CN212536550U

CN212536550U - Gear shifting mechanism for electric vehicle, three-stage transmission and electric vehicle

Info

Publication number: CN212536550U
Application number: CN202020957895.9U
Authority: CN
Inventors: 金少华; 吴虹谕
Original assignee: Chongqing Xianyou Technology Development Co ltd
Current assignee: Chongqing Xianyou Technology Development Co ltd
Priority date: 2020-05-29
Filing date: 2020-05-29
Publication date: 2021-02-12
Anticipated expiration: 2030-05-29

Abstract

A gear shift mechanism for an electric vehicle, a three-stage transmission and an electric vehicle are provided, which include: the gear set comprises a first speed change shaft and a second speed change shaft which are positioned between the power input gear set and the power output gear set, the first speed change shaft is connected with a first speed change gear set meshed with the power input gear set, the second speed change shaft is connected with a second speed change gear set meshed with the power output gear set, and the first speed change gear set can transmit the power of the input gear to the second speed change shaft through the second speed change gear set; a gear shifting mechanism: the automatic transmission device comprises a driving piece, a first shifting fork, a second shifting fork, a synchronizing part and a guide part, wherein the driving piece is connected with the guide part, the guide part is connected with the first shifting fork and the second shifting fork in a sliding manner, and the first shifting fork and the second shifting fork are respectively connected with the synchronizing part on a first speed changing shaft and a second speed changing shaft; and the shell is coated on the gear set and the gear shifting mechanism. The utility model provides an use the gearbox structure that double tie rod shifted and lead to among the prior art problem bloated.

Description

Gear shifting mechanism for electric vehicle, three-stage transmission and electric vehicle

Technical Field

The utility model relates to an electric motor car derailleur technical field especially relates to a gearshift and tertiary derailleur and electric motor car for electric motor car.

Background

The transmission serves as a transmission device for coordinating the engine speed and the actual running speed of the electric vehicle, and is used for achieving the best performance of the engine.

The existing three-gear transmission of the electric vehicle is composed of the following structures, wherein a power input shaft is used for inputting power from an engine, a gear on a transmission shaft is used for transmitting the power to a gear on an output shaft, and finally the power is output through a differential mechanism; on the other hand, when a driver needs to control different gear shifting mechanisms during gear shifting, gear shifting is easy to miss particularly when multiple operations are needed.

SUMMERY OF THE UTILITY MODEL

The utility model provides a to the not enough that exists among the prior art, the utility model provides a gearshift and tertiary derailleur and electric motor car for electric motor car, it has solved the gearbox volume that exists among the prior art and is too fat, trades the problem that the wrong fender position was put in order easily.

A shift mechanism for an electric vehicle, comprising: the driving part is connected with the guide part, and the guide part is provided with the first shifting fork and the second shifting fork in a sliding manner, so that after the driving part is operated, the driving part can drive the first shifting fork and the second shifting fork to move through the guide part; the guide part comprises a lead plate, a limiting part and a positioning block fixed on the limiting part, the lead plate is connected with the outer shell of the gear shifting mechanism in a sliding mode, the limiting part is installed on the lead plate, and the limiting part is used for locking the guide part.

A three-stage transmission for an electric vehicle, comprising: above-mentioned gearshift and gear train for electric motor car, the gear train includes power input gear train and power output gear train, is provided with first change speed shaft and second change speed shaft between power input gear train and the power output gear train, first change speed shaft is provided with the first change speed gear train with the meshing of power input gear train, the second change speed shaft is provided with the second change speed gear train with the meshing of power output gear train, and first change speed gear train can pass through second change speed gear train with input gear's power and transmit to the second change speed epaxially to after operating gearshift, can change the rotational speed of first change speed shaft and second change speed shaft respectively through first shift fork and second shift fork.

An electric vehicle comprises the three-stage transmission for the electric vehicle.

Compared with the prior art, the utility model discloses following beneficial effect has: the utility model discloses electric motor car is with tertiary derailleur's gearshift is through the design that adopts guide part to shift two shift fork connections of usefulness on guide part, use the driving piece alright in order to shift, solved the gearbox structure that uses the double-pull rod to shift among the prior art and lead to and overstocked problem, through the above-mentioned design that uses a driving piece, can carry out the push-and-pull to the driving piece during shifting, reduced the condition emergence of shifting the in-process and changing the wrong fender easily. The three-stage transmission using the gear shifting mechanism has the advantages of compact integral structure, convenience in gear shifting and easiness in operation.

