CN209943463U - Multi-gear speed change device of electric vehicle - Google Patents
Multi-gear speed change device of electric vehicle Download PDFInfo
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- CN209943463U CN209943463U CN201920765727.7U CN201920765727U CN209943463U CN 209943463 U CN209943463 U CN 209943463U CN 201920765727 U CN201920765727 U CN 201920765727U CN 209943463 U CN209943463 U CN 209943463U
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Abstract
The utility model provides a many grades of speed change gear of electric motor car, belongs to the electric motor car field, and the driving shaft keeps off the driving gear and is provided with the fender driving gear with keeping off the driving gear outside, and the meshing has the clutch gear who has one-way clutch on the fender driving gear, and clutch gear sets up at the gear shifting epaxially, is less than by the rotational speed that clutch gear transmitted power take-off gear on the driven gear or keep off the driven gear and transmit the rotational speed on the power take-off gear, utilizes the utility model discloses multiplicable gear of shifting satisfies different roads, the traveling under the different loads, can reduce electric motor car many grades of speed change gear's manufacturing cost.
Description
Technical Field
The utility model relates to a speed change gear, in particular to multi-gear speed change gear of electric motor car belongs to the electric motor car field.
Background
Along with the development of China in the aspect of economy, the environmental protection career is also paid attention, the electric vehicle is used as a zero-emission green environment-friendly vehicle and is greatly developed, especially in some rural areas, the electric vehicle like an electric tricycle becomes a convenient transportation tool for farmers, the electric vehicle capable of shifting gears and changing speeds is favored by some farmers and merchants, and the gear-shifting and speed-changing vehicle can run at corresponding speeds according to different roads and different loads.
Fig. 2 is a schematic structural diagram of a conventional electric vehicle gear shifting and speed changing device, wherein a first-gear driving gear 21 and a second-gear driving gear 22 are fixedly arranged on a driving shaft 20, a first-gear driven gear 23 and a second-gear driven gear 24 are respectively engaged with the first-gear driving gear 21 and the second-gear driving gear 22, the first-gear driven gear 23 and the second-gear driven gear 24 are rotatably arranged on a shifting shaft 25, a power output gear 28 is fixedly arranged on an outer shifting shaft 25 of the first-gear driven gear 23 and the second-gear driven gear 24, the power output gear 28 is engaged with an input gear 29 of a differential mechanism 30, and the differential mechanism 30 transmits power to two half shafts 31 on two sides through planet gears and sun gears arranged inside, and drives wheels 32 connected with the half shafts 31 to rotate.
In the conventional gear shifting device for electric vehicles, a shift fork ring 26 is disposed between a first-gear driven gear 23 and a second-gear driven gear 24, the shift fork ring 26 is slidably disposed on a shift shaft 25 between the first-gear driven gear 23 and the second-gear driven gear 24 through an axial sliding key, that is, the shift fork ring 26 can axially slide along the sliding key, so that the shift fork ring 26 and the shift shaft 25 rotate simultaneously, inner splines 27b or/and outer splines 27a of spline shafts are disposed on both sides of the shift fork ring 26, and outer splines 27a or/and inner splines 27b are disposed on the first-gear driven gear 23 and the second-gear driven gear 24 on opposite sides of the inner splines 27b or/and the outer splines 27a on both sides of the shift fork ring 26, and the shift fork ring 26 is moved by manually shifting the shift fork ring 26 left and right, so that the shift fork ring 26 is engaged with the outer splines 27a or/and the inner splines 27b disposed on the first-gear driven gear 23 and the second-gear driven gear 24 And the vehicle speed is changed.
The specific power transmission mode is as follows: when the shift fork ring 26 is moved on the external splines 27a and/or the internal splines 27b of the first-gear driven gear 23, the corresponding internal splines 27b and/or the external splines 27a of the spline shaft on the shift fork ring 26 side are engaged with the shift fork ring, the rotating first-gear driven gear 23 transmits power to the shift fork ring 26 through the spline shaft and then to the shift shaft 25, the shift shaft 25 drives the power output gear 28 to rotate, and then transmits power to the half shafts 31 and the wheels 32 on both sides through the input gear 29 of the differential 30, so that the vehicle is driven to run at the first-gear speed.
