CN210371892U - Transmission assembly and pure electric vehicle - Google Patents
Transmission assembly and pure electric vehicle Download PDFInfo
- Publication number
- CN210371892U CN210371892U CN201920332345.5U CN201920332345U CN210371892U CN 210371892 U CN210371892 U CN 210371892U CN 201920332345 U CN201920332345 U CN 201920332345U CN 210371892 U CN210371892 U CN 210371892U
- Authority
- CN
- China
- Prior art keywords
- gear
- intermediate shaft
- motor
- assembly
- input shaft
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Landscapes
- Structure Of Transmissions (AREA)
Abstract
The utility model discloses a derailleur assembly, gear shift power compensation method and electricelectric motor car, at whole shift process, the vehicle drive power variation becomes: before the synchronizer is disengaged from the gear, the traction motor and the ISG motor drive the vehicle to move forwards together; when the synchronizer is in a neutral position, the ISG motor drives the vehicle independently; after the synchronizer is combined with the target gear, the vehicle is driven to move forwards by the traction motor and the ISG motor together, and then the ISG motor gradually quits the driving of the vehicle. The driving force of the vehicle is not interrupted all the time in the neutral position, and the problem of power interruption in the gear shifting process of the AMT is solved.
Description
Technical Field
The utility model relates to a derailleur field, concretely relates to derailleur assembly and adopt electricelectric motor car of this derailleur assembly.
Background
The pure electric vehicle takes the motor as a power driving device, and the speed regulation range of the motor is wide, so that the prior pure electric vehicle mostly adopts a fixed speed ratio speed reducer with one gear as a speed reduction and torque increase mechanism. The electric automobile adopting the speed reducer with the fixed speed ratio has only one gear, so that the motor of the electric automobile is always in a low-efficiency area, precious battery energy is wasted, the driving range is reduced, and the requirement on a driving motor is improved; moreover, the reducer with the fixed speed ratio has the problems of heating of a driving motor in the low-speed climbing process, nonlinearity in high-speed flux weakening control, noise caused by high rotating speed and trailer safety, so that the multi-gear is an inevitable trend in the development of pure electric vehicles.
In order to solve the problems, the whole efficiency of the existing AT (automatic transmission) is lower than that of mechanical and AMT transmissions due to power consumption of a hydraulic part, forced lubrication and the like, and the AT transmission has higher cost; the prior art therefore proposes a two-gear transmission. There are two schemes.
The first scheme is that double-clutch control is adopted, a wet clutch is respectively arranged on an input shaft and an intermediate shaft of the transmission in a double-clutch structure, gear switching is realized by controlling combination and separation of different clutches, and although the two-gear pure electric transmission adopting double-clutch control can obtain relatively stable gear shifting performance, the cost is high, the control difficulty is high, the overall size of the transmission is larger due to the arrangement of the double clutches and auxiliary structures thereof, and the problem of gear shifting power interruption also exists;
scheme two, the AMT structure (mechanical type automatic gearbox) that adopts the synchronous ware to shift, the AMT structure that adopts the synchronous ware to shift uses direct current motor as the power of shifting, thereby it combines the realization function of shifting to drive synchronous ware and different gear gears through the motor, simple structure, with low costs, nevertheless has the power interruption problem when shifting.
SUMMERY OF THE UTILITY MODEL
The utility model discloses a derailleur assembly utilizes planetary gear assembly to link to each other ISG motor and derailleur output, and when shifting, the ISG motor compensates power through ring gear input power drive vehicle, solves the power interruption problem that exists when AMT structure shifts.
The utility model also discloses an adopt the electricelectric motor car that states the derailleur assembly, utilize planetary gear assembly to link to each other ISG motor and derailleur output, when shifting, the ISG motor compensates power through ring gear input power drive vehicle, solves the power interruption problem that exists when AMT structure shifts.
The invention discloses a transmission assembly, which comprises an input shaft, an intermediate shaft, a power output mechanism and a motor, wherein the intermediate shaft is arranged on the input shaft;
more than two input shaft gears are fixed on the input shaft;
the intermediate shaft is sequentially provided with a brake, an intermediate shaft gear, a synchronizer and a first constant meshing gear, wherein the intermediate shaft gear is correspondingly meshed with the input shaft gear on the input shaft and is sleeved on the intermediate shaft in an empty mode;
the power output mechanism comprises a second constant mesh gear, a planetary gear assembly, a differential assembly and a motor; the second constant mesh gear is meshed with the first constant mesh gear; the planetary gear assembly includes: the planetary gear set comprises a sun gear, a planetary gear, a planet carrier and a gear ring, wherein the planetary gear is arranged on the periphery of the sun gear and is meshed with the sun gear; the second constant mesh gear and a sun gear in the planetary gear assembly are integrated, and the left end of the sun gear is supported on the differential assembly through a needle bearing; the left end of the planet carrier is fixedly connected with the differential assembly;
the motor rotor of the motor and the periphery of the gear ring are connected in an interference manner and are integrally embraced.
