CN211550413U

CN211550413U - Gear shifting mechanism in two-gear speed reducer of electric vehicle

Info

Publication number: CN211550413U
Application number: CN201921597842.4U
Authority: CN
Inventors: 丁海浩; 杨斌; 汪斌
Original assignee: Zhejiang Yutian New Energy Technology Co ltd
Current assignee: Zhejiang Yutian New Energy Technology Co ltd
Priority date: 2019-09-24
Filing date: 2019-09-24
Publication date: 2020-09-22
Anticipated expiration: 2029-09-24

Abstract

The utility model belongs to the technical field of the vehicle, a gearshift in electric vehicle keeps off the reduction gear is related to, it has solved the inconvenient scheduling problem of current electric vehicle shifting. The speed reducer comprises an output shaft, wherein a first-gear output gear and a second-gear output gear are sleeved on the output shaft in a hollow manner, and the first-gear output gear and the second-gear output gear are respectively provided with an annular first-gear external spline and an annular second-gear external spline; the gear shifting mechanism is characterized by comprising a spline hub, a synchronizing ring, a gear shifting fork, a transmission unit and a motor, wherein the spline hub is sleeved on an output shaft, the synchronizing ring is sleeved on the spline hub, an internal spline matched with the spline hub is arranged on the inner circular surface of the synchronizing ring, one end of the gear shifting fork is embedded in the synchronizing ring, the output end of the motor is connected with the other end of the gear shifting fork through the transmission unit, and the transmission unit can convert the torque output by the motor into linear kinetic energy of the gear shifting fork. The gear shifting mechanism has the advantages of convenience in operation and the like.

Description

Gear shifting mechanism in two-gear speed reducer of electric vehicle

Technical Field

The utility model belongs to the technical field of the vehicle, a gearshift in electric vehicle keeps off reduction gear is related to.

Background

The existing power driving system for the electric automobile comprises: the driving motor, the motor controller and the speed reducer are respectively relatively independent parts, the motor controller is connected with the driving motor through a three-phase cable, and the driving motor is assembled with the speed reducer to form a power driving system.

Pure electronic passenger car in the existing market mostly is not shifting, relies on the actuating system of motor variable speed completely, and low-speed electric four-wheeled vehicle adopts the actuating system of manual shift or relies on the actuating system of motor variable speed completely for not shifting more, and the manual operation of shifting is inconvenient, does not have real ripe electric vehicle product of shifting on the existing market yet, and gearshift still is the bottleneck in the electric vehicle technique.

Disclosure of Invention

The utility model aims at having the above-mentioned problem to current technique, provided a gearshift in electric vehicle keeps off the reduction gear, the utility model discloses the technical problem that will solve is: how to improve this electric vehicle's the convenience of shifting.

The purpose of the utility model can be realized by the following technical proposal:

a gear shifting mechanism in a second-gear speed reducer of an electric vehicle comprises an output shaft, wherein a first-gear output gear and a second-gear output gear are sleeved on the output shaft in a hollow manner, and the first-gear output gear and the second-gear output gear are respectively provided with an annular first-gear external spline and an annular second-gear external spline; the gear shifting mechanism is characterized by comprising a spline hub, a synchronizing ring, a gear shifting fork, a transmission unit and a motor, wherein the spline hub is sleeved on the output shaft, the synchronizing ring is sleeved on the spline hub, an inner circular surface of the synchronizing ring is provided with an internal spline matched with the spline hub, one end of the gear shifting fork is embedded in the synchronizing ring, the output end of the motor is connected with the other end of the gear shifting fork through the transmission unit, and the transmission unit can convert the torque output by the motor into linear kinetic energy of the gear shifting fork.

The working principle is as follows: when the synchronous ring is meshed with the first-gear external spline, the first-gear output gear drives the first-gear external spline to rotate, the first-gear external spline drives the synchronous ring to rotate, and the output shaft is driven to rotate through the spline hub, so that the torque on the first-gear output gear is transmitted to the output shaft; when the two gears need to be switched, only the shifting fork needs to be moved to enable the synchronous ring to be meshed with the outer spline of the two gears. Compared with the prior art, this electric vehicle can realize through the motor when shifting, and need not manual control gear level, and the simple operation nature is better.

In the above-mentioned gear shift mechanism in the two-gear speed reducer of the electric vehicle, the gear shift mechanism further includes a shift fork shaft parallel to the output shaft, and the shift fork shaft is fixed to the housing; the gear shifting fork is provided with a first through hole in sliding fit with the fork shaft, the gear shifting fork is further provided with a connecting ring, and the outer circular surface of the synchronizing ring is provided with a groove matched with the connecting ring. During gear shifting, the gear shifting fork can be driven to move along the shifting fork shaft, so that the synchronous ring is driven to move through the matching of the connecting ring and the groove, and the first-gear external spline or the second-gear external spline is meshed.

