CN206112046U - Electric automobile transmission - Google Patents
Electric automobile transmission Download PDFInfo
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- CN206112046U CN206112046U CN201620875157.3U CN201620875157U CN206112046U CN 206112046 U CN206112046 U CN 206112046U CN 201620875157 U CN201620875157 U CN 201620875157U CN 206112046 U CN206112046 U CN 206112046U
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Abstract
The utility model relates to a derailleur technical field especially relates to an electric automobile transmission. Electric automobile transmission is including input shaft assembly, input shaft assembly and the differential mechanism assembly of transmission connection in proper order, still including the selection body Assembly that shifts gears, input shaft assembly is last to be provided with synchronous ware, and synchronous ware is shifted gears body Assembly in the selection and is driven removal down, input shaft assembly includes input shaft and first motor, and the input shaft is connected with the output of first motor, input shaft assembly includes output shaft and second motor, and the output shaft is connected with the output of second motor. Setting through first motor and second motor can realize bi -motor common drive, perhaps drives respectively, even if there is a motor inefficacy automobile also can go, setting through selection shelves mechanism can realize many grades of drives in the motor, realizes multiple gear and selects, realizes under various operating modes that entire system's energy integration optimizes.
Description
Technical Field
The utility model relates to a derailleur technical field especially relates to an electric automobile derailleur.
Background
The variable speed motor generally has a constant torque characteristic in a low speed region and a constant power characteristic in a high speed region. The use of a multi-gear or single-gear transmission is primarily dependent on the speed-torque characteristics of the electric motor. At a given motor power rating, a single-speed transmission will be sufficient to produce high traction at low speeds if it has a wide constant power range; otherwise a multi-speed transmission must be employed.
Obviously, the maximum torque of the motor having a wide range of constant power region can be remarkably increased, so that the acceleration and climbing performance of the vehicle can be improved, and the transmission can be simplified. However, each type of motor has its own limit of maximum speed ratio, for example, a permanent magnet motor has a small speed ratio because the magnetic field is difficult to attenuate due to the presence of the permanent magnet; the rotating speed ratio of the switched reluctance motor can reach a higher value; the rotation speed ratio of the asynchronous motor is between that of the permanent magnet motor and that of the switched reluctance motor.
The single-gear motor of the electric vehicle is driven, the high-efficiency working range of the motor is narrow, and the requirements of the whole vehicle under different working conditions and different rotating speeds are difficult to meet. Meanwhile, the existing gear selecting and shifting mechanism is complex in structure, long in gear selecting and shifting time and difficult to meet requirements for quick gear shifting and smoothness. In addition, the traditional power automobile has the defects of short arrangement space and high maintenance quality of a transmission system and the whole automobile due to the arrangement of parts such as a clutch, a hydraulic torque converter and the like.
Through the search of the prior art, Chinese patent application publication No. CN104295675A, application publication No. 2015.01.21, describes a "one-gear two-gear electric vehicle transmission assembly". The utility model discloses a two-gear electric vehicle transmission assembly, an input shaft and a middle shaft are arranged in an inner cavity formed after a left box body and a right box body are combined, the input shaft is connected with an output shaft of a motor, a first gear on the middle shaft is normally meshed with a first gear shaft tooth part of the input shaft, and a second gear is normally meshed with a second gear shaft tooth part; a synchronizer gear sleeve is sleeved on the intermediate shaft between the first gear and the second gear and can axially slide along the intermediate shaft under the shifting of a shifting fork; the speed reducing gear part of the intermediate shaft is normally meshed with the speed reducing gear on the speed reducer shell, the planetary gear shafts are fixed on the speed reducer shell, two planetary gears on the planetary gear shafts are normally meshed with two output bevel gears simultaneously, and bevel gear shafts of the two output bevel gears are supported in mounting holes at the left end and the right end of the speed reducer shell respectively. The utility model discloses a can pass through the bevel gear axle output of output bevel gear with the power of motor to the accessible is shifted and is made the bevel gear axle have two gears. Although the above patent application provides a gearbox has two gears, it still has electric motor car single motor drive, and the high-efficient working range of motor is narrower, is difficult to satisfy whole car requirement under different operating modes, the different rotational speeds to and current select gearshift structure is comparatively complicated, select the shift time longer, is difficult to satisfy fast shift and ride comfort requirement.
