CN211082719U - Two-gear transmission of electric automobile - Google Patents
Two-gear transmission of electric automobile Download PDFInfo
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- CN211082719U CN211082719U CN201921462888.5U CN201921462888U CN211082719U CN 211082719 U CN211082719 U CN 211082719U CN 201921462888 U CN201921462888 U CN 201921462888U CN 211082719 U CN211082719 U CN 211082719U
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- gear
- shaft
- synchronizer
- pinion
- fixedly connected
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Abstract
The utility model discloses an electric automobile keeps off derailleur, the derailleur includes, the casing to and set up one that input shaft, output shaft, jackshaft, pinion A and gear wheel A in the casing meshing constitute keep off, reverse gear is right, and pinion B and gear wheel B mesh constitute keep off gear pair, and synchronizer A and synchronizer B. The utility model discloses a system solves the difficult problem of shifting that does not have automatic clutch formula electric automobile multi-gear speed change system exists at the process of shifting, improves the vehicle quality of shifting.
Description
Technical Field
The utility model relates to an electric automobile power transmission technical field specifically is an electric automobile keeps off derailleur.
Background
Energy conservation, emission reduction and environmental protection are hot topics of current social development, and an automobile is one of main contributors to the increase of energy consumption and emission at present, and higher requirements are put forward on an energy conservation and emission reduction 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 research becomes a hot spot of the current world research.
The electric automobile transmission is one of the core components of the electric automobile, the technical innovation of the electric automobile transmission is one of the keys of the development of the automobile industry in China, and the electric automobile transmission directly influences the competitive pattern of the whole automobile in the future.
The single-stage transmission technical scheme is one of the mainstream schemes of the electric automobile transmission technology, has the advantages of simple structure and easy control, but has the problems of reduced working efficiency of a power source, low energy utilization efficiency and short driving range when the automobile runs at high speed.
The multi-gear automatic transmission is arranged, so that the motor efficiency can be improved, the endurance mileage can be prolonged, the requirement on the motor torque can be reduced, the size and the weight of the motor are reduced, and the dynamic performance of the pure electric vehicle, particularly the dynamic performance of the vehicle at a medium-speed section and a high-speed section is improved.
The structural scheme of the two-gear clutch-free automatic transmission is the mainstream scheme of the transmission technology of the electric automobile at present, but the rotational inertia is overlarge due to the rigid connection of a power source rotor and a power input part of the transmission, and the problem of difficulty in the gear shifting process exists.
SUMMERY OF THE UTILITY MODEL
The invention aims to provide a two-gear transmission of an electric automobile, which solves the problem of difficult gear shifting of a multi-gear speed change system of the electric automobile without an automatic clutch in the gear shifting process and improves the gear shifting quality of the automobile.
In order to achieve the above purpose, the utility model adopts the following technical scheme:
the two-gear transmission of the electric automobile is characterized by comprising a transmission body,
the gear transmission mechanism comprises a shell, a first-gear and reverse-gear pair formed by meshing an input shaft, an output shaft, an intermediate shaft, a pinion A and a bull gear A, a second-gear pair formed by meshing a pinion B and a bull gear B, and a synchronizer A and a synchronizer B, wherein the input shaft, the output shaft, the intermediate shaft and the pinion A are arranged in the shell;
the input shaft and the intermediate shaft are coaxially arranged, the right end of the input shaft is in transmission connection with the left end of the intermediate shaft through a one-way bearing, the left end of the input shaft penetrates through the rear shaft body of the shell and is in rotary connection with the shell through a bearing, and the right end of the intermediate shaft is in rotary connection with the shell through a bearing;
the input shaft body is fixedly connected with a synchronizer A;
a pinion A and a bull gear B are fixedly connected to the shaft body of the intermediate shaft from left to right in sequence;
two ends of the output shaft are rotatably connected to the shell through bearings, a large gear A, a synchronizer B and a small gear B are sequentially arranged on the output shaft body from left to right, the large gear A and the small gear B are sleeved on the output shaft body, and the synchronizer B is fixedly connected with the output shaft body;
the left side of the pinion A is fixedly connected with a combined gear ring A, and the synchronizer A has a middle position state and slides rightwards to be combined with the combined gear ring A;
the right side of the gear wheel A is fixedly connected with a combined gear ring B, the left side of the pinion B is fixedly connected with a combined gear ring C, and the synchronizer B has a middle position, a leftward sliding and combined gear ring B combined state and a rightward sliding and combined gear ring C combined state.