Furthermore, the inner hub and the synchronizer of the brake are respectively arranged on the intermediate shaft through splines, and the first-gear of the intermediate shaft and the second-gear of the intermediate shaft are sleeved on the intermediate shaft through needle bearings in a hollow mode.
Further, the entire differential assembly is disposed within the motor rotor.
Furthermore, the inner hub of the brake and the synchronizer are respectively arranged on the intermediate shaft through splines, the intermediate shaft gear of the intermediate shaft comprises a first gear and an intermediate shaft second gear, and the first gear and the intermediate shaft second gear are sleeved on the intermediate shaft through a needle bearing in a hollow mode.
Further, the motor is an ISG motor.
The utility model also discloses a electricelectric motor car of adopting above-mentioned derailleur assembly.
The utility model discloses beneficial technological effect does:
1) during the entire shift, the vehicle driving force changes to: before the synchronizer is disengaged from the gear, the traction motor and the ISG motor drive the vehicle to move forwards together; when the synchronizer is in a neutral position, the ISG motor drives the vehicle independently; after the synchronizer is combined with the target gear, the vehicle is driven to move forwards by the traction motor and the ISG motor together, and then the ISG motor gradually quits the driving of the vehicle. The driving force of the vehicle is not interrupted all the time in the neutral position, and the problem of power interruption in the gear shifting process of the AMT is solved.
2) In order to ensure that the power of the ISG motor is input through a gear ring and output through a planet carrier during gear shifting power compensation, a brake is arranged on a middle shaft, and the brake is used for fixing a sun gear in a planetary mechanism to prevent the influence of shaking input of the middle shaft on the power of the ISG motor during neutral gear shifting.
3) The planetary gear mechanism is coupled with the differential mechanism assembly to achieve power confluence by utilizing the characteristics of compact structure and small volume of the planetary gear mechanism, and the planetary gear mechanism is placed in an ISG motor rotor to effectively reduce the axial size.
4) The two-gear transmission assembly is adopted to solve the problems that the conventional electric automobile only has one gear, the motor is often in a low-efficiency area, the energy of a battery is wasted, the driving range is reduced, and the requirement on a driving motor is improved.
Drawings
FIG. 1 is a diagrammatic illustration of a transmission assembly;
FIG. 2 is a cross-sectional view of the transmission assembly;
FIG. 3 is a transmission transfer route diagram;
the transmission comprises a first-gear input shaft gear, a second-gear input shaft gear, a brake, a second-gear intermediate shaft gear, a brake, a third-gear intermediate shaft gear, a synchronizer, a first-gear intermediate shaft gear, a second normally meshed gear, a sun gear, a planet carrier, a planet gear, a differential assembly, a gear ring, a motor rotor and a first normally meshed gear, wherein the first-gear input shaft gear is 1, the second-gear input shaft gear is 2, the brake is 3, the second-gear intermediate shaft gear is 4, the synchronizer is 5.
Detailed Description
As shown in fig. 1 to 3, the utility model discloses a transmission assembly, including input shaft, jackshaft, power take off mechanism and motor.
An input shaft first gear 1 and an input shaft second gear 2 are fixed on the input shaft.
The brake 3, the first gear 6, the second gear 4, the synchronizer 5 and the first constant mesh gear 14 are sequentially arranged on the intermediate shaft; the outer hub of the brake is connected to a gearbox body, the inner hub of the brake and the synchronizer are fixedly installed on the intermediate shaft through splines respectively, the first-gear of the intermediate shaft and the second-gear of the intermediate shaft are sleeved on the intermediate shaft through a needle bearing in a hollow mode, the first normally-meshed gear is fixed on the intermediate shaft, the synchronizer is arranged between the first-gear of the intermediate shaft and the second-gear of the intermediate shaft, the first-gear of the intermediate shaft is correspondingly meshed with the first-gear input shaft gear, and the second-gear of the intermediate shaft is correspondingly.
