CN106051147A - 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 shift selection mechanism assembly includes a transmission control unit TCU, a shift mechanism and a parking mechanism respectively connected to the transmission control unit TCU, and the shift mechanism is connected to the 1/2 gear synchronizer, and drives the 1/2 gear synchronizer to mesh with one of the 1 gear driven gear and the 2 gear driven gear; the parking mechanism is used in conjunction with the P gear parking ratchet for Lock or release the P parking ratchet.

As a preferred solution of the above-mentioned electric vehicle transmission, the shift mechanism includes a gear selection motor connected to the transmission control unit TCU, a speed reduction mechanism connected to the gear selection motor, and the speed reduction mechanism is driven and connected to a 1/ 2-speed shift fork, the 1/2-speed shift fork is connected to the 1/2-speed synchronizer, and drives the 1/2-speed synchronizer to be in phase with one of the 1-speed driven gear and the 2-speed driven gear engage.

As a preferred solution of the above electric vehicle transmission, the deceleration mechanism is connected with a gear sensor, and the gear sensor is connected to the transmission control unit TCU.

As a preferred solution of the above-mentioned electric vehicle transmission, the parking mechanism includes a parking motor connected to the transmission control unit TCU, the parking motor is connected to a parking actuator, and the parking actuator is connected to a P gear Parking pawl, and drive the P block parking pawl to lock or loosen the P block parking ratchet.

As a preferred solution of the above electric vehicle transmission, the parking motor is connected to a vehicle speed sensor, the parking actuator is connected to a parking position sensor, and both the vehicle speed sensor and the parking position sensor are connected to the transmission control unit TCU .

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;

in:

001: Input shaft assembly; 002: Output shaft assembly; 003: Differential assembly; 004: Selector shift mechanism assembly;

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;

401, 1/2 gear shift fork; 402, gear selection motor; 403, deceleration mechanism; 404, gear position sensor; 405, P gear parking pawl; 406, parking actuator; 407, parking position Sensor; 408, parking motor; 409, vehicle speed sensor; 410, transmission control unit TCU.

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 gear selection mechanism assembly 004 includes a 1/2 gear shift fork 401, and the 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.

The gear selection mechanism assembly 004 includes the transmission control unit TCU410. The transmission control unit TCU410 refers to: Transmission Control Unit, that is, the automatic transmission control unit, which is often used in AMT, AT, DCT, CVT and other automatic transmissions to realize automatic transmission controls to make driving easier.

The above-mentioned transmission control unit TCU410 is respectively connected with a shifting mechanism and a parking mechanism, wherein the shifting mechanism includes a selection and shifting motor 402 connected to the transmission control unit TCU410, and the selection and shifting motor 402 is connected with a reduction mechanism 403, and the reduction mechanism 403 is driven and connected. There is a 1/2 gear shift fork 401, which specifically drives the 1/2 gear shift fork 401 to move left and right (the orientation shown in Figure 1) through a mechanical structure. The above mechanical structure is a common displacement structure in the prior art. The specific structure thereof will not be described in detail here. The 1/2 gear shift fork 401 is connected to the 1/2 gear synchronizer 203, and when it drives the 1/2 gear synchronizer 203 to move left and right, the 1/2 gear synchronizer 203 will cooperate with the 1 gear driven gear 202 and One of the 2nd speed driven gears 204 is meshed. In this embodiment, preferably, the speed reduction mechanism 403 is connected to a gear sensor 404 , and the gear sensor 404 is connected to the transmission control unit TCU 410 for monitoring the running state of the speed reduction mechanism 403 .

The parking mechanism includes a parking motor 408 connected to the transmission control unit TCU410, the parking motor 408 is connected with a parking actuator 406, and the parking actuator 406 is connected with a P gear parking pawl 405, and the P gear parking pawl The pawl 405 is used in conjunction with the P gear parking ratchet 205, and the P gear parking pawl 405 is driven by the parking actuator 406 to lock or release the P gear parking ratchet 205. Preferably, the above-mentioned parking motor 408 is connected with a vehicle speed sensor 409 for monitoring the vehicle speed state, the parking actuator 406 is connected with a parking position sensor 407 for monitoring the operating state of the parking actuator 406, the above-mentioned vehicle speed sensor 409 and The parking position sensors 407 are all connected to the transmission control unit TCU410, and send the detected vehicle speed status and the operating status of the parking actuator 406 to the transmission control unit TCU410 for processing by the transmission control unit TCU410.

When the above-mentioned electric vehicle transmission of the present embodiment is in the P gear, its transmission route is as shown in Figure 1. At this time, the first motor 104 stops running, and the 1/2 gear synchronizer 203 is in the first gear driven gear 202 and the second gear slave gear. between the driven gears 204, and is not meshed with the 1st gear driven gear 202 and the 2nd gear driven gear 204, and at the same time, the parking motor 408 drives the parking actuator 406 to drive the P gear parking pawl 405 to lock the P gear parking The ratchet 205 and the output shaft 201 are locked and cannot rotate, and the differential assembly 003 cannot operate, and the electric vehicle is in a parked state.

When it is necessary to change the P gear to the 1st gear or the 2nd gear, as shown in Figure 2, take the 2nd gear as an example, at this time, the gear shift motor 402 drives the deceleration mechanism 403, and the deceleration mechanism 403 drives the 1/2 gear shift The gear shift fork 401 moves toward the 2nd gear driven gear 204 (moving to the right side as shown in Figure 2), and the 1/2 gear shift fork 401 drives the 1/2 gear synchronizer 203 to move to the right, and is connected with the 2nd gear. The driven gear 204 is meshed, and at the same time, the parking motor 408 drives the parking actuator 406 to drive the P gear parking pawl 405 to release the P gear parking ratchet 205, and the output shaft 201 is loosened to rotate. Now start the first motor 104, the first motor 104 then drives the input shaft 101 and the 2nd gear driving gear 103 to rotate, the 2nd gear driving gear 103 drives the 2nd gear driven gear 204 to rotate, and then the 2nd gear driven gear 204 and the 1st gear are rotated. 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 205 to rotate, and the differential assembly 003 meshing with the output shaft main reduction gear 205 starts to run, and the electric vehicle transmission In 2nd gear running state.

Similarly, the above-mentioned electric vehicle transmission of this embodiment can switch between the P gear and the first gear and the second gear, thereby improving the effective working range of the first motor 104, and realizing fast and accurate gear shifting, ensuring driving safety .

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 the second gear as an example, the transmission route of the two motors is described in detail:

Transmission line one: the first motor 104 outputs power to the vehicle through the input shaft 101 through the 2nd gear driving gear 103, the 2nd gear driven gear 204, 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. an electric automobile gear device, it is characterised in that include power shaft assembly (001), the output shaft being in transmission connection successively Assembly (002) and differential assembly (003)；

Also including that gear shift mechanism assembly (004), output shaft assembly are provided with lock unit on (002), lock unit is at shifting machine Structure assembly (004) drives lower mobile；

Described power shaft assembly (001) includes power shaft (101) and the first motor (104), power shaft (101) and the first motor (104) outfan connects；

Described output shaft assembly (002) includes output shaft (201) and the second motor (207), output shaft (201) and the second motor (207) outfan connects.

Electric automobile gear device the most according to claim 1, it is characterised in that described power shaft assembly (001) also includes 1 Shelves driving gear (102) and 2 grades of driving gears (103)；

Described 1 grade of driving gear (102), 2 grades of driving gears (103) are fixed with described power shaft (101) and are connected.

Electric automobile gear device the most according to claim 1, it is characterised in that described power shaft (101) input passes through Spline and the first motor (104) outfan are connected.

Electric automobile gear device the most according to claim 2, it is characterised in that described output shaft assembly (002) includes 1 grade Driven gear (202), 2 grades of driven gears (204), P shelves parking ratchet wheel (205) and output shaft master subtract gear (206)；

Described lock unit is 1/2 grade of lock unit (203)；

Described output shaft (201) is connected by bearing with 1 grade of driven gear (202), 2 grades of driven gears (204)；

Described output shaft (201) is fixing with the tooth drum of 1/2 grade of lock unit (203) to be connected；

Described output shaft (201) subtracts with P shelves parking ratchet wheel (205), output shaft master that gear (206) is fixing to be connected；

1 grade of driving gear (102) of 1 grade of driven gear (202) of described output shaft and power shaft is engaged, and described output shaft 2 grades is driven 2 grades of driving gears (103) of gear (204) and power shaft are engaged；

Described output shaft master subtracts gear (206) and is in transmission connection with differential assembly (003)；

1/2 grade of lock unit (203) of described output shaft can realize output shaft (201) and combine with 1 grade of driven gear (202) or separate Or realize separating with 2 grades of driven gears (204) or combining.

Electric automobile gear device the most according to claim 4, it is characterised in that described differential assembly (003) gear ring with Output shaft master subtracts gear (206) engagement.

Electric automobile gear device the most according to claim 4, it is characterised in that described gear shift mechanism assembly (004) is wrapped Include transmission control unit TCU (410), the gearshift being connected respectively and parking machine with transmission control unit TCU (410) Structure, described gearshift is connected to described 1/2 gear lock unit (203), and drives 1/2 gear lock unit (203) and 1 gear driven gear (202) one in and 2 gears driven gear (204) is meshed；Described halting mechanism matches with P gear parking ratchet wheel (205) and makes With, for locked or unclamp P gear parking ratchet wheel (205).

Electric automobile gear device the most according to claim 6, it is characterised in that described gearshift includes being connected to speed change The shifting motor (402) of device control unit TCU (410), is connected to the reducing gear (403) of described shifting motor (402), Described reducing gear (403) drive connection has 1/2 gear selector fork (401), described 1/2 gear selector fork (401) to be connected to 1/2 Gear lock unit (203), and drive 1/2 gear lock unit (203) to keep off in driven gear (204) with 1 gear driven gear (202) and 2 One is meshed.

Electric automobile gear device the most according to claim 7, it is characterised in that described reducing gear (403) connects gear Level sensor (404), described shift sensor (404) is connected to described transmission control unit TCU (410).

9. according to the arbitrary described electric automobile gear device of claim 6-8, it is characterised in that described halting mechanism includes connecting In the parking motor (408) of transmission control unit TCU (410), described parking motor (408) connects control device (406), described control device (406) connects P gear park pawl (405), and drives described P gear park pawl (405) Locked or unclamp P gear parking ratchet wheel (205).

Electric automobile gear device the most according to claim 9, it is characterised in that described parking motor (408) connects car Speed sensor (409), described control device (406) connects parking position sensor (407), described vehicle speed sensor And parking position sensor (407) is all connected to transmission control unit TCU (410) (409).