Similarly, when the shift ring 26 is moved over the external splines 27a and/or the internal splines 27b of the second-gear driven gear 24, the vehicle is driven at the second-gear speed.
When the shift fork ring 26 is located at the intermediate position between the first-gear driven gear 23 and the second-gear driven gear 24, the spline shaft teeth on the first-gear driven gear 23 and the second-gear driven gear 24 are not engaged with the spline shaft teeth on the shift fork ring 26, and therefore, no linkage is formed, and even if the first-gear driven gear 23 and the second-gear driven gear 24 rotate, the power output gear 28 is not driven to rotate, and therefore, the position belongs to the neutral position.
The main shaft 20 can rotate in the forward direction and also in the reverse direction, and when the forward direction is the forward direction, the reverse direction is the reverse direction. Therefore, in the prior art, there are a first forward gear, a second forward gear, a neutral gear, a first reverse gear, and a second reverse gear. When the electric vehicle moves forwards and backwards, the electric vehicle has two gears.
Because the vehicle can travel on different roads, different loads can be generated, only two speeds are available, the running speed cannot be changed through more steps, multiple steps are better choices, and the gear shifting and speed changing vehicle can further travel at corresponding speeds according to different roads and different loads. If the number of the gear positions is increased by adding one set of the gear shifting device, the cost is greatly increased, and the problem of how to increase the gear positions at low cost is a concern of technicians.
Disclosure of Invention
To the electric motor car prior art in, only two grades when going forward, can't carry out more shifts according to the demand, in order to satisfy this demand, the utility model provides a many grades of speed change gear of electric motor car, its purpose increases the grade of shifting, satisfies the travelling under different roads, the different loads, can reduce the manufacturing cost of many grades of speed change gear of electric motor car.
The technical scheme of the utility model is that: a multi-gear speed change device of an electric vehicle comprises a driving shaft, a first-gear driving gear and a second-gear driving gear which are fixedly arranged on the driving shaft, a first-gear driven gear and a second-gear driven gear which are respectively engaged with the first-gear driving gear and the second-gear driving gear, and the first-gear driven gear and the second-gear driven gear are rotatably arranged on a gear change shaft, a gear change fork ring is axially and slidably arranged on the gear change shaft between the first-gear driven gear and the second-gear driven gear by utilizing a sliding key, inner splines or/and outer splines are arranged on two sides of the gear change fork ring, the first-gear driven gear and the second-gear driven gear which are opposite to each other on two sides of the gear change fork ring are respectively provided with outer splines or/and inner splines which are mutually matched, a power output gear arranged on the outer sides of the first-gear driven gear and the second-gear driven gear on the gear change shaft, an input gear of a differential, the low-gear driving gear is engaged with a clutch gear with a one-way clutch, the clutch gear is arranged on the gear shifting shaft, and the rotating speed transmitted to the power output gear by the clutch gear is less than the rotating speed transmitted to the power output gear by the first-gear driven gear or the second-gear driven gear;
furthermore, the clutch gear comprises a one-way clutch and a clutch fixed gear, the one-way clutch on the clutch gear is a wedge type one-way clutch, and one side of the outer ring of the one-way clutch is fixedly arranged on one side of the clutch fixed gear;
further, an inner ring of the one-way clutch is fixedly arranged on the gear shifting shaft, and a clutch fixed gear is rotatably arranged on the gear shifting shaft;
furthermore, the gear shifting fork ring is arranged on a gear shifting shaft between the first-gear driven gear and the second-gear driven gear in a sliding mode through a sliding key, external splines or internal splines of a spline shaft are arranged on two sides of the gear shifting fork ring, and internal splines or external splines corresponding to the first-gear driven gear and the second-gear driven gear are arranged on the sides, opposite to the two sides of the gear shifting fork ring, of the first-gear driven gear and the second-gear driven gear respectively;
furthermore, a shift fork is connected to the shift fork ring, the shift fork ring moves on the shift shaft during manual shift, when the shift fork ring moves between the first-gear driven gear and the second-gear driven gear, the inner spline shaft and the outer spline shaft are separated, the low-gear driving gear is meshed with the clutch gear, the clutch fixed gear rotates forward with the shift shaft and transmits to the power output gear, and when the shift fork moves on one side of the first-gear driven gear or one side of the second-gear driven gear, the inner spline shaft and the outer spline shaft are meshed, and the first-gear driven gear or the second-gear driven gear is linked with the shift shaft in forward and reverse rotation and transmits to the power output gear.