Aiming at the problems, the electric automobile transmission can solve the problems that the high-efficiency working range of a motor of the existing transmission is narrow, and the requirement of the whole automobile under different working conditions and different rotating speeds is difficult to meet.
SUMMERY OF THE UTILITY MODEL
An object of the utility model is to provide an electric automobile derailleur, the high-efficient working range of motor that can solve the existence of current derailleur is narrower, is difficult to satisfy whole car requirement problem under different work condition, the different rotational speeds.
To achieve the purpose, the utility model adopts the following technical proposal:
an electric automobile transmission comprises an input shaft assembly, an output shaft assembly and a differential mechanism assembly which are sequentially connected in a transmission manner;
the gear selecting and shifting mechanism assembly is further included, a synchronizer is arranged on the output shaft assembly and is driven by the gear selecting and shifting mechanism assembly to move;
the input shaft assembly comprises an input shaft and a first motor, and the input shaft is connected with the output end of the first motor;
the output shaft assembly comprises an output shaft and a second motor, and the output shaft is connected with the output end of the second motor.
As a preferable scheme of the above electric vehicle transmission, the input shaft assembly further includes a 1-gear driving gear and a 2-gear driving gear;
the 1 st gear driving gear and the 2 nd gear driving gear are fixedly connected with the input shaft.
As a preferable scheme of the above electric vehicle transmission, the input end of the input shaft is connected with the output end of the first motor through a spline.
As a preferable scheme of the above electric vehicle transmission, the output shaft assembly includes a 1-gear driven gear, a 2-gear driven gear, a P-gear parking ratchet wheel and an output shaft main reduction gear;
the synchronizer is an 1/2 gear synchronizer;
the output shaft is connected with the 1-gear driven gear and the 2-gear driven gear through bearings;
the output shaft is fixedly connected with a gear drum of the 1/2-gear synchronizer;
the output shaft is fixedly connected with the P-gear parking ratchet wheel and the output shaft main reduction gear;
the output shaft 1-gear driven gear is meshed with the input shaft 1-gear driving gear, and the output shaft 2-gear driven gear is meshed with the input shaft 2-gear driving gear;
the output shaft main reduction gear is in transmission connection with the differential assembly;
the 1/2-gear synchronizer of the output shaft can realize the combination or separation of the output shaft and the 1-gear driven gear or realize the separation or combination of the output shaft and the 2-gear driven gear.
In a preferred embodiment of the electric vehicle transmission, the differential assembly ring gear is meshed with the output shaft main reduction gear.
As a preferable scheme of the above electric vehicle transmission, the input end of the output shaft is connected with the output end of the motor 2 through a spline.
As a preferred scheme of the above electric vehicle transmission, the gear selecting and shifting mechanism assembly includes an 1/2-gear shifting fork, a gear selecting and shifting drum, a gear selecting and shifting mechanism output shaft, a gear selecting and shifting mechanism output gear, a gear selecting and shifting mechanism intermediate shaft, a gear selecting and shifting mechanism idler, a gear selecting and shifting motor output shaft and a gear selecting and shifting motor driving gear;
wherein,
the gear selecting and shifting motor spindle gear is arranged on a gear selecting and shifting motor output shaft, the gear selecting and shifting mechanism idle gear is arranged on a gear selecting and shifting mechanism intermediate shaft, and the gear selecting and shifting mechanism output gear is arranged on a gear selecting and shifting mechanism output shaft;
the gear selecting and shifting mechanism idle wheel is meshed with a gear selecting and shifting motor shaft main gear and a gear selecting and shifting mechanism output gear;
the output end of the gear selecting and shifting motor is connected with the output shaft of the gear selecting and shifting motor;
the gear selecting and shifting drum is connected with an output shaft of the gear selecting and shifting mechanism;
the gear selecting and shifting drum is in driving connection with an 1/2 gear shifting fork, and the 1/2 gear shifting fork drives a synchronizer to move.
The electric automobile transmission preferably further comprises a P-gear parking pawl, and the P-gear parking pawl is driven by the gear selecting drum to lock or release the P-gear parking ratchet wheel.