Drawings

Fig. 1 is the overall structure schematic diagram of the three-stage transmission for the electric vehicle of the present invention.

Fig. 2 is a schematic view of the internal structure of the housing of the present invention.

Fig. 3 is a top view of the present invention.

Fig. 4 is a schematic view of the gear shifting mechanism of the present invention.

Fig. 5 is a top view of the lead plate of the present invention.

In the above drawings: the gear set 1, the first speed change gear set 11, the first transmission shaft 111, the first driven gear 112, the first driving gear 113, the first shift gear 114, the second speed change gear set 12, the second transmission shaft 121, the second gear 122, the second driving gear 123, the second driven gear 124, the second driven gear 125, the power input gear set 13, the input shaft 131, the differential 14, the shift mechanism 2, the pull rod 21, the first fork 22, the second fork 23, the guide member 24, the lead plate 241, the sliding groove 2411, the guide groove 2412, the stopper 242, the positioning block 243, the fork shaft 25, the stopper member 26, the stopper bar 261, the torsion spring 262, the roller 263, the gear sleeve 27, the housing 3, and the shift box 31.

Detailed Description

The technical solution of the present invention will be further explained with reference to the accompanying drawings and embodiments.

A gear shifting mechanism for an electric vehicle, referring to fig. 4, the gear shifting mechanism 2 comprises a driving part, a first shifting fork 22, a second shifting fork 23 and a guide part 24, the driving part is connected with the guide part 24, the guide part 24 is connected with the first shifting fork 22 and the second shifting fork 23 in a sliding way, so that when the driving part is operated, the driving part can drive the first shifting fork 22 and the second shifting fork 23 to move through the guide part 24; the guide component 24 comprises a lead plate 241, a limiting component 26 and a positioning block 243 fixed on the limiting component 26, the lead plate 241 is connected with the housing 3 in a sliding mode, the limiting component 26 is mounted on the lead plate 241, and the limiting component 26 is used for locking the guide component 24 after gear shifting is completed.

As shown in fig. 3 and 4, in the present embodiment, the guiding component 24 includes a lead plate 241, a limiting block 242, and a positioning block 243 fixed on the limiting block 242, where the lead plate 241 is a square plate. The side face of the lead plate 241 is fixed with the limiting block 242, one side of the limiting block 242 is provided with a plurality of grooves, and during operation, the driving piece is pulled, and the limiting part 26 can move in the groove on the side face of the lead plate 241, so that the lead plate 241 is fixed at the position after gear shifting, and the meshing stability of the gears is ensured. The positioning block 243 is fixed on the limiting block 242, the positioning block 243 is located in a cavity formed in the gear shifting box 31, the positioning block 243 is of a cuboid structure, the positioning block 243 can only move under the limitation of the cavity, and the positioning block 243, the limiting block 242 and the pull rod 21 are of an integrated structure, so that the gear shifting reliability is guaranteed. The first fork 22 and the second fork 23 are respectively connected with the lead plate 241 in a sliding manner.

The utility model discloses still ask protection a tertiary derailleur for electric motor car, include: the gear shift mechanism and the gear set for the electric vehicle comprise a first transmission shaft 111 and a second transmission shaft 121 which are positioned between a power input gear set 13 and a power output gear set, the first transmission shaft 111 is connected with a first transmission gear set 11 engaged with the power input gear set 13, the first transmission gear set 11 comprises a first driven gear 112 fixed on the first transmission shaft 111, the first driven gear 112 is engaged with the power input gear set 13 of the input shaft 131, a first driving gear 113 is fixed with the first transmission shaft 111, a first shift gear 114 is mounted on the first transmission shaft 111 in a freewheeling manner, when a first fork 22 is operated, the first shift gear 114 and the first driving gear 113 can be engaged, a second gear 122 is fixed with the second transmission shaft 121 and is normally engaged with the first shift gear 114, and a second driving gear 123 is fixed on the second transmission shaft 121, which meshes with the pto gearset, i.e. the gear of the differential 14, to output power. The second driven gear 124 is located at one side of the synchronizing member and idles on the second transmission shaft 121, and the second driven gear 125 is idly engaged with the second transmission shaft 121 and is engaged with the first driving gear 113 on the first transmission shaft 111, so that the second fork 23 is operated to transmit the power of the first driving gear 113 to the second transmission shaft 121 through the second driven gear 125. The second transmission shaft 121 is connected to a second transmission gear set 12 engaged with the power output gear set, and the first transmission gear set 11 can transmit the power of the input gear to the second transmission shaft 121 through the second transmission gear set 12. After the shift mechanism 22 is operated, the rotational speeds of the first and

second transmission shafts

111 and 121 can be changed by the first and

second forks

22 and 23, respectively, thereby changing the rotational speeds of the gears on the first and

second transmission shafts

111 and 121.

