CN113833814A - Two-gear speed reducer and control method - Google Patents
Two-gear speed reducer and control method Download PDFInfo
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- CN113833814A CN113833814A CN202111266484.0A CN202111266484A CN113833814A CN 113833814 A CN113833814 A CN 113833814A CN 202111266484 A CN202111266484 A CN 202111266484A CN 113833814 A CN113833814 A CN 113833814A
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- speed
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- gear
- speed gear
- intermediate shaft
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- 239000003638 chemical reducing agent Substances 0.000 title claims abstract description 26
- 238000000034 method Methods 0.000 title claims abstract description 12
- 230000007246 mechanism Effects 0.000 claims abstract description 72
- 230000005540 biological transmission Effects 0.000 claims abstract description 13
- 230000009467 reduction Effects 0.000 claims description 6
- 230000006978 adaptation Effects 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000009194 climbing Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 230000002427 irreversible effect Effects 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
- F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
- F16H2200/0034—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising two forward speeds
Abstract
The invention belongs to the technical field of electric vehicle speed reducers, and discloses a two-gear speed reducer and a control method, wherein the two-gear speed reducer comprises the following steps: a power input assembly including a power input shaft; a power take-off assembly; the low-speed intermediate shaft assembly comprises a low-speed gear, a low-speed gear shifting mechanism and a low-speed intermediate shaft, wherein the low-speed gear is meshed with the power input shaft, the low-speed gear is selectively connected with the low-speed intermediate shaft through the low-speed gear shifting mechanism, and the low-speed intermediate shaft is in transmission connection with the output gear ring; and the high-speed gear intermediate shaft assembly comprises a high-speed gear, a high-speed gear shifting mechanism and a high-speed gear intermediate shaft, the high-speed gear is meshed with the power input shaft, the high-speed gear is selectively connected with the high-speed gear intermediate shaft through the high-speed gear shifting mechanism, and the low-speed gear intermediate shaft is in transmission connection with the output gear ring. The two-gear speed reducer is provided with two intermediate shafts, so that two gears are controlled to be switched independently, and the two gears are not influenced mutually, so that power interruption is not needed during switching.
Description
Technical Field
The invention relates to the technical field of electric vehicle speed reducers, in particular to a two-gear speed reducer and a control method.
Background
At present, electromotion becomes an irreversible trend, and electric automobiles are rapidly developing. The efficiency is improved, the power consumption is reduced, the driving range is increased, the important direction for improving the competitiveness of the electric automobile is achieved, and the transmission system plays an important role in improving the efficiency and reducing the consumption.
The motor has the characteristics of constant power, constant torque, wide rotating speed range and the like, so the reducer with the single-gear speed ratio can meet the functions of starting, accelerating, climbing and highest speed of the electric automobile. However, with the development of electric vehicles, the single speed ratio is increasingly unable to meet the requirements of higher dynamic performance and lower power consumption of vehicles. The scheme that can better solve the problem is two speed reducer, but two speed reducer have power to break off at the in-process of shifting, and this is unacceptable to the electric motor car, and only the two speed reducer that does not have the power of shifting to break off just can satisfy electric automobile's higher demand.
Disclosure of Invention
The invention aims to provide a two-gear speed reducer and a control method, and aims to solve the problem that the two-gear speed reducer of an electric automobile has power interruption.
In order to achieve the purpose, the invention adopts the following technical scheme:
in one aspect, a two speed transmission includes:
a power input assembly including a power input shaft;
the power output assembly comprises an output gear ring and a differential mechanism, and the output gear ring is connected with the differential mechanism;
the low-speed intermediate shaft assembly comprises a low-speed gear, a low-speed gear shifting mechanism and a low-speed intermediate shaft, the low-speed gear is meshed with the power input shaft, the low-speed gear is selectively connected with the low-speed intermediate shaft through the low-speed gear shifting mechanism, and the low-speed intermediate shaft is in transmission connection with the output gear ring; and
the high-speed gear intermediate shaft assembly comprises a high-speed gear, a high-speed gear shifting mechanism and a high-speed gear intermediate shaft, wherein the high-speed gear is meshed with the power input shaft, the high-speed gear is selectively connected with the high-speed gear intermediate shaft through the high-speed gear shifting mechanism, and the high-speed gear intermediate shaft is in transmission connection with the output gear ring.
Low-speed gear passes through low-speed gear gearshift and selectively connects low-speed gear jackshaft in the intermediate shaft subassembly of low-speed gear to drive power take off subassembly through low-speed gear jackshaft, high-speed gear passes through high-speed gear gearshift and selectively connects high-speed gear jackshaft in the intermediate shaft subassembly of high-speed gear, keep off the jackshaft through high-speed and drive power take off subassembly, this two keeps off the reduction gear and is equipped with two jackshafts, and then the switching of two independent control gears, each other does not influence and then need not power interruption when switching each other.