As a preferable scheme of the above electric vehicle transmission, the gear selecting and shifting drum is of a cylindrical structure, the circumference of the gear selecting and shifting drum is provided with an 1/2 gear sliding groove and a P gear sliding groove, the 1/2 gear shifting fork is arranged in the 1/2 gear sliding groove through a mechanical structure, and the P gear parking pawl is arranged in the P gear sliding groove through a mechanical structure.
As a preferable scheme of the above electric vehicle transmission, the 1/2-gear sliding groove comprises a 2-gear sliding groove, a 2/N-gear transition sliding groove, an N-gear sliding groove, an N/1-gear transition sliding groove and a 1-gear sliding groove which are connected in sequence;
the P keeps off the spout and keeps off the spout, P keeps off transition spout and P fender that connects gradually and stay in the spout.
The utility model has the advantages that: the utility model discloses a setting of first motor and second motor can realize the common drive of bi-motor, perhaps drives respectively, even if there is a motor inefficacy car also can go, through the setting of selecting a shelves mechanism, can realize the drive of the many grades of motors, realizes multiple gear selection, realizes entire system's energy comprehensive optimization under various operating modes.
Drawings
FIG. 1 is a schematic diagram of a drive line of a utility model electric vehicle transmission;
FIG. 2 is a schematic diagram of a transmission line of the utility model electric vehicle transmission in gear 2;
FIG. 3 is a schematic structural view of a shift drum of the utility model electric vehicle transmission;
fig. 4 is a schematic view showing a development state of a shift selection drum of the electric vehicle transmission of the utility model.
Wherein:
001: an input shaft assembly; 002: an output shaft assembly; 003: a differential assembly; 004: a gear selecting and shifting mechanism assembly; 005: 1/2 catch chutes; 006: a P-gear sliding chute;
101: an input shaft; 102: a gear 1 driving gear; 103: a 2-gear driving gear; 104: a first motor;
201: an output shaft; 202; a 1-gear driven gear; 203: 1/2 gear synchronizer; 204: a 2-gear driven gear; 205: a P-gear parking ratchet wheel; 206: an output shaft main reduction gear; 207: a second motor;
401: 1/2 gear shift forks; 402: a P-gear parking pawl; 403: selecting a gear shifting drum; 404: an output shaft of the gear selecting and shifting mechanism; 405: an output gear of the gear selecting and shifting mechanism; 406: selecting a gear shifting mechanism intermediate shaft; 407, a gear selecting and shifting mechanism idler wheel; 408, a gear selecting and shifting motor; 409, selecting and shifting a gear motor output shaft; 410, selecting a gear shifting motor driving gear 410;
501: 2, a gear sliding groove; 502: 2/N gear transition sliding chutes; 503: n gear sliding grooves; 504: an N/1 gear transition chute; 505: a 1-gear chute 505;
601: the P gear is disengaged from the chute; 602: a P-gear transition chute; 603: p is blocked and stayed in the chute.
Detailed Description
The technical solution of the present invention is further explained by the following embodiments with reference to the accompanying drawings.
As shown in fig. 1 and fig. 2, the present embodiment provides an electric vehicle transmission, which includes an input shaft assembly 001, an output shaft assembly 002, and a differential assembly 003, which are in sequential transmission connection, and further includes a gear selecting and shifting mechanism assembly 004, wherein a synchronizer is arranged on the output shaft assembly 002, and moves under the driving of the gear selecting and shifting mechanism assembly 004 to realize gear shifting.
The input shaft assembly 001 comprises an input shaft 101 and a first motor 104, the input shaft 101 is connected with the output end of the first motor 104, the output shaft assembly 002 comprises an output shaft 201 and a second motor 207, and the output shaft 201 is connected with the output end of the second motor 207.
In the embodiment, the first motor 104 and the second motor 207 are arranged to realize the common driving of the two motors or the respective driving, so that the automobile can run even if one motor fails, the multi-gear driving of the motors can be realized through the arrangement of the gear selection mechanism, the selection of multiple gears is realized, and the comprehensive optimization of the energy of the whole system is realized under various working conditions.
The input shaft assembly 001 further comprises a 1-gear driving gear 102 and a 2-gear driving gear 103, the 1-gear driving gear 102 and the 2-gear driving gear 103 are fixedly connected with the input shaft 101, and the input end of the input shaft 101 is connected with the output end of the first motor 104 through a spline.