Furthermore, the right end of the input shaft is fixedly connected with an inner ring of a one-way bearing, and the left end of the intermediate shaft is fixedly connected with an outer ring of the one-way bearing.
Further, the one-way bearing outer ring is fixedly connected to the left side of the pinion A.
Further, the one-way bearing outer ring and the pinion A are of an integral structure. More convenient processing installation.
One or more technical solutions provided in the embodiments of the present application have at least the following technical effects or advantages:
the second gear transmission of the electric automobile provided by the utility model has 2 forward gears, and can effectively meet the dynamic requirements of the vehicle under different working conditions through reasonable matching and optimization of the speed ratio, improve the energy utilization efficiency and the driving range of the vehicle, and reduce the requirements of the vehicle on a power source and a battery;
the second gear transmission of the electric automobile is provided with the one-way bearing on the input shaft, when the forward input rotating speed of the input shaft is lower than the rotating speed of the power output part of the one-way bearing or the input shaft is input reversely, the power input part and the power output part of the one-way bearing are in a separated state, power cut-off is realized, the rotating inertia of the power input part of the transmission is reduced, the difficulty in gear shifting is avoided, and the gear shifting quality is improved; when the input shaft outputs power in the positive direction, the power input and output parts of the one-way bearing are in a joint state, so that power transmission is realized;
three, the utility model provides an electric automobile keeps off derailleur and still is provided with synchronizer A on its input shaft, at the reverse drive input shaft operation of power supply, when one-way bearing power input, output part are in the detached state, the derailleur passes through synchronizer A and carries out the power transmission, and then realizes reversing gear function, and this kind of structural scheme has cancelled reversing gear's setting, is favorable to simplifying system architecture, saves installation space, improves system integration.
Drawings
FIG. 1 is a schematic diagram of a second gear transmission of an electric vehicle;
FIG. 2 is a diagram of a first gear power transmission route of a second gear transmission of an electric vehicle;
FIG. 3 is a diagram of a second gear power transmission route of a second gear transmission of an electric vehicle;
fig. 4 is a diagram of a reverse gear power transmission route of a two-gear transmission of an electric vehicle.
In the figure: 10-shell, 20-input shaft, 30-output shaft, 40-intermediate shaft, 50-one-way bearing, 21-synchronizer A, 31-big gear A, 32-small gear B, 33-synchronizer B, 41-small gear A, 42-big gear B, 311-combined gear ring B, 321-combined gear ring C and 411-combined gear ring A.
Detailed Description
In order to better understand the technical solution mentioned above, the following detailed description will be made in conjunction with the drawings and the specific embodiments of the specification, and in the description of the present invention, it should be noted that, as the terms "center", "upper", "lower", "left end", "right end", "vertical", "horizontal", "inner", "outer", etc. appear, the indicated orientation or position relationship is only for convenience of description and simplification of description based on the orientation or position relationship shown in the drawings, but does not indicate or imply that the indicated device or element must have a specific orientation, be constructed and operated in a specific orientation, and thus, should not be construed as limiting the present invention.
As shown in fig. 1, the second gear transmission of the electric vehicle comprises a housing 10, and a first gear and a reverse gear pair formed by meshing an input shaft 20, an output shaft 30, an intermediate shaft 40, a pinion gear a41 and a bull gear a31 which are arranged in the housing 10, a second gear pair formed by meshing a pinion gear B32 and a bull gear B42, and a synchronizer a21 and a synchronizer B33;
the input shaft 20 and the intermediate shaft 40 are coaxially arranged, the right end of the input shaft 20 is in transmission connection with the left end of the intermediate shaft 40 through a one-way bearing 50, the left end of the input shaft 20 penetrates through the rear shaft body of the shell 10 and is in rotary connection with the shell 10 through a bearing, the right end of the intermediate shaft 40 is in rotary connection with the shell 10 through a bearing, and the shell 10 plays a role in supporting the input shaft 20 and the intermediate shaft 40;
a synchronizer A21 is arranged on the shaft body of the input shaft 20; synchronizer A21 links firmly with input shaft 20 through spline hub hole spline, and spline hub external splines pass through splined connection with combination cover internal spline, but combination cover axial slip to realize intermediate position, two kinds of position relations in the right combination position.