Preferably, the low-speed gear is idly mounted on the low-speed intermediate shaft through a low-speed gear bearing.
Preferably, the low-speed gear shift mechanism is provided with an on state and an off state, wherein:
in the closed state, the low-speed gear is connected with the low-speed intermediate shaft through the low-speed gear shifting mechanism;
in the disengaged state, the low-speed gear idles on the low-speed intermediate shaft.
Preferably, the low-speed gear shift mechanism is provided with a slip state between a closed state and an open state, and the low-speed intermediate shaft can be continuously output in the slip state.
Preferably, the low-speed shift mechanism is provided as a clutch shift mechanism.
Preferably, the high-speed gear is sleeved on the high-speed gear intermediate shaft in a hollow manner through a high-speed gear bearing.
Preferably, the high-speed gear shifting mechanism is provided with an on state and an off state, wherein:
in the closed state, the high-speed gear is connected with the high-speed gear intermediate shaft through the high-speed gear shifting mechanism;
in the disengaged state, the high-speed gear wheel idles on the high-speed intermediate shaft.
Preferably, the high-speed gear shift mechanism is provided with a slip state between a closed state and an open state, and the slip state enables the high-speed intermediate shaft to be continuously output.
Preferably, the high-speed gear shift mechanism is provided as a clutch shift mechanism.
In another aspect, a method for controlling a two-speed transmission using the above two-speed transmission includes:
when a low-speed gear is switched to a high-speed gear, the high-speed gear shifting mechanism enters a sliding state, meanwhile, the low-speed gear shifting mechanism is gradually changed from a closed state to an open state, and when the high-speed gear shifting mechanism is in the closed state, the low-speed gear shifting mechanism is in the open state;
when the high-speed gear is switched to the low-speed gear, the low-speed gear shifting mechanism enters a sliding state, meanwhile, the high-speed gear shifting mechanism is gradually changed from a closed state to an open state, and when the low-speed gear shifting mechanism is in the closed state, the high-speed gear shifting mechanism is in the open state.
The invention has the beneficial effects that:
to two fender reduction gears, the low-speed gear intermediate shaft is connected optionally through low-speed gear gearshift in the low-speed fender jackshaft subassembly to drive power take off subassembly through low-speed gear jackshaft, the high-speed gear intermediate shaft is connected optionally through high-speed gear gearshift in the high-speed fender jackshaft subassembly to the high-speed gear jackshaft, drive power take off subassembly through high-speed gear jackshaft, this two fender reduction gears are equipped with two jackshafts, and then the independent control two keep off the position and switch, each other do not influence and then need not power interruption when switching each other.
For the control method of the two-gear speed reducer, the continuous output of power is kept by utilizing the sliding and grinding states of the low-gear shifting mechanism and the high-gear shifting mechanism, and the power interruption is avoided.
Drawings
Fig. 1 is a schematic structural diagram of a two-speed reduction gear provided by the present invention.
Detailed Description
The present invention will be described in further detail with reference to the accompanying drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting of the invention. It should be further noted that, for the convenience of description, only some of the structures related to the present invention are shown in the drawings, not all of the structures.
In the description of the present invention, unless expressly stated or limited otherwise, the terms "connected," "connected," and "fixed" are to be construed broadly, e.g., as meaning permanently connected, removably connected, or integral to one another; can be mechanically or electrically connected; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
In the present invention, unless otherwise expressly stated or limited, "above" or "below" a first feature means that the first and second features are in direct contact, or that the first and second features are not in direct contact but are in contact with each other via another feature therebetween. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly under and obliquely below the second feature, or simply meaning that the first feature is at a lesser elevation than the second feature.
In the description of the present embodiment, the terms "upper", "lower", "right", etc. are used in an orientation or positional relationship based on that shown in the drawings only for convenience of description and simplicity of operation, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first" and "second" are used only for descriptive purposes and are not intended to have a special meaning.
The first embodiment is as follows:
according to the first embodiment, a two-gear speed reducer is provided, and as shown in fig. 1, the two-gear speed reducer comprises a power input assembly, a power output assembly, a low-gear middle shaft assembly and a high-gear middle shaft assembly.
The power input assembly comprises a power input shaft 1.
The power output assembly comprises an output ring gear 2 and a differential 3, wherein the output ring gear 2 is connected with the differential 3.
The low-speed gear intermediate shaft component comprises a low-speed gear 4, a low-speed gear shifting mechanism 5 and a low-speed gear intermediate shaft 6, the low-speed gear 4 is meshed with the power input shaft 1, the low-speed gear 4 is selectively connected with the low-speed gear shifting mechanism 5, and the low-speed gear intermediate shaft 6 is in transmission connection with the output gear ring 2.
The high-speed gear intermediate shaft assembly comprises a high-speed gear 7, a high-speed gear shifting mechanism 8 and a high-speed gear intermediate shaft 9, wherein the high-speed gear 7 is meshed with the power input shaft 1, the high-speed gear 7 is selectively connected with the high-speed gear intermediate shaft 9 through the high-speed gear shifting mechanism 8, and the high-speed gear intermediate shaft 9 is in transmission connection with the output gear ring 2.
Further, the low-speed gear 4 is idly mounted on the low-speed intermediate shaft 6 through a low-speed gear bearing 40.
Further, the low-speed gear shift mechanism 5 is provided with a closed state and an open state, wherein:
in the closed state, the low-speed gear 4 is connected to the low-speed intermediate shaft 6 through the low-speed gear shift mechanism 5.
In the disengaged state, the low-speed gear 4 idles on the low-speed intermediate shaft 6.
Further, the low-speed gear shift mechanism 5 is provided with a slip state between a closed state and an open state, and the low-speed intermediate shaft 6 can be continuously output in the slip state.
Further, the low-speed shift mechanism 5 is provided as a clutch shift mechanism.
Further, the high-speed gear 7 is idly sleeved on the high-speed intermediate shaft 9 through a high-speed gear bearing 70.
Further, the high gear shift mechanism 8 is provided with a closed state and an open state, wherein:
in the closed state, the high-speed gear 7 is connected with the high-speed intermediate shaft 9 through the high-speed gear shifting mechanism 8.
In the disengaged state, the high-speed gear 7 idles on the high-speed counter shaft 9.
Further, the high-speed gear shift mechanism 8 is provided with a slip state between a closed state and an open state, and the slip state enables the high-speed gear intermediate shaft 9 to be continuously output.
Further, the high-speed gear shift mechanism 8 is provided as a clutch shift mechanism.
Example two:
the second embodiment provides a control method of a two-gear speed reducer, and the method comprises the following steps:
when the low-speed gear is switched to the high-speed gear, the high-speed gear shifting mechanism 8 enters a sliding state, meanwhile, the low-speed gear shifting mechanism 5 is gradually changed from the closed state to the open state, and when the high-speed gear shifting mechanism 8 is in the closed state, the low-speed gear shifting mechanism 5 is in the open state.
When the low gear is switched by the high gear, the low gear shifting mechanism 5 enters a sliding state, meanwhile, the high gear shifting mechanism 8 is gradually changed from the closed state to the open state, and when the low gear shifting mechanism 5 is in the closed state, the high gear shifting mechanism 8 is in the open state.
It should be understood that the above-described embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the embodiments of the present invention. Numerous obvious variations, adaptations and substitutions will occur to those skilled in the art without departing from the scope of the invention. And are neither required nor exhaustive of all embodiments. Any modification, equivalent replacement, and improvement made within the spirit and principle of the present invention should be included in the protection scope of the claims of the present invention.
Claims (10)
1. A two speed transmission, comprising:
a power input assembly comprising a power input shaft (1);
the power output assembly comprises an output gear ring (2) and a differential (3), wherein the output gear ring (2) is connected with the differential (3);
the low-speed intermediate shaft assembly comprises a low-speed gear (4), a low-speed gear shifting mechanism (5) and a low-speed intermediate shaft (6), wherein the low-speed gear (4) is meshed with the power input shaft (1), the low-speed gear (4) is selectively connected with the low-speed intermediate shaft (6) through the low-speed gear shifting mechanism (5), and the low-speed intermediate shaft (6) is in transmission connection with the output gear ring (2); and
keep off jackshaft subassembly at a high speed, keep off gear (7), keep off gearshift (8) and keep off jackshaft (9) at a high speed including keeping off at a high speed, keep off at a high speed gear (7) meshing power input shaft (1), keep off at a high speed gear (7) through keep off gearshift (8) at a high speed and connect optionally keep off jackshaft (9) at a high speed, keep off jackshaft (9) transmission connection output ring gear (2) at a high speed.
2. Two-speed reducer according to claim 1, in which the low-speed gear (4) is free-mounted on the low-speed intermediate shaft (6) by means of a low-speed gear bearing (40).
3. A two-speed reducer according to claim 2, in which the low-speed gear shift mechanism (5) is provided with an on condition and an off condition, in which:
in the closed state, the low-speed gear (4) is connected with the low-speed intermediate shaft (6) through the low-speed gear shifting mechanism (5);
in the disengaged state, the low-speed gear (4) idles on the low-speed intermediate shaft (6).
