CN210258002U - An electric vehicle power transmission integrated system - Google Patents
An electric vehicle power transmission integrated system Download PDFInfo
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- CN210258002U CN210258002U CN201920886528.1U CN201920886528U CN210258002U CN 210258002 U CN210258002 U CN 210258002U CN 201920886528 U CN201920886528 U CN 201920886528U CN 210258002 U CN210258002 U CN 210258002U
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Abstract
本实用新型提供了一种电动汽车动力传动一体化系统，包括驱动电机和变速器本体。所述变速器本体包括输入轴、输出轴、中间轴和倒挡轴，输入轴左端直接与驱动电机的电枢绕组固连，右端装设有单向离合器，单向离合器右侧设置有输入常啮合齿轮；输出轴左端通过轴承支撑在输入常啮合齿轮内孔内，输出轴上从左到右依次装有二挡同步器、输出轴一挡齿轮、一挡倒挡同步器、输出轴倒挡齿轮；中间轴上从左到右依次固装有中间轴常啮合齿轮、中间轴一挡齿轮和中间轴倒挡齿轮；倒挡轴上固装有倒挡中间齿轮。本实用新型在驱动电机与变速器间设置有单向离合器，避免了无自动离合器式电动汽车动力传动系统的换挡困难，提升了换挡品质。
The utility model provides an electric vehicle power transmission integrated system, which comprises a drive motor and a transmission body. The transmission body includes an input shaft, an output shaft, an intermediate shaft and a reverse gear shaft. The left end of the input shaft is directly connected to the armature winding of the driving motor, the right end is provided with a one-way clutch, and the right side of the one-way clutch is provided with an input constant meshing Gear; the left end of the output shaft is supported in the inner hole of the input constant meshing gear through a bearing, and the output shaft is equipped with a second-speed synchronizer, a first-speed gear of the output shaft, a first-speed reverse synchronizer, and an output shaft reverse gear from left to right. ; The intermediate shaft is fixed with the intermediate shaft constant meshing gear, the first gear of the intermediate shaft and the reverse gear of the intermediate shaft in turn from left to right; the reverse gear is fixed on the reverse gear shaft. The utility model is provided with a one-way clutch between the driving motor and the transmission, which avoids the difficulty of shifting the power transmission system of the electric vehicle without an automatic clutch and improves the shifting quality.
Description
Technical Field
The utility model belongs to the technical field of electric automobile power transmission, concretely relates to electric automobile power transmission integration system.
Background
Energy and environmental problems are two main problems faced by the current social development, and the automobile, as one of the main contributors to the current energy demand and emission increase, puts higher requirements on the energy-saving and emission-reducing technology. The electric automobile has the advantages of energy conservation and environmental protection, and becomes one of the important development strategies of automobile industries of various countries in the world, and related key technical researches thereof become research hotspots at present.
The power transmission system of the electric automobile mainly comprises a driving motor and a transmission. As a core component of an electric automobile, the technical innovation of the electric automobile is one of the keys of the development of the automobile industry in China, and directly influences the competition pattern of the whole automobile in the future.
The power transmission system of the driving motor and the single-stage reducer is a typical power transmission technical scheme of an electric automobile for carrying out stepless speed regulation on the automobile by utilizing the speed regulation characteristic of the motor, has the advantages of simple structure and easiness in control, but has the problems of reduced working efficiency of the driving motor, low energy utilization efficiency and short driving range when the automobile runs at high speed.
Currently, in the field of pure electric vehicles, the dynamic and economical performance of the vehicle is generally improved by equipping a multi-gear automatic transmission. The power transmission system of the electric vehicle equipped with the multi-gear automatic transmission can improve the efficiency of the motor, prolong the endurance mileage, reduce the requirement on the torque of the motor, reduce the size and the weight of the motor and improve the dynamic performance of the pure electric vehicle, particularly the dynamic performance of the vehicle at a middle and high speed section.