A pinion A41 and a bull gear B42 are fixedly connected to the shaft body of the intermediate shaft 40 from left to right in sequence; the intermediate shaft 40 is provided with external splines, and the pinion A41 and the bull gear B42 are fixedly connected with the intermediate shaft 40 through the splines.
Two ends of the output shaft 30 are rotatably connected to the shell 10 through bearings, a bull gear A31, a synchronizer B33 and a pinion B32 are sequentially arranged on the shaft body of the output shaft 30 from left to right, and the bull gear A31 and the pinion B32 are sleeved on the shaft body of the output shaft 30; the bull gear A31 and the pinion gear B32 are sleeved on the output shaft 30 through bearings, and the synchronizer B33 is fixedly connected with the output shaft 30 through a spline of an inner hole of a spline hub; the synchronizer B33 spline hub external spline is connected with the combination sleeve internal spline through a spline, the combination sleeve can slide axially, and three position relations including a middle position, a left combination position and a right combination position are provided.
Pinion A41 left side fixedly connected with combines ring gear A411, gear wheel A31 right side fixedly connected with combines ring gear B311, pinion B32 left side fixedly connected with combines ring gear C321, synchronizer A21 has the intermediate position state, slides right and combines the state that ring gear A411 combines, synchronizer B33 has the intermediate position, slides left and combines ring gear B311 combined state, slides right and combines ring gear C321 combined state.
The right end of the input shaft 20 is fixedly connected with an inner ring of a one-way bearing 50, and the left end of the intermediate shaft 40 is fixedly connected with an outer ring of the one-way bearing 50. The outer ring of the one-way bearing 50 is fixedly connected to the left side of the pinion A41. The outer ring of the one-way bearing 50 and the pinion A41 are of an integral structure. And is disposed within the joining ring gear a 411.
The power transmission route and the operation principle of the electric vehicle transmission according to the embodiment of the present invention are explained below with reference to fig. 2 to 4, specifically as follows:
when the transmission is in a neutral gear, the electronic control gear shifting assembly controls the synchronizer A21 to be in a middle position, the synchronizer B33 is in a middle position, and no power is output from the output shaft 30 no matter whether a power source inputs power through the right end of the input shaft 20 or not;
when the transmission is lifted from a neutral gear to a first gear, the electronic control gear shifting assembly controls the synchronizer A21 to be in the middle position, the synchronizer B33 is in a state of sliding leftwards and being combined with the gear ring B311, the power source positively rotates to input power through the left end of the input shaft 20, the input shaft 20 transmits torque through the one-way bearing 50 to enable the pinion A41 to rotate, the pinion A41 is in meshing transmission with the bull gear A31, and the output shaft 30 outputs power through the transmission of the gear ring B311 and the synchronizer B33;
when the transmission is lifted to work in the second gear from the first gear, the electronic control gear shifting assembly controls power source input to enable the rotating speed of the outer ring of the one-way bearing 50 to be larger than that of the inner ring, then the synchronizer A21 is controlled to be in a middle position, the synchronizer B33 is in a state of sliding rightwards and being combined with the gear ring C321, the power source positively rotates to input power through the left end of the input shaft 20, the input shaft 20 transmits torque to the pinion A41 through the one-way bearing 50, the pinion A41 drives the intermediate shaft 40 to rotate, then the pinion B32 is in meshing transmission through the pinion B42, and the output shaft 30 outputs power through transmission of the gear ring C321;
when the transmission works in a neutral gear switching reverse gear mode, the electronic control gear shifting assembly controls the synchronizer A21 to be in a state of sliding rightwards to be combined with the combined gear ring A411, the synchronizer B33 is in a state of sliding leftwards to be combined with the combined gear ring B311, a power source reversely inputs power through the left end of the input shaft 20, at the moment, the one-way bearing 50 has no power output, the input shaft 20 transmits torque to the pinion A41 through the synchronizer A21 and the combined gear ring A411, the input shaft is in meshing transmission with the bull gear A31 through the pinion A41, and the output shaft 30 outputs power through the transmission of the combined gear ring B311 and the synchronizer B33.