The power output mechanism comprises a second constant mesh gear 7, a planetary gear assembly, a differential assembly 11 and an ISG motor. The second constant mesh gear is meshed with the first constant mesh gear. The planetary gear assembly includes: a sun gear 8, planet gears which are peripheral to the sun gear and mesh with the sun gear, a carrier 9 which mounts and supports the planet gears, and a ring gear 12 which is peripheral to the planet gears and meshes with the planet gears. The second constant mesh gear is integrated with the sun gear in the planetary mechanism, and the left end of the sun gear is supported on the differential assembly through a needle bearing. The left end of the planet carrier is fixedly connected with the differential assembly, and the outer wheels are connected with the inner part of the differential assembly through the driving shaft. After power is transmitted to the sun gear, the sun gear is meshed with the planetary gear to transmit the power to the planet carrier provided with the planetary gear, and then the power is transmitted to the differential assembly to drive the differential assembly to rotate, and then the power is transmitted to wheels through the driving shaft connected with the inside of the differential.
The motor rotor 13 of the ISG motor and the periphery of the gear ring are connected in an interference manner and are integrally embraced. The entire differential assembly is disposed within the motor rotor.
The input shaft, the intermediate shaft and the output mechanism are all arranged on the box body through bearings.
By adopting the shifting power compensation method of the transmission assembly,
before gear shifting, the ISG motor outputs negative torque to tightly hold the gear ring through the motor rotor so that the gear ring is kept static, and the brake does not work. For the first gear case, the power output by one traction motor is transmitted to the input shaft through the input shaft first gear, transmitted to the intermediate shaft through the intermediate shaft first gear meshed with the input shaft first gear, transmitted to the sun gear in the planetary mechanism through the first constant mesh gear and the second constant mesh gear, and then drives the vehicle through the planetary gear, the planet carrier and the differential assembly. For the second gear, the synchronizer is combined with the second gear of the intermediate shaft, the power of the traction motor is transmitted to the intermediate shaft by the engagement of the second gear of the input shaft and the second gear of the intermediate shaft, and then the power transmission route is the same as that of the first gear.
In the gear-disengaging stage, the output torque of the traction motor is reduced, the output torque of the ISG motor is changed from negative torque to positive torque and is increased, the brake does not work, and the traction motor and the ISG motor drive the vehicle together.
In the neutral stage, when the torque of the traction motor is reduced to zero and the positive torque output by the ISG motor is increased to a fixed value, the brake works to hold the intermediate shaft tightly to stop rotating, the synchronizer is disengaged from the intermediate shaft gear of the current gear (for the first gear and the second gear, the synchronizer is disengaged from the intermediate shaft gear to the neutral position, for the second gear and the first gear, the synchronizer is disengaged from the intermediate shaft gear to the neutral position), the power of the ISG motor is transmitted to the planetary gear carrier through the engagement of the motor rotor, the gear ring and the planetary gear in sequence, and then transmitted to the differential assembly to drive the differential assembly to rotate, and then transmitted to the wheels through the driving shaft connected with the inside of the differential to drive the vehicle;
after the gear shifting is finished, the synchronizer is combined with the intermediate shaft gear of the target gear (for the first gear up and second gear, the synchronizer is combined with the intermediate shaft second gear, for the second gear down and first gear, the synchronizer is combined with the intermediate shaft first gear), the torque of the motor is reduced to negative torque, the gear ring is held still by the motor, the brake is released, and the output torque of the traction motor starts to increase and drives the vehicle.
The utility model discloses an adopt electricelectric motor car of above-mentioned derailleur assembly.
The utility model provides an adopt AMT derailleur that the synchronous ware structure shifted inevitably has the power interruption problem in neutral gear stage when shifting, utilize planetary gear mechanism to link to each other ISG motor and derailleur output for the power interruption of compensation shift in-process. The specific execution process comprises the following steps: during the entire shift, the vehicle driving force changes to: before the synchronizer is disengaged from the gear, the traction motor and the ISG motor drive the vehicle to move forwards together; when the synchronizer is in a neutral position, the ISG motor drives the vehicle independently; after the synchronizer is combined with the target gear, the vehicle is driven to move forwards by the traction motor and the ISG motor together, and the ISG motor gradually reduces the torque to withdraw from the power support. The driving force of the vehicle is not interrupted all the time in the whole process, and the problem of power interruption in the gear shifting process of the AMT can be solved.
Claims (6)
1. A transmission assembly, characterized by: comprises an input shaft, an intermediate shaft, a power output mechanism and a motor;
more than two input shaft gears are fixed on the input shaft;
the intermediate shaft is sequentially provided with a brake (3), an intermediate shaft gear which is correspondingly meshed with the input shaft gear on the input shaft and is sleeved on the intermediate shaft in a hollow manner, a synchronizer (5) between the intermediate shaft gears and a first constant meshing gear (14) fixed with the intermediate shaft;
the power output mechanism comprises a second constant mesh gear (7), a planetary gear assembly, a differential assembly (11) and a motor; the second constant mesh gear is meshed with the first constant mesh gear; the planetary gear assembly includes: a sun gear (8), a planetary gear (10) which is arranged at the periphery of the sun gear and is meshed with the sun gear, a planet carrier (9) which is used for installing and supporting the planetary gear and a gear ring (12) which is arranged at the periphery of the planetary gear and is meshed with the planetary gear; the second constant mesh gear and a sun gear in the planetary gear assembly are integrated, and the left end of the sun gear is supported on the differential assembly through a needle bearing; the left end of the planet carrier is fixedly connected with the differential assembly;
the motor rotor (13) of the motor is connected with the periphery of the gear ring in an interference manner and is integrally embraced.