The output shaft assembly 002 includes a 1 st gear driven gear 202, a 2 nd gear driven gear 204, a P-range parking ratchet 205 and an output shaft main reduction gear 206, which are 1/2 th gear synchronizers 203.
The output shaft 201 is connected with the 1 st gear driven gear 202 and the 2 nd gear driven gear 204 through bearings, and the output shaft 201 is fixedly connected with a gear drum of the 1/2 th gear synchronizer 203.
The output shaft 201 is fixedly connected with a P-gear parking ratchet wheel 205 and an 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 output shaft 1-speed driven gear 202 is meshed with the input shaft 1-speed driving gear 102, the output shaft 2-speed driven gear 204 is meshed with the input shaft 2-speed driving gear 103, and the 1/2-speed synchronizer 203 of the output shaft can realize the combination or separation of the output shaft 201 and the 1-speed driven gear 202 or realize the separation or combination of the output shaft 201 and the 2-speed driven gear 204.
The output shaft main reduction gear 206 is in transmission connection with a differential assembly 003, and specifically, a gear ring of the differential assembly 003 is meshed with the output shaft main reduction gear 206.
The gear selecting and shifting mechanism assembly 004 comprises an 1/2 gear shifting fork 401, a gear selecting and shifting drum 403, a gear selecting and shifting mechanism output shaft 404, a gear selecting and shifting mechanism output gear 405, a gear selecting and shifting mechanism intermediate shaft 406, a gear selecting and shifting mechanism idle gear 407, a gear selecting and shifting motor 408, a gear selecting and shifting motor output shaft 409 and a gear selecting and shifting motor driving gear 410.
Wherein,
the gear selecting and shifting motor spindle gear 410 is arranged on a gear selecting and shifting motor output shaft 409, the gear selecting and shifting mechanism idle gear 407 is arranged on a gear selecting and shifting mechanism intermediate shaft, and the gear selecting and shifting mechanism output gear 405 is arranged on a gear selecting and shifting mechanism output shaft 404.
The gear selection and shift mechanism idler gear 407 meshes with a gear selection and shift motor shaft main gear 410 and a gear selection and shift mechanism output gear 405.
An output shaft of the gear selecting and shifting motor 408 is connected with an output shaft 409 of the gear selecting and shifting motor, a gear selecting and shifting drum 403 is connected with an output shaft 404 of the gear selecting and shifting mechanism, the gear selecting and shifting drum 403 is in driving connection with an 1/2-gear shifting fork 401, and a 1/2-gear shifting fork 401 drives a synchronizer to move.
Gear selecting and shifting mechanism assembly 004 further comprises a P-gear parking pawl 402, and P-gear parking pawl 402 is driven by gear selecting and shifting drum 403 to lock or unlock P-gear parking ratchet wheel 205.
Referring to fig. 3, the gear selecting and shifting drum 403 is preferably a cylindrical structure, which is circumferentially provided with 1/2 gear shift slots 005 and P gear shift slots 006, the 1/2 gear shift fork 401 is mechanically disposed in the 1/2 gear shift slot 005, and the P gear parking pawl 402 is mechanically disposed in the P gear shift slot 006.
When the gear selecting and shifting drum 403 is driven to rotate by the gear selecting and shifting mechanism output shaft 409, the 1/2-gear shifting fork 401 is driven to move left and right by the 1/2-gear sliding groove 005 of the gear selecting and shifting drum 403 through a mechanical structure, and the 1/2-gear synchronizer 203 is driven to move left and right by the 1/2-gear shifting fork 401, so that the 1/2-gear synchronizer 203 is meshed with one of the 1-gear driven gear 202 and the 2-gear driven gear 204.
Similarly, when the gear selecting and shifting drum 403 is driven by the gear selecting and shifting mechanism output shaft 409 to rotate, the P-gear parking pawl 402 is driven to move left and right through the P-gear sliding groove 006 of the gear selecting and shifting drum 403 through a mechanical structure, so that the P-gear parking pawl 402 can lock or unlock the P-gear parking ratchet wheel 205.
Referring to fig. 4, the 1/2-shift chute 005 includes a 2-shift chute 501, a 2/N-shift transition chute 502, an N-shift chute 503, an N/1-shift transition chute 504, and a 1-shift chute 505, which are connected in sequence, and the P-shift chute 006 includes a P-shift disengagement chute 601, a P-shift transition chute 602, and a P-shift parking chute 603, which are connected in sequence.