The technical scheme is that a driving motor and two-gear automatic transmission structure scheme integrating a driving motor output shaft and a transmission input shaft is adopted, namely a clutch-free two-gear electric automobile power transmission system is the mainstream scheme in the prior art, but due to the rigid connection of a driving motor rotor and a transmission power input part, the rotational inertia is too large, and the problem of difficulty in the gear shifting process exists. The automatic clutch is arranged between the driving motor and the transmission to solve the problems, but the power transmission system of the electric automobile with the automatic clutch is complex in structure, multiple in parts, large in required installation space and incapable of avoiding the problem of high control difficulty of the automatic clutch.
SUMMERY OF THE UTILITY MODEL
An object of the utility model is to provide an electric automobile power transmission integration system, solve through this system and do not have the automatic clutch formula electric automobile power transmission system in the difficult problem of shifting that the process of shifting exists, improve the vehicle quality of shifting.
In order to achieve the above purpose, the utility model adopts the following technical scheme:
an electric automobile power transmission integrated system comprises a driving motor and a transmission body, wherein the transmission body comprises an input shaft, an output shaft, a middle shaft and a reverse gear shaft,
the left end of the input shaft is directly fixedly connected with an armature winding of the driving motor, the right end of the input shaft is provided with a one-way clutch, an inner ring of the one-way clutch is connected with the right end of the input shaft through a spline, the right side of the one-way clutch is provided with an input normally-meshed gear, and the input normally-meshed gear is fixedly connected with an outer ring of the one-way clutch;
the left end of the output shaft is supported in an inner hole of the input normally engaged gear through a bearing, and a second gear synchronizer, an output shaft first gear, a first gear reverse gear synchronizer and an output shaft reverse gear are sequentially arranged on the output shaft from left to right, wherein the output shaft first gear and the output shaft reverse gear are sleeved on the output shaft through the bearing, and the second gear synchronizer and the first gear reverse gear synchronizer are connected with the output shaft through splines;
an intermediate shaft constant meshing gear, an intermediate shaft first gear and an intermediate shaft reverse gear are fixedly arranged on the intermediate shaft from left to right in sequence;
a reverse gear intermediate gear is fixedly arranged on the reverse gear shaft;
the input constant mesh gear and the intermediate shaft constant mesh gear form a pair of external mesh gear pairs, the output shaft first gear and the intermediate shaft first gear form a pair of external mesh gear pairs, and the reverse gear intermediate gear respectively forms a pair of external mesh gear pairs with the output shaft reverse gear and the intermediate shaft reverse gear.
Further, the input normally meshed gear and the outer ring of the one-way clutch are of an integral structure.
Furthermore, the system also comprises a transmission shell, the transmission body is arranged in the transmission shell, the right end of the output shaft is supported on the transmission shell through a bearing, the intermediate shaft is supported on the transmission shell through bearings at two ends, and the reverse gear shaft is supported on the transmission shell through bearings at two ends.
Further, the system also comprises a motor shell, and the driving motor is arranged in the motor shell.
Further, the motor shell is connected and assembled with the transmission shell through screws; or the motor shell and the transmission shell are of an integrated structure.
Further, the system is controlled by a system control unit, and the system control unit is used for controlling the engagement or disengagement of the two-gear synchronizer and the input normally-meshed gear, the engagement or disengagement of the one-gear reverse synchronizer and the output shaft one-gear and the output shaft reverse gear, and controlling the rotating speed of the driving motor to separate the inner ring and the outer ring of the one-way clutch.
Compared with the prior art, the utility model has the advantages of it is following:
1) the utility model provides an electric automobile power transmission integrated system has 2 and advances the fender and 1 reverse gear, through the reasonable matching and the optimization of velocity ratio, both can effectively satisfy the dynamic nature demand under the different operating modes of vehicle, can improve vehicle energy utilization efficiency and continuation of the journey mileage again, can also reduce the requirement of vehicle to driving motor and battery;
2) the utility model provides an electric automobile power transmission integrated system is provided with one-way clutch between driving motor and derailleur, and when driving motor rotational speed was less than one-way clutch power take off part, one-way clutch power input, output part were in the separation state, realized power cut off, reduced derailleur power input part inertia, avoided the difficulty of shifting gears, and then promoted the quality of shifting gears; when the driving motor drives the vehicle to run, the power input and output parts of the one-way clutch are in an engaged state, so that power transmission is realized;
3) the one-way clutch and the input normally meshed gear of the power transmission integrated system of the electric automobile are of an integrated structure, so that the installation space is saved, and the system integration level is improved;
4) the utility model provides a reasonable control method of electric automobile power transmission integration system accessible realizes the coordinated integration control to the system, further reduces the power interruption time of shifting, improves the system quality of shifting.