The utility model discloses a positive effect who has is: the low-gear driving gear is arranged on the outer sides of the first-gear driving gear and the second-gear driving gear on the driving shaft, the clutch gear with the clutch is meshed on the low-gear driving gear, and the clutch gear is arranged on the gear shifting shaft, so that a new forward gear can be added to the original neutral gear position, and the high-speed forward gear can move forwards at a low speed in a high-load state;
the rotating speed transmitted to the power output gear by the clutch gear is smaller than the rotating speed transmitted to the power output gear by the first-gear driven gear or the second-gear driven gear, so that the clutch gear can be driven to rotate when the first-gear driven gear or the second-gear driven gear rotates, in this case, the clutch gear is in a driven following rotation state and belongs to idle rotation, and the phenomena of damage of the clutch fixed gear and the like caused by the condition that the rotating speed of the first-gear driven gear or the second-gear driven gear is lower than the rotating speed of the clutch fixed gear can be avoided;
the inner ring of the clutch is fixedly arranged on the gear shifting shaft, the clutch fixed gear is rotatably arranged on the gear shifting shaft, when the gear shifting fork ring is positioned at the middle position of the first-gear driven gear and the second-gear driven gear on the gear shifting shaft, the power can be output to the input gear of the differential through linkage between the one-way clutch and the gear shifting shaft, and when the gear shifting fork ring is positioned at any side of the first-gear driven gear or the second-gear driven gear on the gear shifting shaft, the first-gear driven gear or the second-gear driven gear can be linked with the gear shifting shaft through mutual engagement between the internal spline or/and the external spline of the spline shaft of the spline teeth at two sides of the gear shifting fork ring and the external spline or/and the internal spline on the first-gear driven gear or the second-gear driven gear at the opposite side, so that the power is transmitted to the differential through the driven gear;
the one-way clutch can only be linked with the shift shaft when the vehicle runs forwards, the one-way clutch is in a locked state when the first-gear driven gear or the second-gear driven gear is linked with the shift shaft under the condition of running forwards, the one-way clutch drives the clutch fixed gear to rotate along with the shift shaft, the clutch gear is in a follow-up rotation state and belongs to a non-slip rotation state, when the first-gear driven gear or the second-gear driven gear is linked with the shift shaft under the condition of running backwards, a wedge block of the one-way clutch is separated from an inner ring and an outer ring, only the shift shaft rotates along with the inner ring fixed on the shift shaft, the wedge block and the outer ring do not rotate, and the clutch fixed gear is in rotational connection with the shift shaft;
through utilizing the utility model discloses multiplicable grade of shifting satisfies the travel under different roads, the different loads, can reduce electric motor car multispeed speed change gear's manufacturing cost.
Drawings
Fig. 1 is a schematic structural view of the gear shifting transmission of the present invention.
Fig. 2 is a schematic structural diagram of a prior electric vehicle gear shifting transmission device.
Fig. 3 is a schematic structural diagram of a wedge block.
FIG. 4 is a schematic illustration of a locked state of the one-way clutch.
FIG. 5 is a free-state schematic of the one-way clutch.
The clutch gear 10, the clutch fixed gear 11, the one-way clutch 12, the outer race 12a, the sprags 12b, the inner race 12c, the sprag holder 12d, the low gear drive gear 13, the drive shaft 20, the first gear drive gear 21, the second gear drive gear 22, the first gear driven gear 23, the second gear driven gear 24, the shift shaft 25, the shift fork ring 26, the external spline 27a, the internal spline 27b, the power output gear 28, the input gear 29, the differential 30, the half shaft 31, and the wheel 32.