Specifically, after the gear selecting and shifting drum 403 of the present embodiment is deployed, its 1/2 gear shift chute 005 and P gear shift chute 006 are as shown in fig. 4, the 1/2-gear sliding slot 005 comprises a 2-gear sliding slot 501, a 2/N-gear transition sliding slot 502, an N-gear sliding slot 503, an N/1-gear transition sliding slot 504 and a 1-gear sliding slot 505 which are connected in sequence from left to right, wherein the N gear of the embodiment is a neutral gear, when the 1/2 gear shift fork 401 is located in the 2-gear sliding slot 501, the N-gear sliding slot 503 or the 1-gear sliding slot 505 through a mechanical structure, the electric vehicle transmission is in a 2-gear state, an N-gear state and a 1-gear state, when the 1/2 shift fork 401 is mechanically located in either the 2/N speed transition runner 502 or the N/1 speed transition runner 504, the method indicates that the electric automobile transmission is in a conversion state between the 2 nd gear and the N th gear or between the 1 st gear and the N th gear.
Referring to fig. 4, the 2/N-gear transition chute 502 and the N/1-gear transition chute 504 are disposed in an inclined state, so that the shift fork of 1/2 can drive the synchronizer 203 of 1/2 gear to move to the driven gear 204 of 2 gear, the driven gear 204 of N gear, or the driven gear 202 of 1 gear, thereby realizing the switching of the electric vehicle transmission among 2 gear, N gear, and 1 gear.
The P-shift gate 006 includes a P-shift release gate 601, a P-shift transition gate 602, and a P-shift parking gate 603, which are sequentially connected to each other, and as shown in fig. 4, the P-shift release gate 601 is disposed corresponding to a portion of the 2-shift gate 501, the 2/N-shift gate 502, the N-shift gate 503, the N/1-shift gate 504, and the 1-shift gate 505, and the P-shift transition gate 602 and the P-shift parking gate 603 are disposed corresponding to another portion of the 1-shift gate 505.
When the P-gear parking pawl 402 is located in the P-gear releasing chute 601, the electric vehicle transmission of the embodiment is in a 1-gear state, an N-gear state or a 2-gear state, and when the P-gear parking pawl 402 is located in the P-gear transition chute 602 or the P-gear parking chute 603, the electric vehicle transmission is in the P-gear state.
In the present embodiment, the P-range transition sliding groove 602 is also disposed in an inclined manner to realize the switching of locking or unlocking of the P-range parking pawl 402 to the P-range parking ratchet 205.
When the transmission of the electric vehicle of the embodiment is in the P gear, the first motor 104 stops operating, the 1/2 gear synchronizer 203 is located at the 1 gear driven gear 202 and is engaged with the 1 gear driven gear 202 (at this time, the 1 gear driven gear 202 is not driven to rotate because the first motor 104 stops operating), meanwhile, the gear selecting and shifting motor 408 drives the gear selecting and shifting drum 403 to rotate, the gear selecting and shifting drum 403 drives the P gear parking pawl 402 to lock the P gear parking ratchet wheel 205, the output shaft 201 is locked and cannot rotate, the differential assembly 003 cannot operate, and the electric vehicle is in a parking state.
When the gear P needs to be shifted to the gear 1 or the gear 2, referring to fig. 2, for example, the gear 1 is shifted, at this time, the gear selecting and shifting motor 408 drives the gear selecting and shifting drum 403 to rotate, the gear 1/2 shifting fork 401 does not move, the gear 1/2 synchronizer 203 stays at the gear 1 driven gear 202, and at the same time, the gear selecting and shifting drum 403 drives the gear P parking pawl 402 to release the gear P parking pawl 402, and the output shaft 201 is released to rotate. At this time, the first motor 101 is started, the first motor 101 drives the input shaft 101 and the 1 st gear driving gear 102 to rotate, the 1 st gear driving gear 102 drives the 1 st gear driven gear 202 to rotate, and then the meshing relationship between the 1 st gear driven gear 202 and the 1/2 th gear synchronizer 203 can drive the output shaft 201 to rotate, so that the output shaft main reduction gear 206 is driven to rotate, the differential assembly 003 meshed with the output shaft main reduction gear 206 starts to operate, and the electric automobile transmission is in a 1 st gear operating state.