The utility model discloses still ask for protection an electric motor car, install above-mentioned tertiary derailleur for electric motor car.

Further, synchronous component includes tooth cover 27 and tooth hub, and first variable speed axle 111 and second variable speed axle 121 have through splined connection respectively the tooth hub, the tooth hub is invisible in the picture, and the cover is equipped with rather than synchronous pivoted tooth cover 27 on each tooth hub, and first shift fork 22 and second shift fork 23 block respectively in the recess of tooth cover 27 circumference, and the driving piece is located outside casing 3, and its one end stretches into in the casing 3 to be connected with wire part, during the operation driving piece, alright shift fork 22 and second shift fork 23 are shifted by controlling first shift fork 22 and second shift fork 23 through guiding component 24. This is the existing structure of most existing gear shifting synchronizers, and the structure and principle thereof are not repeated here.

Further, as shown in fig. 5, two guide grooves 2412 are formed in the lead plate 241, the two guide grooves 2412 have different shapes, when in use, the pull rod 21 is pushed so that the end of the first shifting fork 22 is located at one end of the guide groove 2412 close to the pull rod 21, the gear sleeve 27 is separated from the first shifting gear 114 and only located on the gear hub, at this time, the first shifting gear 114 idles, and the end of the second shifting fork 23 is also located at one end of the guide groove 2412 close to the pull rod 21, due to the limitation of the shape of the guide grooves 2412, the gear sleeve 27 corresponding to the second shifting fork 23 is connected with the second driving gear 123 and the corresponding gear hub, so as to transmit power to the second speed change shaft 121, which is a first-stage speed change; in the second-stage speed change, the pull rod 21 can be pulled away from the shift box 31, so that the end portions of the first shift fork 22 and the second shift fork 23 are located in the middle of the guide groove 2412, at this time, the gear sleeve 27 corresponding to the first shift fork 22 is connected with the first shift gear 114 and the gear hub corresponding thereto, the power of the first speed change shaft 111 is transmitted to the second speed change shaft 121 through the first shift gear 114, at this time, the second shift fork 23 is also located in the middle of the corresponding guide groove 2412, and the gear sleeve 27 corresponding to the second shift fork 23 is only matched with the gear sleeve 27 sleeved therewith, which is the second-stage speed change; three-stage speed change, namely, pulling the pull rod 21 to a position farthest from the shift box 31, wherein the end parts of the first fork 22 and the second fork 23 are both located at one end of the corresponding guide groove 2412 far away from the pull rod 21, the first fork 22 and the gear sleeve 27 are in a one-stage speed change state, the gear sleeve 27 corresponding to the second fork 23 is connected with a gear hub and a second driven gear 125, and the second driven gear 125 is meshed with the first driving gear 113 to transmit power to the second speed change shaft 121; the first shifting fork 22 and the second shifting fork 23 are both connected to the same shifting fork shaft 25, the shifting fork shaft 25 is connected to the housing 3, in this embodiment, the two guide grooves 2412 are respectively located at two sides of the limiting block 242, so that the structural design of the lead plate 241 is more reasonable, because the gear sleeves 27 corresponding to the first shifting fork 22 and the second shifting fork 23 are connected to different gear hubs, the two guide grooves 2412 are different in shape, the guide grooves 2412 and the first shifting fork 22 and the second shifting fork 23 are respectively connected with the lead plate 241 in a sliding manner through a cylindrical structure whose end is located in one guide groove 2412, so that when the driving element is operated, the lead plate 241 can move along with the guide grooves 2412, and the ends of the first shifting fork 22 and the second shifting fork 23 located in the guide grooves 2412 can move along the shifting fork shaft 25 under the limitation of the shapes of the respective guide grooves 2412.

