CN213685143U - Variable speed transmission device of electric automobile - Google Patents
Variable speed transmission device of electric automobile Download PDFInfo
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- CN213685143U CN213685143U CN202022033829.5U CN202022033829U CN213685143U CN 213685143 U CN213685143 U CN 213685143U CN 202022033829 U CN202022033829 U CN 202022033829U CN 213685143 U CN213685143 U CN 213685143U
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Abstract
The utility model discloses an electric automobile variable speed transmission device, which comprises an input shaft, an output shaft and a transmission shell, wherein an input transmission part, a planet gear part and an output transmission part are sequentially distributed in the transmission shell; the input transmission part is fixedly connected with the planetary gear part; a second gear pair and a third gear pair are in meshing transmission between the two output ends of the planetary gear part and the output transmission part, and two output end shafts of the planetary gear part are provided with locking devices; the output transmission part comprises a first output transmission part and a second output transmission part, a fourth gear pair is in meshing transmission between the first output transmission part and the output shaft, a fifth gear pair and a sixth gear pair are in meshing transmission between the second output transmission part and the output shaft, and a first clutch and a second clutch are arranged on the first output transmission part and the second output transmission part respectively. The utility model discloses speed change transmission compact structure is simple, and it is smooth-going to shift, can simply realize the purpose to the electric automobile speed change of shifting fast.
Description
Technical Field
The utility model relates to a new energy automobile variable speed field especially relates to an electric automobile variable speed transmission.
Background
The pure electric vehicle is the main direction of the development of the vehicles in China, and the transmission is used as the main part of the transmission system of the pure electric vehicle, so that the importance of the transmission system is self-evident. At present, the research on the pure electric automobile automatic transmission mainly comprises a single clutch structure, a double clutch structure, a planetary gear structure and an electric control mechanical structure, the existing pure electric automobile two-gear automatic transmission planetary gear technical structure and a control system are more complicated, the gear shifting smoothness is not high, the dismounting and the maintenance are inconvenient, the cost is high, the planetary gear structural technology is still perfect at present, and the potential is great. Therefore, a variable speed transmission device for an electric vehicle is needed to solve the problems in the prior art.
SUMMERY OF THE UTILITY MODEL
The utility model aims at providing an electric automobile variable speed transmission to solve the problem that above-mentioned prior art exists, the utility model discloses variable speed transmission compact structure is simple, and it is smooth-going to shift, can simply realize the purpose to the electric automobile variable speed of shifting fast.
In order to achieve the above object, the utility model provides a following scheme: a variable speed transmission device of an electric automobile comprises an input shaft, an output shaft and a transmission shell, wherein an input transmission part, a planet gear part and an output transmission part are sequentially distributed in the transmission shell;
the input transmission part is fixedly connected with the planetary gear part;
a second gear pair and a third gear pair are in meshing transmission between the two output ends of the planetary gear part and the output transmission part, and two output end shafts of the planetary gear part are provided with locking devices;
the output transmission part comprises a first output transmission part and a second output transmission part, a fourth gear pair is in meshing transmission between the first output transmission part and the output shaft, a fifth gear pair and a sixth gear pair are in meshing transmission between the second output transmission part and the output shaft, and a first clutch and a second clutch are respectively arranged on the first output transmission part and the second output transmission part;
and the end part of the output shaft is connected with a differential.
Preferably, the input transmission part comprises a first gear pair, the first gear pair comprises a first gear and a second gear meshed with the first gear, and the first gear is fixedly connected with the input shaft.
Preferably, the planetary gear part comprises a gear carrier, two planetary gears fixedly connected with the gear carrier, a left side gear and a right side gear meshed with the two planetary gears, and the second gear is fixedly connected with the gear carrier.
Preferably, a through hole is formed in the center of the second gear and the gear carrier, the shaft of the left side gear passes through the through hole and penetrates through the second gear and the gear carrier, and the inner diameter of the through hole is larger than the outer diameter of the left side gear shaft.
Preferably, the second gear pair comprises a third gear and a fourth gear, the third gear is fixedly connected to the end portion of the left side axle shaft gear, the third gear pair comprises a fifth gear and a sixth gear, the fifth gear is fixedly connected to the end portion of the right side axle shaft gear, and the third gear and the fifth gear are symmetrically arranged.
Preferably, first output transmission portion includes transmission shaft I, transmission shaft II, transmission shaft I with set up between the transmission shaft II first clutch, the initiative end of first clutch with transmission shaft I rigid connection, the driven end of first clutch with transmission shaft II rigid connection, second output transmission portion includes transmission shaft III, transmission shaft IV tip rigid coupling has the ninth gear, transmission shaft III with set up between the transmission shaft IV the second clutch, the second clutch initiative end with transmission shaft III rigid connection, the driven end of second clutch with transmission shaft IV rigid connection.