Detailed Description
The following describes in detail embodiments of the present invention with reference to the drawings. In the following description, forward rotation is taken as a forward traveling direction, and reverse rotation is taken as a reverse or reverse direction.
The technical scheme of the utility model is a many grades of speed change gear of electric motor car, figure 1 is the utility model discloses the schematic structure of speed change gear shifts. Comprises a driving shaft 20, a first-gear driving gear 21 and a second-gear driving gear 22 fixedly arranged on the driving shaft 20, a first-gear driven gear 23 and a second-gear driven gear 24 respectively meshed with the first-gear driving gear 21 and the second-gear driving gear 22, the first-gear driven gear 23 and the second-gear driven gear 24 are rotatably arranged on a shift shaft 25, a shift fork ring 26 is axially and slidably arranged on the shift shaft 25 between the first-gear driven gear 23 and the second-gear driven gear 24 by utilizing a sliding key, inner splines 27b or/and outer splines 27a are arranged on two sides of the shift fork ring 26, the first-gear driven gear 23 and the second-gear driven gear 24 opposite to each other on two sides of the shift fork ring 26 are respectively provided with outer splines 27a or/and inner splines 27b which are matched with each other, a power output gear 28 arranged on the first-gear driven gear 23 and the second-gear driven gear 24 on the shift shaft 25, and an input gear 29 of a differential mechanism 30 meshed with the, the outer sides of a first gear driving gear 21 and a second gear driving gear 22 on the driving shaft 20 are provided with a low gear driving gear 13, the low gear driving gear 13 is engaged with a clutch gear 10 with a one-way clutch 12, the clutch gear 10 is arranged on a shift shaft 25, and the rotating speed of the power output gear 28 driven by the clutch gear 10 through the shift shaft 25 is less than the rotating speed of the power output gear 28 driven by a first gear driven gear 23 or a second gear driven gear 24 through the shift shaft 25, that is, the low gear rotating speed output by the clutch gear is lower than the rotating speed output by the first gear or the second gear.
The clutch gear 10 comprises a one-way clutch 12 and a clutch fixed gear 11, the one-way clutch 12 on the clutch gear 10 is a wedge type one-way clutch 12, and one side of an outer ring 12a of the one-way clutch 12 is fixedly arranged on one side of the clutch fixed gear 11.
The inner race 12c of the one-way clutch 12 is fixedly provided on the shift shaft 25 shaft, and the clutch fixed gear 11 is rotatably provided on the shift shaft 25 shaft.
The shift fork ring 26 is slidably disposed on the shift shaft 25 between the first-stage driven gear 23 and the second-stage driven gear 24 by using a sliding key, the shift fork ring 26 is provided at both sides thereof with external splines 27a or internal splines 27b of a spline shaft, and the first-stage driven gear 23 and the second-stage driven gear 24 opposite to both sides of the shift fork ring 26 are provided at both sides thereof with corresponding internal splines 27b or external splines 27a, respectively.
The shift fork ring 26 is connected with a shift fork, when the shift fork is manually operated, the shift fork ring 26 moves on the shift shaft 25, when the shift fork ring 26 moves between the first-gear driven gear 23 and the second-gear driven gear, the shafts of the internal spline 27b and the external spline 27a are separated, the low-gear driving gear 13 is meshed with the clutch gear 10 for rotation, the one-way clutch 12 of the clutch gear 10 is in a locked state by the driving of the low gear driving gear 13, the clutch fixed gear 11 rotates in a forward direction simultaneously with the shift shaft 25 by the driving of the one-way clutch 12, transmits power to the power output gear 28, when the shift fork is positioned on the first-gear driven gear 23 side or the second-gear driven gear 24 side, the internal spline 27b and the external spline 27a are engaged, and the first-gear driven gear 23 or the second-gear driven gear 24 is linked with the shift shaft 25 in forward and reverse rotation, and power is transmitted to the power output gear 28.