2. The transmission assembly of claim 1, wherein: the synchronizer is installed on the intermediate shaft through a spline, the brake hub is installed on the intermediate shaft through the spline, the intermediate shaft gear of the intermediate shaft comprises a first gear (6) and an intermediate shaft second gear (4), and the first gear and the intermediate shaft second gear are sleeved on the intermediate shaft through a needle bearing in an empty mode.
3. The transmission assembly of claim 1, wherein: the differential assembly is disposed inside the motor rotor (13).
4. The transmission assembly of claim 1, wherein: an input shaft first gear (1) and an input shaft second gear (2) are fixed on the input shaft; the intermediate shaft and the input shaft gear on the input shaft are correspondingly meshed with the intermediate shaft first gear and the intermediate shaft second gear.
5. The transmission assembly of claim 1, wherein: the motor is an ISG motor.
6. A pure electric vehicle is characterized in that: use of a transmission assembly according to any one of claims 1 to 5.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201920332345.5U CN210371892U (en) | 2019-03-15 | 2019-03-15 | Transmission assembly and pure electric vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201920332345.5U CN210371892U (en) | 2019-03-15 | 2019-03-15 | Transmission assembly and pure electric vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN210371892U true CN210371892U (en) | 2020-04-21 |
Family
ID=70245535
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201920332345.5U Active CN210371892U (en) | 2019-03-15 | 2019-03-15 | Transmission assembly and pure electric vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN210371892U (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109854700A (en) * | 2019-03-15 | 2019-06-07 | 重庆青山工业有限责任公司 | Transmission assembly, gear shift power compensation method and pure electric vehicle |
-
2019
- 2019-03-15 CN CN201920332345.5U patent/CN210371892U/en active Active
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109854700A (en) * | 2019-03-15 | 2019-06-07 | 重庆青山工业有限责任公司 | Transmission assembly, gear shift power compensation method and pure electric vehicle |
| CN109854700B (en) * | 2019-03-15 | 2024-04-05 | 重庆青山工业有限责任公司 | Transmission assembly, gear shifting power compensation method and pure electric vehicle |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN109854700B (en) | Transmission assembly, gear shifting power compensation method and pure electric vehicle | |
| JP2020528529A (en) | Drive assembly for horizontal vehicles | |
| JP2020506341A (en) | Drive assembly for horizontal vehicle | |
| CN106004407B (en) | A kind of hybrid power drive assembly and the automobile equipped with the assembly | |
| US8584543B2 (en) | Drive train of a motor vehicle | |
| JP2020528378A (en) | Dual power source dual drive assembly for vehicles | |
| CN209164506U (en) | Speed changer, power drive system and vehicle | |
| CN114407637B (en) | Power transmission system and vehicle | |
| CN218777413U (en) | Electric drive bridge structure driven by single motor | |
| CN112277612A (en) | Electric drive system and electric vehicle | |
| CN102678847B (en) | Dual-clutch transmission for tractor | |
| CN211364238U (en) | Dual-motor multi-gear coupling driving system | |
| CN108674170A (en) | One kind two keeps off hybrid gearbox | |
| CN202349119U (en) | Double-clutch transmission for tractor | |
| CN210371892U (en) | Transmission assembly and pure electric vehicle | |
| CN109578533B (en) | Three-gear electric assembly and speed ratio determination method thereof | |
| CN113007291A (en) | Electrically-driven heavy truck multi-gear transmission system and control method thereof | |
| CN202402577U (en) | Novel AMT (Automated Mechanical Transmission) special for hybrid and pure electric motor coach | |
| CN115503459A (en) | Multi-gear variable speed hybrid power system with double motors and double middle shafts with power take-off modules | |
| CN205859086U (en) | A kind of electronic automatic gearbox for vehicle | |
| CN213145242U (en) | Integrated two-gear speed change drive axle mechanism for electrified automobile | |
| CN113719589A (en) | Two-gear speed reducer for electric automobile | |
| CN109334349B (en) | Transmission for new energy vehicle electric drive axle | |
| CN112406507A (en) | Hybrid power driving method and device, power system, vehicle and related equipment | |
| CN211918367U (en) | Hybrid power driving system and vehicle |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant |