CN203039496U - All-in-one two-shift motor transmission for pure electric automobile - Google Patents

Abstract

The utility model relates to an all-in-one two-shift motor transmission for a pure electric automobile. The all-in-one two-shift motor transmission comprises a motor composed of a stator and a rotor, wherein an output end of the rotor is connected with an end of a sun gear shaft through a key; the stator which is corresponding to the output end of the rotor is fixedly connected with a motor housing; the motor housing is provided with an annular gear; a planetary gear is provided and is engaged with the sun gear and the annular gear; a wheel shaft of the planetary gear is fixedly connected with an end of a first planet carrier; the other end of the first planet carrier is connected with an output shaft in the radial direction through a first-shift clutch (C1); the output shaft is disposed coaxially with the sun gear shaft; and one side of the sun gear shaft is radially connected with the output shaft in the radial direction through a second-shift clutch (C2). The all-in-one two-shift motor transmission enables the motor to work in a high-efficiency zone for a long time, and increases a vehicle driving range; since the motor and the transmission are designed to be an integral, the axial dimension of a power assembly is reduced, and mechanical connection and noises are reduced; and the all-in-one two-shift motor transmission is simple in arrangement form, compact in structure, small in volume and light in weight, and thus accords with the principle of light automobile.

Description

Integrated two-speed motor transmission for pure electric vehicles

technical field

The utility model belongs to the technical field of electric vehicle transmission, in particular to an integrated two-speed motor transmission for pure electric vehicles. the

Background technique

In recent years, the development of my country's automotive motors has made significant progress. In terms of vehicle motor design, the structural integration design technology is adopted to realize the highly integrated design and application of the motor and transmission in terms of mechanics, electromagnetics and heat. The integration and integration trend of the electric drive system is more obvious. At present, in order to meet the loading requirements of the motor in the electric vehicles on the market, most manufacturers assemble the motor and the transmission on the body in the form of two independent parts. It is realized by matching the splines in the input shaft. But this will not only increase the mechanical noise and vibration, but also the motor front cover and the transmission housing are independent structures, which will inevitably affect the layout of the vehicle space. Changan Automobile Company's patent document CN201110063409.4 "A Drive Motor and Transmission Power Integration Structure for Electric Vehicles" proposes a motor-transmission integrated structure. However, the speed change part in this structure adopts a gear reducer, which will make the traction motor not only provide a higher instantaneous torque in the constant torque area, but also provide a higher operating speed in the constant power area. At the same time, there is a problem of low working efficiency of the motor. the

Utility model content

In order to improve the working efficiency of the motor and increase the mileage of the vehicle, the utility model provides an integrated two-speed motor transmission for pure electric vehicles. the

An integrated two-speed motor transmission for pure electric vehicles, including a motor composed of a stator, a rotor and a motor housing; the output end of the rotor 1 is connected to one end of the central gear shaft 5 through a key, and the central gear shaft 5 is provided with a There is a central gear 6, and the stator 2 corresponding to the output end of the rotor 1 is fixedly connected to the motor casing 3, and the motor casing 3 is provided with an inner ring gear 4, and a planetary gear 8 is provided for meshing with the central gear 6 and the inner ring gear 4; The wheel shaft of the gear 8 is fixedly connected to one end of the first planetary carrier 9, and the other end of the first planetary carrier 9 is connected to the radial direction of the output shaft 7 through the first gear clutch C1; the output shaft 7 is coaxial with the central gear shaft 5, One side of the central gear shaft 5 is radially connected to the radial direction of the output shaft 7 through the second gear clutch C2. the

The output shaft 7 is a hollow shaft, and one end of the sun gear shaft 5 corresponding to the output shaft 7 is positioned in the output shaft 7 through a bearing 15. the

Compared with the prior art, the beneficial effects of the utility model are reflected in the following aspects:

1. The utility model integrates the drive motor and the transmission of the electric vehicle into a whole, which reduces the axial size of the power assembly, and reduces the mechanical connection and noise;

2. The utility model directly connects the rotor shaft of the driving motor with the gear of the transmission, avoiding the coaxiality tolerance caused by the matching installation of the output shaft of the motor and the input shaft of the transmission, and eliminating the mechanical vibration caused by it;

3. The integrated motor transmission mechanism adopts two-speed transmission. Compared with the current reducer for electric vehicles, the driving motor can work in the high-efficiency area for a long time, increasing the mileage of the vehicle;

4. The arrangement of the mechanism is simple, compact, small in size and light in weight, which conforms to the principle of lightweight automobiles.

Description of drawings

Fig. 1 is the structural representation of the utility model. the

Figure 2 is a schematic structural diagram of a pure electric vehicle transmission system. the

Fig. 3 is a cross-sectional view of the cooperation between the sun gear shaft and the output shaft. the

Serial numbers in the above figure: rotor 1, stator 2, motor casing 3, inner ring gear 4, central gear shaft 5, central gear 6, output shaft 7, planetary gear 8, first planet carrier 9, main reduction gear 10, main Reduction gear 11, differential gear 12, left wheel 13, right wheel 14, bearing 15. the

Detailed ways

Below in conjunction with accompanying drawing, the utility model is further described by embodiment. the

Example 1

Referring to FIG. 1 , the integrated two-speed motor transmission for pure electric vehicles includes a motor composed of a stator 2 , a rotor 1 and a motor housing 3 . The output end of the rotor 1 is connected to one end of the central gear shaft 5 through a key, and the central gear shaft 5 is provided with a central gear 6, and the two are integrally structured. The stator 2 corresponding to the output end of the rotor 1 is fixedly connected to the motor casing 3, and the motor casing 3 is provided with an inner ring gear 4, and a planetary gear 8 is provided for meshing with the central gear 6 and the inner ring gear 4; the wheel shaft of the planetary gear 8 is connected to the second One end of a planetary carrier 9 is fixedly connected, and the other end of the first planetary carrier 9 is connected to the radial direction of the output shaft 7 through a gear clutch C1; The radial direction of the side is connected with the radial direction of the output shaft 7 through the second gear clutch C2.