Drawings
Fig. 1 is a schematic structural diagram of an electric vehicle power transmission integrated system according to an embodiment of the present invention;
fig. 2 is a first gear power transmission route diagram of an electric vehicle power transmission integrated system according to an embodiment of the present invention;
fig. 3 is a second gear power transmission route diagram of the power transmission integrated system of the electric vehicle according to the embodiment of the present invention;
fig. 4 is a reverse gear power transmission route diagram of the power transmission integrated system of the electric vehicle according to the embodiment of the present invention.
In the figure: the synchronous transmission comprises a driving motor 1, a one-way clutch 2, an input normally meshed gear 3, a two-gear synchronizer 4, an output shaft one-gear 5, a first-gear reverse synchronizer 6, an output shaft reverse gear 7, an output shaft 8, an intermediate shaft reverse gear 9, an intermediate shaft 10, a reverse shaft 11, a reverse gear intermediate gear 12, an intermediate shaft gear 13, an intermediate shaft normally meshed gear 14, a transmission shell 15, a transmission body 16, an input shaft 17, an armature winding 18 and a motor shell 19.
Detailed Description
The invention will be further described with reference to specific embodiments. The following examples are only for illustrating the technical solutions of the present invention more clearly, and the protection scope of the present invention is not limited thereby.
As shown in fig. 1, the present invention is an electric vehicle power transmission integrated system. The system includes a drive motor 1, a transmission body 16, a motor housing 19, and a transmission case 15. The drive motor 1 is disposed in a motor case 19, and the transmission body 16 is disposed in a transmission case 15.
The transmission body 16 is formed by connecting and assembling a one-way clutch 2, an input normally meshed gear 3, a two-gear synchronizer 4, an output shaft first-gear 5, a first-gear reverse gear synchronizer 6, an output shaft reverse gear 7, an output shaft 8, an intermediate shaft reverse gear 9, an intermediate shaft 10, a reverse gear shaft 11, a reverse gear intermediate gear 12, an intermediate shaft first-gear 13, an intermediate shaft normally meshed gear 14 and an input shaft 17.
The input shaft 17 is fixedly connected with an armature winding 18 of the driving motor 1, is also a power output shaft of the driving motor 1, and is provided with an external spline at the right end.
The inner ring of the one-way clutch 2 is provided with an internal spline which is connected with an external spline arranged at the right end of the input shaft 17 through a spline.
The input constant mesh gear 3 is fixedly connected with the outer ring of the one-way clutch 2 and can also be formed into an integral structure, and the input constant mesh gear 3 is positioned on the right side of the one-way clutch 2.
The output shaft 8 is sequentially provided with a second gear synchronizer 4, an output shaft first gear 5, a first gear reverse gear synchronizer 6 and an output shaft reverse gear 7 from left to right. The first-gear output shaft gear 5 and the reverse-gear output shaft gear 7 are sleeved on the output shaft 8 through bearings, and the second-gear synchronizer 4 and the first-gear reverse-gear synchronizer 6 are connected with the output shaft 8 through splines. The left end of the output shaft 8 is supported in the inner hole of the input constant mesh gear 3 through a bearing, and the right end is supported on the transmission case 15 through a bearing.
An intermediate shaft constant meshing gear 14, an intermediate shaft first gear 13 and an intermediate shaft reverse gear 9 are fixedly arranged on the intermediate shaft 10 from left to right in sequence. The intermediate shaft 10 is supported on the transmission housing 15 by means of two-end bearings.
The reverse gear shaft 11 is supported on the transmission housing 15 through bearings at two ends, and the reverse gear intermediate gear 12 is fixedly arranged on the reverse gear shaft 11.
