CN212429651U

CN212429651U - Four-gear automatic transmission applied to pure electric vehicle

Info

Publication number: CN212429651U
Application number: CN202020343890.7U
Authority: CN
Inventors: 耿毓巍; 梁志海
Original assignee: Getec Vehicle Technology Suzhou Co ltd
Current assignee: Getec Vehicle Technology Suzhou Co ltd
Priority date: 2020-03-18
Filing date: 2020-03-18
Publication date: 2021-01-29
Anticipated expiration: 2030-03-18

Abstract

The utility model discloses a four-gear automatic transmission applied to a pure electric vehicle, which comprises an input shaft sleeved on a differential mechanism half shaft in an empty way, wherein a motor is fixedly arranged on the input shaft; the two sides of the input shaft are provided with an intermediate shaft I and an intermediate shaft II which are arranged in a symmetrical structure and are parallel to the input shaft for receiving power transmitted by the input shaft, the intermediate shaft I is in transmission connection with the differential through an odd gear set, and the intermediate shaft II is in transmission connection with the differential through an even gear set; the differential mechanism is characterized by further comprising a short idler shaft arranged in parallel with the input shaft, a parking ratchet wheel is fixedly arranged on the short idler shaft, and the parking ratchet wheel is in transmission connection with the differential mechanism through a transmission assembly. The utility model discloses mainly appear: the odd gears and the even gears can be alternately engaged and disengaged under the cooperation of the synchronizer to avoid a power interruption phenomenon during gear shifting. Meanwhile, the output shaft and the input shaft of the differential are coaxially arranged, the longitudinal size of the transmission is reduced, and the overall rigidity is ensured by combining the support of a bearing arranged in the transmission shell.

Description

Four-gear automatic transmission applied to pure electric vehicle

Technical Field

The utility model relates to the field of automotive technology, particularly, especially, relate to a be applied to pure electric vehicles's four keep off automatic gearbox.

Background

The transmission is the core of an automobile power assembly, and has a plurality of internal components and a complex structure. In a pure electric vehicle transmission system, a transmission with a fixed speed ratio is mostly used for speed reduction and torque increase, so that the requirement on a pure electric vehicle driving motor is very high, the development cost of the whole vehicle is greatly increased, more driving motors cannot run in a high-efficiency area, and the driving range of the pure electric vehicle is reduced. The four-gear transmission is a reasonable pure electric vehicle transmission system found by parameter matching of the pure electric vehicle power transmission system. Four-gear transmissions developed on pure electric vehicles at present mainly comprise a mechanical Manual Transmission (MT), an Automatic Mechanical Transmission (AMT) and a double-clutch automatic transmission (DCT).

A four-gear hybrid transmission in the prior art is realized by adding a driving motor on the existing transmission on the premise of minimum change of the existing transmission. However, this type of hybrid transmission has problems that (1) gears are orderly arranged on the input shaft due to position limitations of the differential, the input shaft, etc. and an improper arrangement of the transmission mechanism, which easily causes a power interruption phenomenon during gear shifting, and affects normal driving of the vehicle. (2) The differential assembly and the motor output shaft are arranged in parallel at intervals, so that the mechanism arrangement of the electric automobile with a compact structure is greatly disturbed.

SUMMERY OF THE UTILITY MODEL

The utility model aims at overcoming the not enough of prior art existence, provide a four keep off automatic gearbox who is applied to pure electric vehicles.

The purpose of the utility model is realized through the following technical scheme:

a four-gear automatic transmission applied to a pure electric vehicle comprises an input shaft which is sleeved on a differential half shaft in an empty mode, wherein a motor is fixedly arranged on the input shaft, and the central axes of the motor, the input shaft and the differential half shaft are coaxial; the two sides of the input shaft are provided with an intermediate shaft I and an intermediate shaft II which are arranged in a symmetrical structure and are parallel to the input shaft for receiving power transmitted by the input shaft, the intermediate shaft I is in transmission connection with the differential through an odd gear set, and the intermediate shaft II is in transmission connection with the differential through an even gear set; the differential mechanism is characterized by further comprising a short idler shaft arranged in parallel with the input shaft, a parking ratchet wheel is fixedly arranged on the short idler shaft, and the parking ratchet wheel is in transmission connection with the differential mechanism through a transmission assembly.

Preferably, a driving wheel is fixedly arranged on the input shaft, and the driving wheel is meshed with a driven wheel I fixedly arranged on the intermediate shaft I and a driven wheel II fixedly arranged on the intermediate shaft II.

Preferably, the motor comprises a rotor and a stator, and the rotor is fixedly connected with the input shaft.