In the above-mentioned gear shifting mechanism in two reducers of an electric vehicle, the transmission unit includes a gear shifting shaft and a gear shifting finger, the gear shifting shaft is parallel to the shift fork shaft and can move along the self axial direction, the gear shifting finger sleeve is arranged on the gear shifting shaft, and the gear shifting fork is connected with the gear shifting rod. The gear shifting shaft moves to drive the gear shifting finger and the gear shifting fork to move, and further drive the synchronizing ring to move to realize gear shifting.

In the above-mentioned gear shifting mechanism in the two-gear speed reducer of the electric vehicle, a clamping groove is formed on the gear shifting fork, and one end of the gear shifting rod is inserted into the clamping groove.

In the above shifting mechanism in the two-gear speed reducer of the electric vehicle, a tooth groove is formed in the side wall of the shifting shaft along the axial direction of the shifting shaft, and a shifting gear meshed with the tooth groove in the shifting shaft is arranged at the output end of the motor. The motor rotates, can drive the gear of shifting and rotate to drive the gear shift axle along self axial displacement, thereby drive the finger of shifting, shift the driving lever and remove, realize shifting through the synchronizer ring finally.

In the above-mentioned gear shifting mechanism in the two-gear speed reducer of the electric vehicle, an angle sensor is further provided at an output end of the motor.

Compared with the prior art, the utility model has the advantages of it is following:

this electric vehicle can realize through the motor when shifting, and need not manual control gear level, and the simple operation nature is better.

Drawings

Fig. 1 is a cross-sectional view of the second gear reducer of the present invention.

Fig. 2 is a schematic diagram of the internal structure of the second gear speed reducer.

Fig. 3 is an exploded view of the present shift mechanism.

Fig. 4 is a schematic structural view of the present transmission unit.

In the figure, 1, a housing; 2. an input shaft; 3. an intermediate shaft; 4. an output shaft; 5. a first gear input gear; 6. a first gear output gear; 7. a second gear input gear; 8. a second gear output gear; 9. a transmission unit; 10. a first-catch external spline; 11. two-gear external spline; 12. a synchronizer ring; 13. a splined hub; 14. a gear shifting fork; 15. a fork shaft; 16. a connecting ring; 17. a groove; 18. a shift shaft; 19. a shift finger; 20. a card slot; 21. a driving gear; 22. a driven gear; 23. an inner bore; 24. a first bearing; 25. a second bearing; 26. a tooth socket; 27. a shift gear; 28. an angle sensor; 29. an electric motor.

Detailed Description

The following are specific embodiments of the present invention and the accompanying drawings are used to further describe the technical solution of the present invention, but the present invention is not limited to these embodiments.

As shown in fig. 1 and 2, the reducer comprises a housing 1, an input shaft 2, an intermediate shaft 3 and an output shaft 4 are rotatably arranged on the housing 1, a transmission mechanism capable of enabling the input shaft 2 and the intermediate shaft 3 to synchronously rotate is arranged between the input shaft 2 and the intermediate shaft 3, the reducer further comprises a first gear pair and a second gear pair, wherein the first gear pair comprises a first gear input gear 5 and a first gear output gear 6 which are meshed with each other, the first gear input gear 5 is connected with the intermediate shaft 3, and the first gear output gear 6 is freely sleeved on the output shaft 4; the second gear pair comprises a second input gear 7 and a second output gear 8 which are meshed with each other, the second input gear 7 is connected with the intermediate shaft 3, and the second output gear 8 is sleeved on the output shaft 4 in a hollow mode.

Preferably, in the present embodiment, the transmission mechanism includes a driving gear 21 and a driven gear 22 engaged with each other, the driving gear 21 is sleeved on the input shaft 2, and the driven gear 22 is sleeved on the intermediate shaft 3. An inner hole 23 is formed in the inner end of the input shaft 2, a first bearing 24 is arranged in the inner hole 23, the output shaft 4 and the input shaft 2 are coaxially arranged, and the inner end of the output shaft 4 is inserted in the inner hole 23 and matched with the first bearing 24. The first gear output gear 6 and the second gear output gear 8 are sleeved on the output shaft 4 through a second bearing 25.

As shown in fig. 2 and 3, in the present embodiment, the first-gear output gear 6 and the second-gear output gear 8 have annular first-gear external splines 10 and second-gear external splines 11, respectively; this gearshift 9 includes spline hub 13, synchronizer ring 12 and shift fork 14 of shifting, and spline hub 13 cover is located on the output shaft 4, in this embodiment, preferably integral type structure is taken with output shaft 4 to spline hub 13, and as other schemes, both also can design for split type, realize fixedly through modes such as fasteners. The synchronizer ring 12 is sleeved on the spline hub 13, an internal spline matched with the spline hub 13 is arranged on the inner circular surface of the synchronizer ring 12, one end of the shifting fork 14 is embedded in the synchronizer ring 12, the output end of the motor 29 is connected with the other end of the shifting fork 14 through the transmission unit 9, the transmission unit 9 can convert the torque output by the motor 29 into linear kinetic energy of the shifting fork 14, and the synchronizer ring 12 can be meshed with the first-gear external spline 10 and the second-gear external spline 11 through movement.