When the shift to the 2-gear is needed (i.e. the shift from the 1-gear to the 2-gear is performed), the gear selecting and shifting motor 408 drives the gear selecting and shifting drum 403 to rotate, and the gear selecting and shifting drum 403 drives the 1/2 gear shifting fork 401 to move towards the 2 gear driven gear 204 (to the left in fig. 2), the 1/2 gear shifting fork 401 drives the 1/2 gear synchronizer 203 to move towards the left, and is engaged with the 2 nd-gear driven gear 204, the first motor 104 drives the input shaft 101 and the 2 nd-gear driving gear 103 to rotate, the 2 nd-gear driving gear 103 drives the 2 nd-gear driven gear 204 to rotate, due to the meshing relationship between the 2 nd driven gear 204 and the 1/2 th synchronizer 203, the output shaft 201 can be driven to rotate, the output shaft main reducing gear 206 is also driven to rotate, the differential assembly 003 meshed with the output shaft main reduction gear 206 starts to operate, and the electric automobile transmission is in a 2-gear operation state;
it should be noted that: in a normal state of the vehicle, only the first motor 104 works, and the second motor 207 is closed and does not work; when the vehicle is in an uphill state, an acceleration state and the like, the second motor 207 is started, the first motor 104 and the second motor 207 work simultaneously, and the transmission routes of the two motors are described in detail by taking the vehicle as a 1-gear:
a first transmission route: the first motor 104 outputs power to the whole vehicle from the input shaft 101 through the 1 st gear driving gear 102, the 1 st gear driven gear 202, the output shaft 201, the output shaft main reducing gear 206 and the differential assembly 003.
A second transmission route: the second motor 207 outputs power to the whole vehicle through the output shaft 201, the output shaft main reducing gear 206 and the differential assembly 003.
The two power transmission routes are fused at the differential assembly 003 to carry out power output on the whole vehicle.
The technical principle of the present invention is described above with reference to specific embodiments. The description is made for the purpose of illustrating the principles of the invention and should not be construed in any way as limiting the scope of the invention. Based on the explanations herein, those skilled in the art will be able to conceive of other embodiments of the present invention without any inventive effort, which would fall within the scope of the present invention.
Claims (9)
1. The transmission of the electric automobile is characterized by comprising an input shaft assembly (001), an output shaft assembly (002) and a differential assembly (003) which are in transmission connection in sequence;
the gear selecting and shifting mechanism assembly (004) is further included, a synchronizer is arranged on the output shaft assembly (002) and is driven by the gear selecting and shifting mechanism assembly (004) to move;
the input shaft assembly (001) comprises an input shaft (101) and a first motor (104), and the input shaft (101) is connected with the output end of the first motor (104);
the output shaft assembly (002) comprises an output shaft (201) and a second motor (207), and the output shaft (201) is connected with the output end of the second motor (207);
the input end of the output shaft (201) is connected with the output end of the second motor (207) through a spline.
2. The electric vehicle transmission of claim 1, wherein the input shaft assembly (001) further comprises a 1-gear drive gear (102) and a 2-gear drive gear (103);
the 1 st gear driving gear (102) and the 2 nd gear driving gear (103) are fixedly connected with the input shaft (101).
3. The transmission of claim 1, wherein the input of the input shaft (101) is splined to the output of the first electric machine (104).
4. The electric vehicle transmission of claim 2, wherein the output shaft assembly (002) includes a 1 st gear driven gear (202), a 2 nd gear driven gear (204), a P-range parking ratchet (205), and an output shaft main reduction gear (206);
the synchronizer is an 1/2 gear synchronizer (203);
the output shaft (201) is connected with the 1-gear driven gear (202) and the 2-gear driven gear (204) through bearings;
the output shaft (201) is fixedly connected with a gear drum of an 1/2-gear synchronizer (203);
the output shaft (201) is fixedly connected with a P-gear parking ratchet wheel (205) and an output shaft main reduction gear (206);
the output shaft 1-gear driven gear (202) is meshed with the input shaft 1-gear driving gear (102), and the output shaft 2-gear driven gear (204) is meshed with the input shaft 2-gear driving gear (103);
the output shaft main reduction gear (206) is in transmission connection with a differential assembly (003);
the 1/2-gear synchronizer (203) of the output shaft can realize the combination or separation of the output shaft (201) and the 1-gear driven gear (202) or realize the separation or combination of the output shaft and the 2-gear driven gear (204).