Further, the gear shift mechanism 2 further comprises a limiting component 26, wherein the limiting component 26 comprises a limiting strip 261 and a torsion spring 262, the limiting strip 261 is hinged with the gear shift box 31, the torsion spring 262 is installed between the limit bar 261 and the shift box 31, one end of the torsion spring 262 is inserted into the shift box 31, the other end of the torsion spring 262 is clamped on the limit bar 261, so that one end of the limiting strip 261 can be abutted against the groove formed on the side surface of the limiting block 242 under the action of the torsion spring 262, the end of the limiting strip 261 is connected with a roller wheel 263 which can roll in the groove on the side surface of the limiting block 242, the specific operation principle is that three grooves are arranged on the side surface of the limiting block 242, the three grooves correspond to the positions of the guide grooves 2412, when the operating rod 21 drives the end portions of the first fork 22 and the second fork 23 to slide in the guide groove 2412, each groove corresponds to one gear, i.e., the above three-stage speed change state. Under the action of the torsion spring 262, the roller 263 at the end part of the limit strip 261 can be positioned in the groove, and when no external force is applied, the situation that the lead plate 241 moves to cause gear meshing failure can be avoided.

Further, the driving member includes a pull rod 21, and the pull rod 21 is fixed to the limit block 242 on the lead plate 241 through two connecting columns.

Further, in this embodiment, the lead plate 241 is provided with two sliding grooves 2411, and each sliding groove 2411 is slidably connected with a bolt connected to the shift box 31; similarly, a bolt may be attached to the lead plate 241, and the shift case 31 may be slidably engaged with the slide groove 2411.

Finally, although the present invention has been described in detail with reference to the preferred embodiments, it should be understood by those skilled in the art that the present invention can be modified or replaced by other means without departing from the spirit and scope of the present invention, which should be construed as limited only by the appended claims.

Claims

1. A gear shift mechanism for an electric vehicle, characterized by comprising: the driving part is connected with the guide part, and the guide part is provided with the first shifting fork and the second shifting fork in a sliding manner, so that after the driving part is operated, the driving part can drive the first shifting fork and the second shifting fork to move through the guide part; the guide part comprises a lead plate, a limiting part and a positioning block fixed on the limiting part, the lead plate is connected with the outer shell of the gear shifting mechanism in a sliding mode, the limiting part is installed on the lead plate, and the limiting part is used for locking the guide part.

2. The gearshift mechanism for electric vehicles as claimed in claim 1, wherein the lead plate has two guide slots formed therein, the first fork and the second fork are connected to a fork shaft, and the first fork and the second fork are slidably connected to the lead plate through a guide slot, respectively, so as to drive the first fork and the second fork to move along the axial direction of the fork shaft when the lead plate moves.

3. The gearshift mechanism for electric vehicles as claimed in claim 1, wherein the limiting member comprises a limiting strip, a limiting block and a torsion spring, the limiting block is fixed on the lead plate, the limiting strip is hinged to the housing, and the torsion spring is mounted on the limiting strip, so that one end of the limiting strip can be abutted against a groove formed in the side surface of the limiting block under the action of the torsion spring.

4. A shift mechanism for electric vehicles according to claim 3, characterized in that the shift mechanism further comprises a synchronizing member engaged with the first fork and the second fork.

5. The gearshift mechanism for electric vehicles as claimed in claim 4, wherein the synchronizing member comprises a gear sleeve and a gear hub, a first speed shaft and a second speed shaft are respectively disposed on two sides of the gearshift mechanism, the first speed shaft and the second speed shaft are respectively keyed with the gear hub, a gear sleeve synchronously rotating with each gear hub is sleeved on each gear hub, and the first fork and the second fork are respectively clamped in a groove on the circumference of the gear sleeve.

6. The gearshift mechanism for electric vehicles as claimed in claim 5, wherein the driving member comprises a pull rod, and the pull rod is fixed to the lead plate through two connecting posts.

7. The gearshift mechanism for electric vehicles as claimed in claim 6, wherein the lead plate has two sliding grooves, each sliding groove having a connector slidably mounted thereon.

8. A three-stage transmission for an electric vehicle, comprising the gear shift mechanism and the gear train as claimed in any one of claims 1 to 7, wherein the gear train comprises a power input gear train and a power output gear train, a first speed change shaft and a second speed change shaft are arranged between the power input gear train and the power output gear train, the first speed change shaft is provided with a first speed change gear train engaged with the power input gear train, the second speed change shaft is provided with a second speed change gear train engaged with the power output gear train, and the first speed change gear train can transmit the power of the input gear to the second speed change shaft through the second speed change gear train, so that after the gear shift mechanism is operated, the rotation speeds of the first speed change shaft and the second speed change shaft can be respectively changed through the first shifting fork and the second shifting fork.

9. An electric vehicle comprising the three-stage transmission for an electric vehicle according to claim 8.