The input constant mesh gear 3 and the intermediate shaft constant mesh gear 14 form a pair of external mesh gear pairs; the output shaft first gear 5 and the intermediate shaft first gear 13 form a pair of external gear pairs; the output shaft reverse gear 7, the intermediate shaft reverse gear 9 and the reverse gear intermediate gear 12 form two pairs of external gear pairs.
In the embodiment of the present invention, the transmission housing 15 is connected and assembled with the motor housing 19 by screws. In other embodiments of the present invention, the transmission housing 15 and the motor housing 19 are an integral structure.
Referring to fig. 2 to 4, a power transmission route and an operation principle of the integrated power transmission system of an electric vehicle according to the embodiment of the present invention are described as follows:
① neutral gear, the gear switch of the transmission is in neutral gear, the electric door pedal is released, the driving motor 1 does not work and has no power output, meanwhile, each synchronizer is not meshed with any gear, and is in neutral position, the electric door pedal is stepped down, the power of the driving motor 1 is transmitted to the input normally meshed gear 3 through the one-way clutch 2 by the input shaft 17, and then sequentially passes through the intermediate shaft normally meshed gear 14 and the intermediate shaft 10, each synchronizer is not meshed with any gear, and the power can not be transmitted to the output shaft 8, and is in neutral position.
When the gear needs to be changed from the neutral gear to the forward gear, the transmission gear switch is changed from the neutral gear to the forward gear, and the system control unit controls the first-gear reverse synchronizer 6 to be meshed with the first-gear 5 of the output shaft.
When the gear needs to be changed from the neutral gear to the reverse gear, the transmission gear switch is changed from the neutral gear to the reverse gear, and the system control unit controls the first-gear reverse gear synchronizer 6 to be meshed with the output shaft reverse gear 7.
② the first gear is the gear switch of the speed changer in the forward gear, the electric door pedal is pressed, the output power of the driving motor 1 is transmitted to the input normally engaged gear 3 by the input shaft 17 through the one-way clutch 2, and then is output by the output shaft 8 through the intermediate shaft normally engaged gear 14, the intermediate shaft 10, the intermediate shaft first gear 13, the output shaft first gear 5 and the first gear reverse gear synchronizer 6 in sequence.
When the first gear is required to be increased to the second gear, the system control unit controls the rotating speed of the driving motor 1 to separate the inner ring and the outer ring of the one-way clutch 2, so that the partial rotational inertia of the armature winding 18 of the driving motor 1 is eliminated, and simultaneously controls the first-gear reverse gear synchronizer 6 to be disengaged from the first-gear 5 of the output shaft and the second-gear synchronizer 4 to be engaged with the input normally engaged gear 3.
③ two gears, the output power of the driving motor 1 is transmitted to the input constant mesh gear 3 by the one-way clutch 2, then passes through the two gears synchronizer 4 and is output by the output shaft 8.
When the speed is required to be reduced from the second gear to the first gear, the rotating speed of the driving motor 1 is controlled to separate the inner ring and the outer ring of the one-way clutch 2, the partial rotational inertia of the armature winding 18 of the driving motor 1 is eliminated, meanwhile, the second-gear synchronizer 4 is controlled to be disengaged from the input normally engaged gear 3, and the first-gear reverse gear synchronizer 6 is engaged with the output shaft first-gear 5.
④ reverse gear, the gear switch of the transmission is in reverse gear, the electric door pedal is pressed, the output power of the driving motor 1 is transmitted to the input constant mesh gear 3 by the one-way clutch 2, and then sequentially passes through the intermediate shaft constant mesh gear 14, the intermediate shaft 10, the intermediate shaft reverse gear 9, the reverse gear intermediate gear 12, the output shaft reverse gear 7 and the first gear reverse gear synchronizer 6, and is output by the output shaft 8.
The present invention has been disclosed in the foregoing with reference to the preferred embodiments, but it is not intended to limit the present invention, and all technical solutions obtained by adopting equivalent replacement or equivalent transformation schemes fall within the protection scope of the present invention.