In the present embodiment, the side of the shift ring 26 facing the first-stage driven gear 23 is provided with the internal spline 27b, the side of the shift ring 26 facing the second-stage driven gear 24 is provided with the external spline 27a, the side of the first-stage driven gear 23 facing the shift ring 26 is provided with the external spline 27a, and the side of the second-stage driven gear 24 facing the shift ring 26 is provided with the internal spline 27 b.
When the low drive gear 13 is rotated reversely, the one-way clutch 12 is in the locked state and is in the free state, and the shift shaft 25 is not locked, and therefore, the shift shaft 25 and the clutch gear 10 are not rotated simultaneously when the vehicle is reversed.
The transmission line of power under each gear during gear shifting is as follows:
1) power transmission route of forward low:
the low-gear drive gear 13 and the clutch fixed gear 11 are simultaneously engaged and rotated in the forward direction (the first-gear drive gear 21 and the first-gear driven gear 23 are engaged and rotated in the forward direction, and the second-gear drive gear 22 and the second-gear driven gear 24 are engaged and rotated in the forward direction) → the shift fork is positioned on the shift shaft 25 between the first-gear driven gear 23 and the second-gear driven gear 24, and the internal spline 27b and the external spline 27a of the spline tooth are separated → the one-way clutch 12 is in the locked state → the clutch gear 10 and the shift shaft 25 are simultaneously rotated in the forward direction → the power output shaft 28 is rotated → the input gear 29 of the differential 30 is rotated in the forward direction → the half shafts 31 on both sides of the differential 30 are rotated →;
2) power transmission state of low gear at reverse:
when the vehicle is in a backward movement, the one-way clutch 12 is in a free state, the one-way clutch 12 is separated from the gear shifting shaft 25, the clutch gear 10 does not output power to the gear shifting shaft, and wheels do not rotate;
3) power transmission route to first forward gear:
the first-gear driving gear 21 and the first-gear driven gear 23 are meshed for forward rotation (the second-gear driving gear 22 and the second-gear driven gear 24 are meshed for forward rotation at the same time, and the low-gear driving gear 13 and the clutch fixed gear 11 are meshed for forward rotation at the same time) → the shift fork drives the shift fork ring 26 to move close to the spline teeth of the first-gear driven gear 23 → the first-gear driven gear 23 drives the shift fork ring 26 and the shift shaft 25 to rotate forward (the clutch gear follows for rotation) → the power output shaft 28 rotates forward → the input gear 29 of the differential 30 rotates forward → the half shafts 31 on both sides of the differential 30 rotate forward → the wheels 32 rotate forward;
4) power transmission route for reverse first gear:
the first-gear driving gear 21 and the first-gear driven gear 23 are meshed and reversely rotated (the second-gear driving gear 22 and the second-gear driven gear 24 are meshed and rotated simultaneously in reverse, and the low-gear driving gear 13 and the clutch fixed gear 11 are meshed and rotated simultaneously in reverse) → the shift fork ring 26 is driven by the shift fork to move close to the spline teeth of the first-gear driven gear 23 → the first-gear driven gear 23 drives the shift fork ring 26 and the shift shaft 25 to reversely rotate (the separation between the one-way clutch 12 and the shift shaft 25 is in a free state) → the power output shaft 28 is reversely rotated → the input gear 29 of the differential 30 is reversely rotated → the half shafts 31 on both sides of the differential 30 are reversely rotated → the wheels 32 are reversely rotated;
5) power transmission route of forward second gear:
the second gear driving gear 22 and the second gear driven gear 24 are meshed for forward rotation (the first gear driving gear 21 and the first gear driven gear 23 are meshed for forward rotation, and the low gear driving gear 13 and the clutch fixed gear 11 are simultaneously meshed for forward rotation) → the shift fork drives the shift fork ring 26 to move close to the spline teeth of the second gear driven gear 24 → the second gear driven gear 24 drives the shift fork ring 26 and the shift shaft 25 to rotate forward (the clutch gear follows rotation) → the power output shaft 28 rotates forward → the input gear 29 of the differential 30 rotates forward → the half shafts 31 on both sides of the differential 30 rotate forward → the wheels 32 rotate forward;
6) and (3) backing off a power transmission route of the second gear:
the second gear driving gear 22 and the second gear driven gear 24 are meshed and reversely rotated (the first gear driving gear 21 and the first gear driven gear 23 are meshed and reversely rotated, and the low gear driving gear 13 and the clutch fixed gear 11 are simultaneously meshed and reversely rotated) → the shift fork ring 26 is driven by the shift fork to move close to the spline teeth of the second gear driven gear 24 to combine → the second gear driven gear 24 drives the shift fork ring 26 and the shift shaft 25 to reversely rotate (separation between the one-way clutch 12 and the shift shaft 25) → reverse rotation of the power output shaft 28 → reverse rotation of the input gear 29 of the differential 30 → reverse rotation of the half shafts 31 on both sides of the differential 30 → reverse rotation of the wheels 32;
as can be seen from the above, the engagement of the low-gear driving gear 13 and the clutch gear 10 can increase a forward gear by a rotation speed lower than the first gear and the second gear.
The following is a schematic description of a sprag-type one-way clutch:
1. principle of one-way clutch
Fig. 3 is a structural schematic diagram of the wedge. The one-way clutch is generally composed of an inner race 12c, an outer race 12a, a plurality of sprags 12b, and a sprag holder 12 d. The sprags 12b transmit force from one race to the other race by wedging between the inner race 12c and the outer race 12 a. The diagonal diameters of two wedges are a large diagonal a and a small diagonal C, respectively, (i.e., the distance from one corner of the wedge to the other diagonal) where the large diagonal a is greater than the length of the small diagonal C. When the inner ring and the outer ring rotate relatively, the wedge action forces the wedge block 12B to have a larger vertical position on a larger cross section, B is the distance between the inner ring 12C and the outer ring 12a, and has the characteristics that A is larger than B, and B is larger than C (A is larger than B is larger than C);
2. locked state
Fig. 4 is a schematic diagram of the locked state of the one-way clutch. When the clutch fixed gear 11 is driven by the low-gear driving gear 13 to rotate along an arrow (forward direction), the wedge 12B also rotates, a large diagonal a of the wedge 12B rotates in a direction parallel to a distance B between the inner ring 12c and the outer ring 12a, the large diagonal a of the wedge 12B locks between the inner ring 12c and the outer ring 12a, and since the inner ring 12c is fixed on the shift shaft 25, the one-way clutch 12 is fixed on the side surface of the clutch fixed gear 11, and finally the clutch gear 10 and the shift shaft 25 rotate simultaneously;
3. free state
Fig. 5 is a schematic view of the locked state of the one-way clutch. When the clutch fixed gear 11 is driven by the low-gear driving gear 13 to rotate in the direction opposite to the locking direction (the reverse direction), the wedge 12B also rotates, the large diagonal a of the wedge 12B rotates in the direction perpendicular to the distance B between the inner ring 12C and the outer ring 12a, the small diagonal C of the wedge 12B tends to be parallel to the distance B between the inner ring 12C and the outer ring 12a, and since B is greater than C, the inner ring 12C and the outer ring 12a cannot be locked, and since the inner ring 12C is fixed to the shift shaft 25, the one-way clutch 12 is fixed to the side surface of the clutch fixed gear 11, the wedge 12B does not rotate between the inner ring 12C and the outer ring 12a at the same time, the clutch gear 10 and the shift shaft 25 do not rotate at the same time, and thus the clutch gear 10 and the shift shaft 25 are in the self-healing state.
Since the differential is a mature prior art, it is not described here, but is described in websites and various books.
The utility model has the advantages that the low-gear driving gear 13 is arranged outside the first-gear driving gear 21 and the second-gear driving gear 22 on the driving shaft 20, the clutch gear 10 with the clutch is meshed on the low-gear driving gear 13, and the clutch gear 10 is arranged on the gear shifting shaft 25, so that a new forward gear can be added on the original neutral position, and the vehicle can move forward at low speed under a heavy load state;
the rotating speed of the power output gear 28 driven by the clutch gear 10 through the shifting shaft 25 is lower than the rotating speed of the power output gear 28 driven by the first-gear driven gear 23 or the second-gear driven gear 24 through the shifting shaft 25, so that the clutch gear 10 can be driven to rotate when the first-gear driven gear 23 side or the second-gear driven gear 24 side rotates, in this case, the clutch gear 10 is in a driven following rotation state and belongs to idle-slip rotation, and the phenomena of damage and the like of the clutch fixed gear 11 caused by the condition that the rotating speed of the first-gear driven gear 23 side or the second-gear driven gear side is lower than the rotating speed of the clutch fixed gear 11 can be avoided;
by fixedly disposing the clutch inner 12c on the shift shaft 25, the clutch fixed gear 11 is rotatably disposed on the shift shaft 25, when the shift fork ring 26 is in the intermediate position between the first-gear driven gear 23 and the second-gear driven gear on the shift shaft 25, the power can be output from the power output gear 28 to the input gear 29 of the differential 30 by the interlocking between the one-way clutch 12 and the shift shaft 25, when shift ring 26 is on either side of first gear driven gear 23 or second gear driven gear on shift shaft 25, the first-gear driven gear 23 or the second-gear driven gear can be interlocked with the shift shaft 25 by the mutual engagement between the internal spline 27b or/and the external spline 27a of the spline teeth on the shift fork ring 26 side and the external spline 27a or/and the internal spline 27b on the opposite-side first-gear driven gear 23 or the second-gear driven gear, and power can be transmitted from the power output gear 28 to the input gear 29 of the differential 30;
the one-way clutch 12 can only be in locking linkage with the shift shaft 25 when the vehicle runs forwards, when the first-gear driven gear 23 or the second-gear driven gear is in linkage with the shift shaft 25, under the condition of forward running, the one-way clutch 12 is in a locking state, the one-way clutch 12 drives the clutch fixed gear 11 to rotate along with the shift shaft 25, the clutch gear 10 is in following rotation and belongs to a slip rotation state, under the condition of reverse running, the wedge 12b of the one-way clutch 12, the inner ring 12c and the outer ring 12a are in a separated free state, only the shift shaft 25 rotates to connect the inner ring 12c to rotate, and due to the fact that the clutch fixed gear 11 is in rotating connection with the shift shaft 25, under the condition, the one-way clutch 12 and the clutch fixed gear 11 hardly rotate or slightly rotate by inertia by accident;
through utilizing the utility model discloses multiplicable grade of shifting satisfies the travel under different roads, the different loads, and accident risk when reducing the climbing can reduce electric motor car many grades of speed change gear's manufacturing cost.
Claims (5)
1. A multi-gear speed change device of an electric vehicle comprises a driving shaft, a first gear driving gear and a second gear driving gear which are fixedly arranged on the driving shaft, a first gear driven gear and a second gear driven gear which are respectively meshed with the first gear driving gear and the second gear driving gear, one keeps off driven gear and two keep off driven gear and rotate and set up on the shifting shaft, utilize sliding key endwise slip to be provided with the shift fork ring on the shift shaft between one keeps off driven gear and the two keep off driven gear, shift fork ring both sides are provided with internal spline or/and external spline, shift fork ring both sides relative one keep off driven gear and two keep off driven gear side and be provided with the outer spline or/and the internal spline of intermeshing respectively, shift epaxial one keep off the power take-off gear that driven gear and two keep off the driven gear outside set up, the last meshing of power take-off gear has differential mechanism's input gear, its characterized in that: and the outer sides of the first gear driving gear and the second gear driving gear on the driving shaft are provided with a resisting driving gear, the resisting driving gear is engaged with a clutch gear with a one-way clutch, the clutch gear is arranged on the gear shifting shaft, and the rotating speed transmitted to the power output gear by the clutch gear is less than the rotating speed transmitted to the power output gear by the first gear driven gear or the second gear driven gear.
2. The multi-speed transmission of an electric vehicle as claimed in claim 1, wherein: the clutch gear comprises a one-way clutch and a clutch fixed gear, the one-way clutch on the clutch gear is a wedge type one-way clutch, and one side of the outer ring of the one-way clutch is fixedly arranged on one side of the clutch fixed gear.
3. The multi-speed transmission of an electric vehicle as claimed in claim 1, wherein: the inner ring of the one-way clutch is fixedly arranged on the gear shifting shaft, and the clutch fixed gear is rotatably arranged on the gear shifting shaft.
4. The multi-speed transmission of an electric vehicle as claimed in claim 1, wherein: the gear shifting fork ring is arranged on a gear shifting shaft between the first gear driven gear and the second gear driven gear in a sliding mode through the sliding key, the outer spline or the inner spline of the spline shaft is arranged on the two sides of the gear shifting fork ring, and the first gear driven gear and the second gear driven gear which are opposite to each other on the two sides of the gear shifting fork ring are respectively arranged on the corresponding inner spline or the corresponding outer spline.
5. The multi-speed transmission of an electric vehicle as claimed in claim 1, wherein: the gear shifting fork ring is connected with a gear shifting fork, the gear shifting fork ring moves on the gear shifting shaft during manual gear shifting, when the gear shifting fork ring moves between the first gear driven gear and the second gear driven gear, the inner spline shaft and the outer spline shaft are separated, the blocking driving gear is meshed with the clutch gear, the clutch fixed gear rotates forwards with the gear shifting shaft and transmits the power output gear, when the gear shifting fork is arranged on one side of the first gear driven gear or one side of the second gear driven gear, the inner spline shaft and the outer spline shaft are meshed, and the first gear driven gear or the second gear driven gear is linked with the gear shifting shaft in a forward rotation mode and a reverse rotation mode and transmits the power output gear.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201920765727.7U CN209943463U (en) | 2019-05-27 | 2019-05-27 | Multi-gear speed change device of electric vehicle |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201920765727.7U CN209943463U (en) | 2019-05-27 | 2019-05-27 | Multi-gear speed change device of electric vehicle |
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| CN209943463U true CN209943463U (en) | 2020-01-14 |
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| CN201920765727.7U Expired - Fee Related CN209943463U (en) | 2019-05-27 | 2019-05-27 | Multi-gear speed change device of electric vehicle |
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Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112387440A (en) * | 2020-10-19 | 2021-02-23 | 浙江太阳神机电科技有限公司 | Spraying and cleaning machine |
| CN113958704A (en) * | 2020-07-20 | 2022-01-21 | 光阳工业股份有限公司 | Speed change device for electric vehicle |
| CN114215888A (en) * | 2021-11-30 | 2022-03-22 | 周旭亮 | Rotary power transmission device and vehicle power assembly system |
| CN115875448A (en) * | 2023-02-20 | 2023-03-31 | 江苏淮海新能源车辆有限公司 | Speed change gear of electric tricycle |
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2019
- 2019-05-27 CN CN201920765727.7U patent/CN209943463U/en not_active Expired - Fee Related
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113958704A (en) * | 2020-07-20 | 2022-01-21 | 光阳工业股份有限公司 | Speed change device for electric vehicle |
| CN113958704B (en) * | 2020-07-20 | 2024-04-09 | 光阳工业股份有限公司 | Speed change device for electric vehicle |
| CN112387440A (en) * | 2020-10-19 | 2021-02-23 | 浙江太阳神机电科技有限公司 | Spraying and cleaning machine |
| CN114215888A (en) * | 2021-11-30 | 2022-03-22 | 周旭亮 | Rotary power transmission device and vehicle power assembly system |
| CN115875448A (en) * | 2023-02-20 | 2023-03-31 | 江苏淮海新能源车辆有限公司 | Speed change gear of electric tricycle |
| CN115875448B (en) * | 2023-02-20 | 2023-10-10 | 江苏淮海新能源车辆有限公司 | Speed change device of electric tricycle |
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