Preferably, the distance between the intermediate shaft I and the intermediate shaft II corresponds to the height of the electric machine.

Preferably, the even-numbered gear set comprises a second-gear driving gear and a fourth-gear driving gear which are freely sleeved on an intermediate shaft II, the second-gear driving gear is meshed with a driven gear fixedly arranged on the differential case, and the fourth-gear driving gear is meshed with a main reduction gear of the differential; two or four synchronizers arranged on the intermediate shaft II are further arranged between the two-gear driving gear and the four-gear driving gear, and the two or four synchronizers can be selectively in transmission connection with the two-gear driving gear or the four-gear driving gear.

Preferably, the odd-numbered gear set comprises a first-gear driving gear and a third-gear driving gear which are freely sleeved on a middle shaft I, the first-gear driving gear is meshed with the driven gear, and the third-gear driving gear is meshed with the main reduction gear; and a third synchronizer arranged on the intermediate shaft I is also arranged between the first-gear driving gear and the third-gear driving gear, and the third synchronizer is selectively in transmission connection with the first-gear driving gear or the third-gear driving gear.

Preferably, the transmission assembly comprises an idler fixed on the short idler shaft, and the idler is meshed with the three-gear driving gear.

Preferably, the transmission assembly comprises an idler fixed on the short idler shaft, and the idler is meshed with the main reduction gear.

Preferably, the second gear drive gear and the first gear drive gear are located on the end sides of the intermediate shaft II and the intermediate shaft I that are remote from the electric machine.

Preferably, the method is suitable for a front axle system or a rear axle system.

The beneficial effects of the utility model are mainly embodied in that:

1. the utility model adopts the three-axis arrangement, thereby reducing the axial space, finally providing smaller space requirement for the transmission on the premise of the same bearing requirement, and being suitable for wider vehicle types;

2. the output shaft and the input shaft of the differential are coaxially arranged, so that the longitudinal size of the transmission is reduced, the mass is reduced, the energy consumption is reduced, and the integral rigidity is ensured by combining the support of a bearing arranged in the transmission shell;

3. a clutch is cancelled, and the transmission is not controlled by the clutch, so that the enterprise cost is greatly reduced;

4. the bending deformation of the intermediate shaft, the output shaft and the input shaft in the transmission is well controlled, the feasibility is provided for providing larger bearing capacity under the same space requirement, and the bearing capacity can be improved;

5. the odd gears and the even gears can be alternately engaged and disengaged under the cooperation of the synchronizer to avoid a power interruption phenomenon during gear shifting. When two continuous gears are odd gears or even gears, the two continuous gears cannot be pre-combined, and the pre-combination and combination states are controlled by the TCU;

6. by adopting a double-intermediate-shaft structure, the gear number is more reasonable in proportion, better power performance and economic indexes can be obtained, and the oil consumption is reduced;

7. the utility model discloses it is compacter, light in weight, small, be favorable to whole car to carry on.

Drawings

The technical scheme of the utility model is further explained by combining the attached drawings as follows:

FIG. 1: the structure of the first embodiment of the present invention is schematically illustrated;

FIG. 2: the utility model discloses the structural schematic of second embodiment.

Detailed Description

The present invention will be described in detail below with reference to specific embodiments shown in the drawings. However, these embodiments are not limited to the present invention, and structural, method, or functional changes made by those skilled in the art according to these embodiments are all included in the scope of the present invention.

In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", and the like, indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are used merely for convenience of description and for simplicity of description, and do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore, should not be construed as limiting the present invention. Furthermore, the terms "first", "second", etc. are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first," "second," etc. may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality" means two or more unless otherwise specified.

In the description of the present invention, it is to be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present invention can be understood by those of ordinary skill in the art through specific situations.

The present invention will be described in detail below with reference to the accompanying drawings in conjunction with embodiments.

As shown in fig. 1, the utility model discloses a be applied to pure electric vehicles's four grades of automatic gearbox, including input shaft 1, the motor 12 has set firmly on it, the motor 12 includes rotor 121 and stator 122, rotor 121 with input shaft 1 rigid coupling is used for the drive input shaft 1 rotates. In the above, the input shaft 1 is a hollow input shaft, and is freely sleeved on the differential half shaft 41, and the central axes of the input shaft 1, the motor 12 and the differential half shaft 41 are coaxial, so that the design reduces the longitudinal size of the transmission, reduces the mass, reduces the energy consumption, and ensures the integral rigidity by combining the support of the bearing arranged in the transmission shell. In addition, the motor 12 is directly used for driving, the starting response is fast, and the acceleration performance is greatly improved. Further, wheels are fixedly arranged at two ends of the differential half shaft 41.

A middle shaft I2 and a middle shaft II3 which are parallel to the middle shaft I2 are arranged on two sides of the input shaft 1, a driving wheel 13 is fixedly arranged on the input shaft 1, and the driving wheel 13 is meshed with a driven wheel I21 fixedly arranged on the middle shaft I2 and a driven wheel II31 fixedly arranged on the middle shaft II 3. Above-mentioned adopt two jackshaft structures, the ratio of gear position number is more reasonable, can obtain better dynamic performance and economic nature index, reduces the oil consumption. In addition, the distance between the intermediate shaft I2 and the intermediate shaft II3 is equal to the height of the motor 12, so that the longitudinal size of the transmission is further ensured, the mechanism arrangement of the electric automobile is facilitated, the structure is more compact, the size is small, and the whole automobile carrying is facilitated.

The intermediate shaft I2 is in transmission connection with the differential 4 through an odd gear set, and the intermediate shaft II3 is in transmission connection with the differential 4 through an even gear set. In the structure, the odd gears and the even gears can be alternately combined and separated under the matching of the synchronizer, so that the power interruption phenomenon in the gear shifting process is avoided. When two continuous gears are odd gears or even gears, the two continuous gears cannot be pre-combined, and the pre-combination and combination states are controlled through the TCU.

In this embodiment, the even-numbered gear set includes a second-gear driving gear 32 and a fourth-gear driving gear 33 that are freely sleeved on an intermediate shaft II3, the second-gear driving gear 32 is engaged with a driven gear 43 fixed on a housing of the differential 4, and the fourth-gear driving gear 33 is engaged with a main reduction gear 44 of the differential 4; a second synchronizer 34 and a fourth synchronizer 34 which are arranged on the intermediate shaft II3 are further arranged between the second gear driving gear 32 and the fourth gear driving gear 33, and the second synchronizer 34 and the fourth synchronizer 34 can be selectively in transmission connection with the second gear driving gear 32 or the fourth gear driving gear 33.

The odd-numbered gear group comprises a first-gear driving gear 22 and a third-gear driving gear 23 which are idle-sleeved on a middle shaft I2, wherein the first-gear driving gear 22 is meshed with the driven gear 43, and the third-gear driving gear 23 is meshed with the main reduction gear 44; a third synchronizer 24 arranged on the intermediate shaft I2 is further arranged between the first-gear driving gear 22 and the third-gear driving gear 23, and the third synchronizer 24 is selectively in transmission connection with the first-gear driving gear 22 or the third-gear driving gear 23. The second-gear driving gear 32 and the first-gear driving gear 22 are located on the end sides, far away from the motor, of the intermediate shaft II3 and the intermediate shaft I2, and the design can achieve an optimal transmission ratio, can obtain better power performance and economic indexes, and can reduce oil consumption.

The utility model discloses in, also reveal to the structure that P kept off the parking, include with 1 parallel arrangement's of input shaft short idler shaft 5, a parking ratchet 51 has set firmly on the short idler shaft 5, parking ratchet 51 through drive assembly with differential mechanism 4 transmission is connected, realizes automatic parking. As shown in fig. 1, the transmission assembly includes an idler gear 52 fixed to the short idler shaft 5, and the idler gear 52 is engaged with the third driving gear 23. As shown in fig. 2, the transmission assembly comprises an idle gear 52 fixed to the short idle shaft 5, and the idle gear 52 is engaged with the main reduction gear 44 through an idle gear 53. When the utility model discloses need the parking: the parking pawl is driven by the push rod assembly, and then the parking pawl is matched with the parking ratchet wheel 51 to realize parking.

The working process of the present invention is disclosed below, when the vehicle needs to output one gear, a three-synchronizer 24 couples the one-gear driving gear 22 with the intermediate shaft I2, so that the motor sequentially passes through the input shaft, the driving wheel 13, the driven wheel I21, the intermediate shaft I2, the three-synchronizer 24, the one-gear driving gear 22 and the driven gear 43 to transmit the torque to the differential. When the automobile needs to output in the second gear, the third gear and the fourth gear, the working process is similar to that of the first gear, and therefore, redundant description is not repeated here.

The utility model discloses a four keep off derailleur can be applicable to front and back axle system, realizes pure electric drive mode. Of course, the hybrid electric vehicle can also be used in combination with an engine to realize a hybrid mode, so that the hybrid electric vehicle is formed. The above application modes all belong to the protection category of the utility model, do not specifically limit.