The utility model discloses well synchronous ware A21, synchronous ware B33's displacement are by the automatically controlled assembly control of shifting, and the automatically controlled assembly of shifting adopts linear electric motor, shift fork and its controlling means or hydraulic pump, hydrovalve, shift fork and its controlling means or rotating electrical machines, turbine worm structure, the device and its controlling means that the shift fork is constituteed of shifting generally constitute, for the conventional technique in this field, do not carry out the detail in this patent.
Claims (4)
1. The two-gear transmission of the electric automobile is characterized by comprising a transmission body,
the gear transmission mechanism comprises a shell (10), a first-gear and reverse-gear pair formed by meshing an input shaft (20), an output shaft (30), an intermediate shaft (40), a pinion A (41) and a bull gear A (31) which are arranged in the shell (10), a second-gear pair formed by meshing a pinion B (32) and a bull gear B (42), a synchronizer A (21) and a synchronizer B (33);
the input shaft (20) and the intermediate shaft (40) are coaxially arranged, the right end of the input shaft (20) is in transmission connection with the left end of the intermediate shaft (40) through a one-way bearing (50), the left end of the input shaft (20) penetrates through the shell (10), the rear shaft body is in rotary connection with the shell (10) through a bearing, and the right end of the intermediate shaft (40) is in rotary connection with the shell (10) through a bearing;
the shaft body of the input shaft (20) is fixedly connected with a synchronizer A (21);
a pinion A (41) and a bull gear B (42) are fixedly connected to the shaft body of the intermediate shaft (40) from left to right in sequence;
the two ends of the output shaft (30) are rotatably connected to the shell (10) through bearings, a large gear A (31), a synchronizer B (33) and a small gear B (32) are sequentially arranged on the shaft body of the output shaft (30) from left to right, the large gear A (31) and the small gear B (32) are sleeved on the shaft body of the output shaft (30), and the synchronizer B (33) is fixedly connected with the shaft body of the output shaft (30);
a combined gear ring A (411) is fixedly connected to the left side of the pinion A (41), and the synchronizer A (21) has a middle position state and slides rightwards to be combined with the combined gear ring A (411);
the right side of the bull gear A (31) is fixedly connected with a combined gear ring B (311), the left side of the pinion gear B (32) is fixedly connected with a combined gear ring C (321), and the synchronizer B (33) has a middle position, a leftward sliding and combined gear ring B (311) combined state and a rightward sliding and combined gear ring C (321) combined state.
2. The two-gear transmission of an electric vehicle according to claim 1,
the right end of the input shaft (20) is fixedly connected with an inner ring of a one-way bearing (50), and the left end of the intermediate shaft (40) is fixedly connected with an outer ring of the one-way bearing (50).
3. The two-gear transmission of the electric vehicle as claimed in claim 2, wherein the outer race of the one-way bearing (50) is fixedly connected to the left side of the pinion a (41).
4. The two-gear transmission of the electric automobile according to claim 3, characterized in that the outer ring of the one-way bearing (50) and the pinion A (41) are of an integral structure.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201921462888.5U CN211082719U (en) | 2019-09-04 | 2019-09-04 | Two-gear transmission of electric automobile |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201921462888.5U CN211082719U (en) | 2019-09-04 | 2019-09-04 | Two-gear transmission of electric automobile |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN211082719U true CN211082719U (en) | 2020-07-24 |
Family
ID=71642833
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201921462888.5U Expired - Fee Related CN211082719U (en) | 2019-09-04 | 2019-09-04 | Two-gear transmission of electric automobile |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN211082719U (en) |
-
2019
- 2019-09-04 CN CN201921462888.5U patent/CN211082719U/en not_active Expired - Fee Related
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant | ||
| CF01 | Termination of patent right due to non-payment of annual fee | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20200724 Termination date: 20210904 |