4. A two-speed reducer according to claim 3, in which the low-speed gear shift mechanism (5) is provided with a slip condition between the closed condition and the open condition, in which the low-speed intermediate shaft (6) can be continuously output.
5. A two-speed reducer according to claim 4, in which the low-speed gear shift mechanism (5) is provided as a clutch shift mechanism.
6. Two-speed reducer according to any of claims 1-5, in which the high-speed gear (7) is free-sleeved on the high-speed countershaft (9) by a high-speed gear bearing (70).
7. A two-speed reducer according to claim 6, in which the high-speed gear shift mechanism (8) is provided with a closed condition and an open condition, in which:
in the closed state, the high-speed gear (7) is connected with the high-speed intermediate shaft (9) through the high-speed gear shifting mechanism (8);
in the disengaged state, the high-speed gear (7) idles on the high-speed intermediate shaft (9).
8. Two-speed gear reducer according to claim 7, wherein the high-speed gear shift mechanism (8) is provided with a slip condition between the closed condition and the open condition, in which the high-speed intermediate shaft (9) can be continuously output.
9. A two-speed reducer according to claim 8, in which the high-speed gear shift mechanism (8) is provided as a clutch shift mechanism.
10. A control method of a two-speed reduction gear, characterized by using a two-speed reduction gear according to any one of claims 1 to 9, the method comprising the steps of:
when a low gear is switched to a high gear, the high gear shifting mechanism (8) enters a sliding state, meanwhile, the low gear shifting mechanism (5) is gradually changed from a closed state to an open state, and when the high gear shifting mechanism (8) is in the closed state, the low gear shifting mechanism (5) is in the open state;
when the high gear is switched to the low gear, the low gear shifting mechanism (5) enters a sliding state, meanwhile, the high gear shifting mechanism (8) is gradually changed from the closed state to the open state, and when the low gear shifting mechanism (5) is in the closed state, the high gear shifting mechanism (8) is in the open state.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111266484.0A CN113833814A (en) | 2021-10-28 | 2021-10-28 | Two-gear speed reducer and control method |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111266484.0A CN113833814A (en) | 2021-10-28 | 2021-10-28 | Two-gear speed reducer and control method |
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| CN113833814A true CN113833814A (en) | 2021-12-24 |
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| CN202111266484.0A Pending CN113833814A (en) | 2021-10-28 | 2021-10-28 | Two-gear speed reducer and control method |
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Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN204367890U (en) * | 2014-12-03 | 2015-06-03 | 上海瑞迪汽车科技有限公司 | For two grades of hydraulic control speed changing driver elements of electronlmobil |
| CN109318695A (en) * | 2017-07-31 | 2019-02-12 | 舍弗勒技术股份两合公司 | Hybrid vehicle, power assembly and shift control method |
| CN109466294A (en) * | 2018-11-30 | 2019-03-15 | 浙江伊控动力系统有限公司 | Two gear coaxial power shift power drive systems and process for gear |
| CN210739272U (en) * | 2019-08-06 | 2020-06-12 | 广州小鹏汽车科技有限公司 | Transmission of electric drive system, electric drive system and vehicle |
| CN111365423A (en) * | 2020-03-18 | 2020-07-03 | 吉泰车辆技术（苏州）有限公司 | Two-gear transmission for electric automobile and automobile |
| DE102019202617A1 (en) * | 2019-02-27 | 2020-08-27 | Zf Friedrichshafen Ag | Shift element for an automatic transmission |
-
2021
- 2021-10-28 CN CN202111266484.0A patent/CN113833814A/en active Pending
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN204367890U (en) * | 2014-12-03 | 2015-06-03 | 上海瑞迪汽车科技有限公司 | For two grades of hydraulic control speed changing driver elements of electronlmobil |
| CN109318695A (en) * | 2017-07-31 | 2019-02-12 | 舍弗勒技术股份两合公司 | Hybrid vehicle, power assembly and shift control method |
| CN109466294A (en) * | 2018-11-30 | 2019-03-15 | 浙江伊控动力系统有限公司 | Two gear coaxial power shift power drive systems and process for gear |
| DE102019202617A1 (en) * | 2019-02-27 | 2020-08-27 | Zf Friedrichshafen Ag | Shift element for an automatic transmission |
| CN210739272U (en) * | 2019-08-06 | 2020-06-12 | 广州小鹏汽车科技有限公司 | Transmission of electric drive system, electric drive system and vehicle |
| CN111365423A (en) * | 2020-03-18 | 2020-07-03 | 吉泰车辆技术（苏州）有限公司 | Two-gear transmission for electric automobile and automobile |
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Application publication date: 20211224 |
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