Claims (7)
1. The power transmission integrated system of the electric automobile is characterized by comprising a driving motor (1) and a transmission body (16), wherein the transmission body (16) comprises an input shaft (17), an output shaft (8), an intermediate shaft (10) and a reverse gear shaft (11),
the left end of the input shaft (17) is directly fixedly connected with an armature winding (18) of the driving motor (1), the right end of the input shaft is provided with a one-way clutch (2), the inner ring of the one-way clutch (2) is connected with the right end of the input shaft (17) through a spline, the right side of the one-way clutch (2) is provided with an input normally-meshed gear (3), and the input normally-meshed gear (3) is fixedly connected with the outer ring of the one-way clutch (2);
the left end of an output shaft (8) is supported in an inner hole of an input normally engaged gear (3) through a bearing, a second gear synchronizer (4), an output shaft first gear (5), a first gear reverse gear synchronizer (6) and an output shaft reverse gear (7) are sequentially arranged on the output shaft (8) from left to right, wherein the output shaft first gear (5) and the output shaft reverse gear (7) are sleeved on the output shaft (8) through the bearing, and the second gear synchronizer (4) and the first gear reverse gear synchronizer (6) are connected with the output shaft (8) through splines;
an intermediate shaft constant meshing gear (14), an intermediate shaft first gear (13) and an intermediate shaft reverse gear (9) are fixedly arranged on the intermediate shaft (10) from left to right in sequence;
a reverse gear intermediate gear (12) is fixedly arranged on the reverse gear shaft (11);
the reverse gear intermediate gear (12) respectively forms a pair of external gear pairs with the output shaft reverse gear (7) and the intermediate shaft reverse gear (9).
2. The integrated power transmission system of the electric automobile according to claim 1, wherein the input constant mesh gear (3) and the outer ring of the one-way clutch (2) are of an integral structure.
3. The electric vehicle power transmission integration system according to claim 1 or 2, characterized in that the system further comprises a transmission housing (15), the transmission body (16) is arranged in the transmission housing (15), the right end of the output shaft (8) is supported on the transmission housing (15) through a bearing, the intermediate shaft (10) is supported on the transmission housing (15) through bearings at two ends, and the reverse gear shaft (11) is supported on the transmission housing (15) through bearings at two ends.
4. The integrated electric vehicle drivetrain system according to claim 3, further comprising a motor housing (19), wherein the drive motor (1) is disposed within the motor housing (19).
5. The integrated electric vehicle powertrain system of claim 4, wherein the motor housing (19) is assembled with the transmission housing (15) by screwing.
6. The integrated electric vehicle powertrain system of claim 4, wherein the motor housing (19) is integral with the transmission housing (15).
7. The electric vehicle power transmission integrated system according to claim 1, wherein the system is controlled by a system control unit for controlling engagement or disengagement of the second-gear synchronizer (4) with the input normally engaged gear (3), engagement or disengagement of the first-gear reverse synchronizer (6) with the output first-gear (5) and the output reverse gear (7), and control of the rotation speed of the drive motor (1) to disengage the inner and outer races of the one-way clutch (2).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201920886528.1U CN210258002U (en) | 2019-06-13 | 2019-06-13 | An electric vehicle power transmission integrated system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201920886528.1U CN210258002U (en) | 2019-06-13 | 2019-06-13 | An electric vehicle power transmission integrated system |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN210258002U true CN210258002U (en) | 2020-04-07 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201920886528.1U Expired - Fee Related CN210258002U (en) | 2019-06-13 | 2019-06-13 | An electric vehicle power transmission integrated system |
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| Country | Link |
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| CN (1) | CN210258002U (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110182047A (en) * | 2019-06-13 | 2019-08-30 | 淮阴工学院 | A kind of transmission integrated system of electric powered motor |
| CN113815405A (en) * | 2020-06-18 | 2021-12-21 | 现代自动车株式会社 | Powertrains for Electric Vehicles |
-
2019
- 2019-06-13 CN CN201920886528.1U patent/CN210258002U/en not_active Expired - Fee Related
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110182047A (en) * | 2019-06-13 | 2019-08-30 | 淮阴工学院 | A kind of transmission integrated system of electric powered motor |
| CN113815405A (en) * | 2020-06-18 | 2021-12-21 | 现代自动车株式会社 | Powertrains for Electric Vehicles |
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Granted publication date: 20200407 |
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| CF01 | Termination of patent right due to non-payment of annual fee |