Taking the actual development of a certain type of pure electric vehicle as an example, the transmission ratio of the first gear is 3.76, and the transmission ratio of the second gear is 1.0. the

Table 1 Number of gear teeth gear sun gear planetary gear Ring gear Number of teeth 18 20 55

As shown in Figure 1, the integrated two-speed motor transmission for pure electric vehicles uses the following shift actuators: a dry dual clutch.

Table 2 shows the working conditions of the actuators in each gear. the

Table 2 Shift actuator worksheet

Note: "●" in the table means combination, "○" means separation;

The description of the power transmission route of each gear is combined with Figure 1 and Table 2.

1. Neutral gear - N position

When the position is N, both the clutch C1 and the clutch C2 do not work. At this time, the motor cannot transmit power to the wheels, and the vehicle runs by inertia or stops.

2. Forward gear - D position (the motor rotor rotates counterclockwise)

(1) One gear forward (D1 gear)

When in D1 gear, the clutch C1 works, and the clutch C2 does not work;

The power is driven by the motor rotor 1 to drive the central gear shaft 5 to rotate counterclockwise, the planetary gear 8 revolves around the central gear 6, the inner ring gear 4 on the motor casing 3 is fixed, and the first planet carrier 9 rotates counterclockwise with the central gear shaft 5. Due to the clutch C1 work, so that the first planetary carrier 9 is connected with the output shaft 7 . The power is transmitted from the motor rotor 1 to the sun gear shaft 5, and then to the first planet carrier 9, and finally the output shaft 7 makes the wheels rotate clockwise to output power through the main reduction gear and the differential. This gear is a medium and low gear, mainly used for medium and low speed driving and climbing;

(2) Forward second gear (D2 gear)

In the D2 gear, the clutch C1 does not work, and the dry clutch C2 works;

The power drives the central gear shaft 5 to rotate counterclockwise through the motor rotor 1, and the central gear shaft 5 is connected to the output shaft 7 due to the operation of the clutch C2. After the power is transmitted from the motor rotor 1 to the central gear shaft 5, it is directly transmitted to the output shaft 7, and the wheels rotate clockwise through the main reduction gear and the differential to output power. This gear is a high-speed gear and is mainly used for high-speed driving.

3. Reverse gear - R position (motor rotor rotates clockwise)

When reverse gear, clutch C1 works, clutch C2 does not work. The power transmission route is the same as that of the D1 gear. Since the rotor 1 of the motor rotates clockwise, the wheels finally rotate counterclockwise to output power.

Example 2:

The structure of the integrated two-speed motor transmission for pure electric vehicles is the same as that of Embodiment 1, and the power transmission route of each gear is the same as that of Embodiment 1. The difference is that the transmission ratio is changed and the shift actuator is a wet double clutch.

The number of teeth of each gear is shown in Table 3:

Table 3 Gear teeth table gear sun gear planetary gear Ring gear Number of teeth 43 17 77

At this time, the transmission ratio of the first gear is 2.79., and the transmission ratio of the second gear is 1.0.

Example 3:

Referring to Fig. 2 and Fig. 3, when the output shaft 7 is a hollow shaft, the central gear shaft 5 is placed in the output shaft 7 through the bearing 15; the main reduction gear 10 is fixedly connected with the output shaft 7 through a key; meshes with the main reduction gear 10 What is more is main reduction bull gear 11; Differential gear 12 is fixedly connected with main gear reduction gear 11 by screw; Left wheel 13 and right wheel 14 are supported on the axle shaft, and are connected with differential gear 12 by key.

Claims (2)

1. An integrated two-speed motor transmission for pure electric vehicles, including a motor composed of a stator, a rotor and a motor housing, characterized in that: the output end of the rotor (1) is connected to the central gear shaft (5) through a key One end of the center gear shaft (5) is provided with a central gear (6), and the stator (2) corresponding to the output end of the rotor (1) is fixedly connected to the motor casing (3), and the motor casing (3) is provided with an inner The ring gear (4) meshes with the sun gear (6) and the ring gear (4) and is provided with a planetary gear (8); the wheel shaft of the planetary gear (8) is fixedly connected with one end of the first planet carrier (9), and the first The other end of the planet carrier (9) is connected to the radial direction of the output shaft (7) through the first gear clutch C1; the output shaft (7) is coaxial with the center gear shaft (5), and one side of the center gear shaft (5) The radial direction is connected to the radial direction of the output shaft (7) through the second gear clutch C2. 2. The integrated two-speed motor transmission for pure electric vehicles according to claim 1, characterized in that: the output shaft (7) is a hollow shaft, and the central gear shaft (5) corresponding to the output shaft (7) ) is located in the output shaft (7) through the bearing (15).

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