5. The electric vehicle transmission of claim 4, wherein the differential assembly (003) ring gear meshes with an output shaft final reduction gear (206).
6. The electric vehicle transmission of claim 4, wherein the gear selection and shift mechanism assembly (004) comprises an 1/2 gear shifting fork (401), a gear selection and shift drum (403), a gear selection and shift mechanism output shaft (404), a gear selection and shift mechanism output gear (405), a gear selection and shift mechanism intermediate shaft (406), a gear selection and shift mechanism idle gear (407), a gear selection and shift motor (408), a gear selection and shift motor output shaft (409) and a gear selection and shift motor driving gear (410);
wherein,
the gear selecting and shifting motor spindle gear (410) is arranged on a gear selecting and shifting motor output shaft (409), the gear selecting and shifting mechanism idle gear (407) is arranged on a gear selecting and shifting mechanism intermediate shaft, and the gear selecting and shifting mechanism output gear (405) is arranged on a gear selecting and shifting mechanism output shaft (404);
the gear selecting and shifting mechanism idle gear (407) is meshed with a gear selecting and shifting motor shaft main gear (410) and a gear selecting and shifting mechanism output gear (405);
the output end of the gear selecting and shifting motor (408) is connected with the output shaft (409) of the gear selecting and shifting motor;
the gear selecting and shifting drum (403) is connected with a gear selecting and shifting mechanism output shaft (404);
the gear selecting and shifting drum (403) is in driving connection with an 1/2 gear shifting fork (401), and the 1/2 gear shifting fork (401) drives a synchronizer to move.
7. The electric vehicle transmission according to claim 6, further comprising a P-gear parking pawl (402), wherein the P-gear parking pawl (402) is driven by a gear selection drum (403) to lock or unlock the P-gear parking ratchet wheel (205).
8. The transmission of claim 6, wherein the gear selecting and shifting drum (403) is a cylindrical structure and is circumferentially provided with 1/2 gear shifting chutes (005) and P gear shifting chutes (006), the 1/2 gear shifting fork (401) is mechanically arranged in the 1/2 gear shifting chute (005), and the P gear parking pawl (402) is mechanically arranged in the P gear shifting chute (006).
9. The transmission of claim 8, wherein the 1/2 gear shift chutes (005) comprise a 2 gear shift chute (501), a 2/N gear shift chute (502), an N gear shift chute (503), an N/1 gear shift chute (504), and a 1 gear shift chute (505) connected in sequence;
the P-gear sliding groove (006) comprises a P-gear releasing sliding groove (601), a P-gear transition sliding groove (602) and a P-gear stopping sliding groove (603) which are sequentially connected.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201620875157.3U CN206112046U (en) | 2016-08-10 | 2016-08-10 | Electric automobile transmission |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201620875157.3U CN206112046U (en) | 2016-08-10 | 2016-08-10 | Electric automobile transmission |
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| CN206112046U true CN206112046U (en) | 2017-04-19 |
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Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN106051107A (en) * | 2016-08-10 | 2016-10-26 | 河北工业大学 | Electric automobile transmission |
| CN114270079A (en) * | 2019-08-30 | 2022-04-01 | Gkn汽车有限公司 | Gear selection drum device and transmission device with same |
| DE102022214125A1 (en) | 2022-12-21 | 2024-06-27 | Zf Friedrichshafen Ag | Electric axle drive of a vehicle with a gearbox and an actuator |
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2016
- 2016-08-10 CN CN201620875157.3U patent/CN206112046U/en active Active
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN106051107A (en) * | 2016-08-10 | 2016-10-26 | 河北工业大学 | Electric automobile transmission |
| CN114270079A (en) * | 2019-08-30 | 2022-04-01 | Gkn汽车有限公司 | Gear selection drum device and transmission device with same |
| CN114270079B (en) * | 2019-08-30 | 2024-03-15 | Gkn汽车有限公司 | Gear selection drum device and transmission device having such a gear selection drum device |
| DE102022214125A1 (en) | 2022-12-21 | 2024-06-27 | Zf Friedrichshafen Ag | Electric axle drive of a vehicle with a gearbox and an actuator |
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