It should be understood that although the present description refers to embodiments, not every embodiment contains only a single technical solution, and such description is for clarity only, and those skilled in the art should make the description as a whole, and the technical solutions in the embodiments can also be combined appropriately to form other embodiments understood by those skilled in the art.

The above list of details is only for the practical implementation of the present invention, and they are not intended to limit the scope of the present invention, and all equivalent implementations or modifications that do not depart from the technical spirit of the present invention should be included in the scope of the present invention.

Claims

1. Be applied to pure electric vehicles's four grades of automatic gearbox, its characterized in that: the device comprises an input shaft (1) which is sleeved on a differential half shaft (41) in an empty mode, wherein a motor (12) is fixedly arranged on the input shaft (1), and the central axes of the motor (12), the input shaft (1) and the differential half shaft (41) are coaxial; the two sides of the input shaft (1) are provided with an intermediate shaft I (2) and an intermediate shaft II (3) which are arranged in a symmetrical structure and are parallel to the input shaft I for receiving power transmitted by the input shaft I, the intermediate shaft I (2) is in transmission connection with the differential (4) through an odd gear set, and the intermediate shaft II (3) is in transmission connection with the differential (4) through an even gear set; the driving device is characterized by further comprising a short idler shaft (5) arranged in parallel with the input shaft (1), a parking ratchet wheel (51) is fixedly arranged on the short idler shaft (5), and the parking ratchet wheel (51) is in transmission connection with the differential (4) through a transmission assembly.

2. The four-gear automatic transmission applied to the pure electric vehicle according to claim 1, characterized in that: and a driving wheel (13) is fixedly arranged on the input shaft (1), and the driving wheel (13) is meshed with a driven wheel I (21) fixedly arranged on the intermediate shaft I (2) and a driven wheel II (31) fixedly arranged on the intermediate shaft II (3).

3. The four-gear automatic transmission applied to the pure electric vehicle according to claim 1, characterized in that: the motor (12) comprises a rotor (121) and a stator (122), and the rotor (121) is fixedly connected with the input shaft (1).

4. The four-gear automatic transmission applied to the pure electric vehicle according to claim 3, characterized in that: the distance between the intermediate shaft I (2) and the intermediate shaft II (3) corresponds to the height of the motor (12).

5. The four-gear automatic transmission applied to the pure electric vehicle according to claim 3, characterized in that: the even gear set comprises a second-gear driving gear (32) and a fourth-gear driving gear (33) which are sleeved on the intermediate shaft II (3) in an empty mode, the second-gear driving gear (32) is meshed with a driven gear (43) fixedly arranged on a shell of the differential (4), and the fourth-gear driving gear (33) is meshed with a main reduction gear (44) of the differential (4); two and four synchronizers (34) arranged on the intermediate shaft II (3) are further arranged between the two-gear driving gear (32) and the four-gear driving gear (33), and the two and four synchronizers (34) can be selectively in transmission connection with the two-gear driving gear (32) or the four-gear driving gear (33).

6. The four-gear automatic transmission applied to the pure electric vehicle according to claim 5, characterized in that: the odd gear set comprises a first-gear driving gear (22) and a third-gear driving gear (23) which are sleeved on the intermediate shaft I (2) in an idle mode, the first-gear driving gear (22) is meshed with the driven gear (43), and the third-gear driving gear (23) is meshed with the main reduction gear (44); a third synchronizer (24) arranged on the intermediate shaft I (2) is further arranged between the first-gear driving gear (22) and the third-gear driving gear (23), and the third synchronizer (24) is selectively in transmission connection with the first-gear driving gear (22) or the third-gear driving gear (23).

7. The four-gear automatic transmission applied to the pure electric vehicle according to claim 6, characterized in that: the transmission assembly comprises an idler wheel (52) fixedly arranged on the short idler wheel shaft (5), and the idler wheel (52) is meshed with the three-gear driving gear (23).

8. The four-gear automatic transmission applied to the pure electric vehicle according to claim 6, characterized in that: the transmission assembly comprises an idle gear (52) fixedly arranged on the short idle gear shaft (5), and the idle gear (52) is meshed with the main speed reduction gear (44).

9. The four-speed automatic transmission applied to the pure electric vehicle according to claim 7 or 8, characterized in that: the second gear drive gear (32) and the first gear drive gear (22) are located on the end sides of the intermediate shaft II (3) and the intermediate shaft I (2) that are remote from the electric machine.

10. The four-gear automatic transmission applied to the pure electric vehicle according to claim 9, characterized in that: the method is suitable for a front axle system or a rear axle system.