As shown in fig. 3 and 4, the shift mechanism further includes a fork shaft 15 parallel to the output shaft 4, and the fork shaft 15 is fixed to the housing 1; the first through hole in sliding fit with the shift fork shaft 15 is formed in the shift fork 14, the connecting ring 16 is further arranged on the shift fork, and the groove 17 matched with the connecting ring 16 is formed in the outer circular surface of the synchronizing ring 12.

As shown in fig. 3 and 4, the transmission structure 9 includes a shift shaft 18 and a shift finger 19, the shift shaft 18 is parallel to the shift fork shaft 15 and can move along its own axial direction, the shift finger 19 is fixed on the shift shaft 18, and the shift fork 14 is connected with the shift finger 19. Preferably, in the present embodiment, a tooth groove 26 is formed in a side wall of the shift shaft 18 along its own axial direction, the driving source includes a motor 29, and the output end of the motor 29 is provided with a shift gear 27 engaged with the tooth groove 26 on the shift shaft 18. The output of the motor 29 is also provided with an angle sensor 28. A clamping groove 20 is formed in the gear shifting fork 14, and one end of the gear shifting rod 19 is inserted into the clamping groove 20.

The working principle of the utility model is as follows: when the gear shifting mechanism is used, the end part of the input shaft 2 can be connected with a vehicle motor, the end part of the output shaft 4 is connected with a wheel assembly, the motor rotates to drive the input shaft 2 to rotate, the intermediate shaft 3 is driven to rotate through the transmission mechanism, the first gear input gear 5 connected with the intermediate shaft 3 is further driven to be connected with the second gear input gear 7, the first gear output gear 6 and the second gear output gear 8 corresponding to the first gear input gear are synchronously rotated, and the first gear input gear and the second gear output gear are sleeved on the output shaft 4 in a free-running state when the gear shifting mechanism is not connected to a corresponding gear, and the output shaft 4 cannot rotate; when the gear shift mechanism is engaged with one of the first gear output gear 6 and the second gear output gear 8, the torque of the first gear output gear 6 or the second gear output gear 8 is transmitted to the output shaft 4, and the output shaft 4 rotates to transmit the torque to the wheel assembly.

The specific embodiments described herein are merely illustrative of the spirit of the invention. Various modifications, additions and substitutions for the specific embodiments described herein may be made by those skilled in the art without departing from the spirit of the invention or exceeding the scope of the invention as defined in the accompanying claims.

Claims

1. The utility model provides an electric vehicle keeps off gearshift in reduction gear, the reduction gear includes output shaft (4), and the overhead cover of output shaft (4) has one to keep off output gear (6) and two to keep off output gear (8), it keeps off outer spline (10) and two outer splines (11) of keeping off to have annular one on output gear (6) and two output gear (8) respectively to keep off output gear (6), its characterized in that, gearshift includes spline hub (13), synchronizer ring (12), shift fork (14), drive unit (9) and motor (29), spline hub (13) cover is located on output shaft (4), synchronizer ring (12) cover is located on spline hub (13), and the interior disc of this synchronizer ring (12) seted up with spline hub (13) matched with internal spline, the one end of shift fork (14) is rabbeted in synchronizer ring (12), the output of motor (29) is passed through drive unit (9) and is linked to the other end of shift fork (14) of shifting And the transmission unit (9) can convert the torque output by the motor (29) into linear kinetic energy of the shift fork (14).

2. The gear shift mechanism in the two-gear speed reducer of the electric vehicle according to claim 1, further comprising a shift fork shaft (15) parallel to the output shaft (4), wherein the shift fork shaft (15) is fixed on the housing (1); the gear shifting fork (14) is provided with a first through hole in sliding fit with the fork shaft (15), the gear shifting fork is further provided with a connecting ring (16), and the outer circular surface of the synchronizing ring (12) is provided with a groove (17) matched with the connecting ring (16).

3. The gear shift mechanism in two-gear speed reducer of electric vehicle according to claim 2, characterized in that the transmission unit (9) comprises a shift shaft (18) and a shift finger (19), the shift shaft (18) is parallel to the shift fork shaft (15) and can move along its own axial direction, the shift finger (19) is fixed on the shift shaft (18), and the shift fork (14) is connected with the shift finger (19).

4. The gear shifting mechanism of a two-gear speed reducer of an electric vehicle as claimed in claim 3, wherein a slot (20) is formed on the gear shifting fork (14), and one end of the gear shifting finger (19) is inserted into the slot (20).

5. The gear shift mechanism in two-gear speed reducer of electric vehicle according to claim 4, characterized in that the side wall of the gear shift shaft (18) is provided with a tooth slot (26) along its own axial direction, and the output end of the motor (29) is provided with a gear shift gear (27) engaged with the tooth slot (26) on the gear shift shaft (18).

6. Gear shift mechanism in two-gear speed reducer of electric vehicle according to claim 5, characterized in that the output of the motor (29) is also provided with an angle sensor (28).