shift motor 408, select shift motor output shaft 409 and select shift motor driving gear 410.

in,

The gear selection motor main shaft gear 410 is arranged on the output shaft 409 of the gear selection motor, the idle gear 407 of the gear selection mechanism is arranged on the intermediate shaft of the gear selection mechanism, and the output gear 405 of the gear selection mechanism is arranged on the output shaft of the gear selection mechanism 404 on.

The gear selection idler gear 407 meshes with the gear selection motor shaft main gear 410 and the gear selection output gear 405 .

The output shaft of the gear selection motor 408 is connected with the output shaft 409 of the gear selection motor, the gear selection drum 403 is connected with the output shaft 404 of the gear selection mechanism, and the gear selection drum 403 is driven and connected with a 1/2 gear shift fork 401 , 1/2 gear shift fork 401 drives the synchronizer to move.

The gear selection mechanism assembly 004 also includes the P gear parking pawl 402, and the P gear parking pawl 402 is driven by the gear selection drum 403 to lock or release the P gear parking ratchet 205.

Referring to Fig. 3, as a preferred selector shift drum 403 is a cylindrical structure, its circumference is provided with 1/2 gear chute 005 and P gear chute 006, and 1/2 gear shift fork 401 is placed in 1/2 through the mechanical structure. In the 2nd gear chute 005, the P gear parking pawl 402 is placed in the P gear chute 006 through a mechanical structure.

When the selector shift drum 403 is rotated by the output shaft 409 of the selector shift mechanism, the 1/2 shift fork 401 is driven by the 1/2 shift chute 005 of the select shift drum 403 through the mechanical structure to move left and right, 1/2 The gear synchronizer 203 is driven by the 1/2 gear shift fork 401 to move left and right, so that the 1/2 gear synchronizer 203 meshes with one of the first gear driven gear 202 and the second gear driven gear 204 .

In the same way, when the above-mentioned gear selection drum 403 is rotated by the output shaft 409 of the gear selection mechanism, the P gear parking pawl 402 is driven by the P gear chute 006 of the gear selection drum 403 to move left and right through the mechanical structure, so that the P gear The parking pawl 402 can lock or release the P gear parking ratchet 205 .

Referring to Figure 4, the 1/2 gear chute 005 includes the 2nd gear chute 501, the 2/N gear transition chute 502, the N gear chute 503, the N/1 gear transition chute 504, and the 1st gear chute connected in sequence 505 , the P block chute 006 includes the P block exit chute 601 , the P block transition chute 602 and the P block entry chute 603 connected in sequence.

Specifically, after the gear selection drum 403 of this embodiment is deployed, its 1/2 gear chute 005 and P gear chute 006 are shown in Figure 4, and the above 1/2 gear chute 005 includes sequentially from left to right The connected 2nd gear chute 501, 2/N gear transition chute 502, N gear chute 503, N/1 gear transition chute 504 and 1st gear chute 505, wherein the N gear in this embodiment refers to neutral gear, when When the 1/2 gear shift fork 401 is located in the 2nd gear chute 501, the N gear chute 503 or the 1st gear chute 505 through the mechanical structure, the electric vehicle transmission is in the 2nd gear, the N gear, and the 1st gear state. When the 2nd gear shift fork 401 is located in the 2/N gear transition chute 502 or the N/1 gear transition chute 504 through the mechanical structure, it means that the electric vehicle transmission is between the 2nd gear and the N gear or the 1st gear and the N gear transition status.

Referring to Fig. 4, the transition chute 502 for the 2/N gear and the transition chute 504 for the N/1 gear are arranged in an inclined state, so that the 1/2 gear shift fork can drive the 1/2 gear synchronizer 203 to move to the 2nd gear. The driven gear 204, the N gear position or the 1st gear driven gear 202, to realize the switching between the 2nd gear, the N gear, and the 1st gear of the electric vehicle transmission.

The above-mentioned P gear chute 006 includes the sequentially connected P gear disengagement chute 601, P gear transition chute 602 and P gear entering chute 603, as shown in Figure 4, the above P gear disengagement chute 601 corresponds to the second gear chute 501 , 2/N gear transition chute 502, N gear chute 503, N/1 gear transition chute 504 and part of 1 gear chute 505 are set, and the P gear transition chute 602 and P gear resident chute 603 correspond The other part of the 1st gear sliding slot 505 is provided.

When the P gear parking pawl 402 is located in the P gear disengagement chute 601, the electric vehicle transmission of this embodiment is in the 1 gear, N gear or 2 gear state, when the P gear parking pawl 402 is located in the P gear transition chute 602 or when the P gear is parked in the chute 603, the electric vehicle transmission is in the P gear state.

In this embodiment, similarly, the P range transition chute 602 is arranged obliquely, so as to realize the conversion of the P range parking pawl 402 to the P range parking ratchet 205 from locking or releasing.

When the above-mentioned electric vehicle transmission of this embodiment is in the P gear, the first motor 104 stops running, and the 1/2 gear synchronizer 203 is located at the 1st gear driven gear 202, and is meshed with the 1st gear driven gear 202 (at this time Since the first motor 104 stops running, it will not drive the 1st gear driven gear 202 to rotate), at the same time, the gear selection motor 408 drives the gear selection drum 403 to rotate, and the gear selection drum 403 drives the P gear parking pawl 402 Lock the P gear parking ratchet 205, the output shaft 201 is locked and cannot rotate, the differential assembly 003 cannot run, and the electric vehicle is in the parking state.

When it is necessary to change the P gear to the 1st gear or the 2nd gear, referring to Fig. 2, taking the 1st gear as an example, the gear selection motor 408 drives the gear selection drum 403 to rotate, and the 1/2 gear shift fork 401 Without moving, the 1/2 gear synchronizer 203 stays at the 1 gear driven gear 202. At the same time, the shift drum 403 drives the P gear parking pawl 402 to release the P gear parking pawl 402, and the output shaft 201 Can be turned when released. At this time, the first motor 101 is started, and the first motor 101 drives the input shaft 101 and the first gear driving gear 102 to rotate, and the first gear driving gear 102 drives the first gear driven gear 202 to rotate, and then the first gear driven gear 202 and the first gear are driven to rotate. The meshing relationship of the /2nd gear synchronizer 203 can drive the output shaft 201 to rotate, which also drives the output shaft main reduction gear 206 to rotate, and the differential assembly 003 meshing with the output shaft main reduction gear 206 starts to run, and the electric vehicle transmission In 1st gear running state.

When it is necessary to switch to 2nd gear (that is, when changing from 1st gear to 2nd gear), the gear selection motor 408 drives the gear selection drum 403 to rotate, and the gear selection drum 403 drives the 1/2 gear shift fork 401 moves to the direction of the 2nd gear driven gear 204 (moving to the left as shown in Figure 2), and the 1/2 gear shift fork 401 drives the 1/2 gear synchronizer 203 to move to the left, and is connected with the 2nd gear driven gear 204 are meshed, the first motor 104 drives the input shaft 101 and the 2nd gear driving gear 103 to rotate, and the 2nd gear driving gear 103 drives the 2nd gear driven gear 204 to rotate, because the 2nd gear driven gear 204 and the 1/2 gear synchronizer 203 The meshing relationship can drive the output shaft 201 to rotate, which also drives the output shaft main reduction gear 206 to rotate, and the differential assembly 003 meshed with the output shaft main reduction gear 206 starts to run, and the electric vehicle transmission is in the second gear operation state;

It should be noted that: in the normal state of the vehicle, only the first motor 104 works, and the second motor 207 is turned off and does not work; 207 work at the same time, taking the vehicle in 1st gear as an example, the transmission route of the two motors is described in detail:

Transmission line 1: the first motor 104 outputs power to the whole vehicle through the input shaft 101 through the 1st gear driving gear 102, the 1st gear driven gear 202, the output shaft 201, the output shaft main reduction gear 206, and the differential assembly 003.

Transmission line 2: the second motor 207 outputs power to the whole vehicle through the output shaft 201, the output shaft main reduction gear 206 and the differential gear assembly 003.

The two power transmission routes are fused at the differential assembly 003 to output power to the vehicle.

The above describes the technical principles of the present invention in conjunction with specific embodiments. These descriptions are only for explaining the principles of the present invention, and cannot be construed as limiting the protection scope of the present invention in any way. Based on the explanations herein, those skilled in the art can think of other specific implementation modes of the present invention without creative work, and these modes will all fall within the protection scope of the present invention.

Claims (10)

1. A transmission for electric vehicles, characterized in that it comprises an input shaft assembly (001), an output shaft assembly (002) and a differential assembly (003) that are sequentially connected by transmission; It also includes the gear selection mechanism assembly (004), the output shaft assembly (002) is provided with a synchronizer, and the synchronizer moves under the drive of the gear selection mechanism assembly (004); The input shaft assembly (001) includes an input shaft (101) and a first motor (104), and the input shaft (101) is connected to the output end of the first motor (104); The output shaft assembly (002) includes an output shaft (201) and a second motor (207), and the output shaft (201) is connected to the output end of the second motor (207). 2. The electric vehicle transmission according to claim 1, characterized in that, the input shaft assembly (001) further comprises a first-speed driving gear (102) and a second-speed driving gear (103); The first-speed driving gear (102) and the second-speed driving gear (103) are fixedly connected to the input shaft (101). 3. The electric vehicle transmission according to claim 1, characterized in that, the input end of the input shaft (101) is connected to the output end of the first motor (104) through a spline. 4. The electric vehicle transmission according to claim 2, characterized in that, the output shaft assembly (002) includes a 1st gear driven gear (202), a 2nd gear driven gear (204), a P gear parking ratchet (205) and output shaft main reduction gear (206); The synchronizer is a 1/2 gear synchronizer (203); The output shaft (201) is connected with the first gear driven gear (202) and the second gear driven gear (204) through bearings; The output shaft (201) is fixedly connected with the gear drum of the 1/2 gear synchronizer (203); The output shaft (201) is fixedly connected with the P gear parking ratchet (205) and the output shaft main reduction gear (206); The output shaft 1st gear driven gear (202) meshes with the input shaft 1st gear driving gear (102), and the output shaft 2nd gear driven gear (204) meshes with the input shaft 2nd gear driving gear (103); The main reduction gear (206) of the output shaft is connected with the transmission of the differential gear assembly (003); The 1/2 gear synchronizer (203) of the output shaft can realize the combination or separation of the output shaft (201) with the 1st gear driven gear (202) or realize the separation or combination with the 2nd gear driven gear (204). 5 . The electric vehicle transmission according to claim 4 , characterized in that, the ring gear of the differential assembly ( 003 ) meshes with the main reduction gear ( 206 ) of the output shaft. 6. The electric vehicle transmission according to claim 1, characterized in that, the input end of the output shaft (201) is connected to the output end of the motor 2 (207) through a spline. 7. The electric vehicle transmission according to claim 4, characterized in that, the selector shift mechanism assembly (004) includes a 1/2 gear shift fork (401), a selector shift drum (403), a selector Shifting mechanism output shaft (404), selecting and shifting mechanism output gear (405), selecting and shifting mechanism intermediate shaft (406), selecting and shifting mechanism idler (407), selecting and shifting motor (408), selecting and shifting Motor output shaft (409) and gear selection motor driving gear (410); in, The main shaft gear (410) of the gear selection motor is arranged on the output shaft (409) of the gear selection motor, and the idler gear (407) of the gear selection mechanism is arranged on the intermediate shaft of the gear selection mechanism. The mechanism output gear (405) is arranged on the output shaft (404) of the gear selection mechanism; The gear selection mechanism idler gear (407) meshes with the gear selection gear motor shaft main gear (410) and the gear selection mechanism output gear (405); The output end of the gear selection motor (408) is connected with the gear selection motor output shaft (409); The gear selection drum (403) is connected with the output shaft (404) of the gear selection mechanism; The gear selection drum (403) is driven and connected with a 1/2 gear shift fork (401), and the 1/2 gear shift fork (401) drives the synchronizer to move. 8. The electric vehicle transmission according to claim 7, characterized in that it further comprises a P gear parking pawl (402), and the P gear parking pawl (402) is driven by a shift drum (403) to lock Lock or loosen the P gear parking ratchet (205). 9. The electric vehicle transmission according to claim 7, characterized in that, the selector shift drum (403) is a cylindrical structure, and its circumference is provided with a 1/2 gear chute (005) and a P gear chute (006 ), the 1/2 gear shift fork (401) is placed in the 1/2 gear chute (005) through the mechanical structure, and the P gear parking pawl (402) is placed in the P gear through the mechanical structure Inside the chute (006). 10. The electric vehicle transmission according to claim 9, characterized in that, the 1/2 gear chute (005) includes a 2nd gear chute (501) and a 2/N gear transition chute (502) connected in sequence , N block chute (503), N/1 block transition chute (504) and 1 block chute (505); The P block chute (006) includes a P block exit chute (601), a P block transition chute (602) and a P block resident chute (603) connected in sequence.