Preferably, the fourth gear pair includes a seventh gear and an eighth gear, the seventh gear is fixedly connected to the transmission shaft II, the eighth gear is fixedly connected to the output shaft, the fifth gear pair includes a tenth gear and an eleventh gear, the eleventh gear is fixedly connected to the output shaft, the tenth gear is respectively in meshing transmission with the eleventh gear and the ninth gear, the number of teeth of the eighth gear is greater than that of teeth of the eleventh gear, the gear ratio of the seventh gear to the eighth gear is less than 1, and the gear ratio of the tenth gear to the eleventh gear is greater than 1.
Preferably, the planet gear, the left side gear, the right side gear, the third gear, the fourth gear, the fifth gear and the sixth gear are all bevel gears.
Preferably, the first clutch, the second clutch and the locking device are respectively and electrically connected with a controller, the input end of the controller is electrically connected with a vehicle speed sensor, and the vehicle speed sensor is arranged on a wheel.
Preferably, the locking device comprises a shell, a hydraulic cavity is formed in the shell, braking portions are symmetrically arranged in the hydraulic cavity and comprise springs, one end of each spring is fixedly connected to the shell, the other end of each spring is fixedly connected with a brake block, the brake blocks penetrate through the shell and are in sliding connection with the shell, oil inlets are formed in the shell, and one ends of the springs, far away from the brake blocks, are of arc-shaped structures.
The utility model discloses a following technological effect:
the utility model realizes the continuous and stable transmission of power by arranging the input transmission part, the planetary gear part and the output transmission part and connecting the input transmission part, the planetary gear part and the output transmission part through the first gear pair, the second gear pair, the third gear pair, the fourth gear pair and the fifth gear pair;
through the arrangement of the planetary gear part, the left output half shaft and the right output half shaft of the planetary gear part are respectively locked through a locking device, the independent transmission of power from the first output transmission part and the second output transmission part is realized through the opening and closing of the first clutch and the second clutch, and the speed change function is realized through the difference of the gear ratios of the fourth gear pair and the fifth gear pair;
the utility model discloses a design cooperation of planet gear portion, dead ware of lock and first clutch, second clutch can simply realize the purpose to the electric automobile variable speed of shifting fast, the utility model discloses can be through the change of speed sensor auto-induction speed of a motor vehicle to through the controller automatic dead to planet gear left side output semi-axis and right output semi-axis selectivity lock, and then realize the variable speed of whole device, whole device simple structure is compact moreover, saves space.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required to be used in the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without inventive labor.
FIG. 1 is a schematic structural view of the electric vehicle transmission device of the present invention;
FIG. 2 is a schematic view of a deadman configuration;
FIG. 3 is a schematic structural diagram according to a second embodiment;
FIG. 4 is a schematic diagram of the structure of the third gear rack, the planet gears and the beam of the embodiment.
The transmission comprises a transmission shell 1, an input shaft 2, a first gear 3, a second gear 4, a gear carrier 5, a third gear 6, a fourth gear 7, a fifth gear 8, a sixth gear 9, a left side gear 10, a right side gear 11, a transmission shaft I12, a first clutch 13, a transmission shaft II14, a transmission shaft III15, a second clutch 16, a transmission shaft IV17, a transmission shaft IV 18, a seventh gear 19, an eighth gear 20, a ninth gear 21, a tenth gear 22, an eleventh gear 24, an output shaft 24, a lockup device 25, a differential 26, a planet gear 27, a beam 28, a sliding groove 29, a driving device 30, a shell 25.1, a spring 25.2, a brake block 25.3, an oil inlet 25.4 and a hydraulic cavity 25.5.
Detailed Description
The technical solutions in the embodiments of the present invention will be described clearly and completely with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative work belong to the protection scope of the present invention.
In order to make the above objects, features and advantages of the present invention more comprehensible, the present invention is described in detail with reference to the accompanying drawings and the detailed description.
Referring to fig. 1-2, the utility model provides an electric automobile variable speed transmission device, which comprises an input shaft 2, an output shaft 24 and a transmission shell 1, wherein an input transmission part, a planet gear part and an output transmission part are sequentially distributed in the transmission shell 1;
the input transmission part is fixedly connected with the planetary gear part;
a second gear 4 pair and a third gear 6 pair are in meshing transmission between the two output ends of the planetary gear part and the output transmission part, and two output end shafts of the planetary gear part are provided with locking devices 25;
the output transmission part comprises a first output transmission part and a second output transmission part, a fourth gear 7 pair is in meshing transmission between the first output transmission part and the output shaft 24, a fifth gear 8 pair and a sixth gear 9 pair are in meshing transmission between the second output transmission part and the output shaft 24, a first clutch 13 and a second clutch 16 are respectively arranged on the first output transmission part and the second output transmission part, the first clutch 13 and the second clutch 16 adopt electromagnetic clutches, the outer sides of the first clutch 13 and the second clutch 16 are coated on a protective sleeve (not shown in the figure), and the protective sleeve is used for preventing lubricating oil in a shell of the transmission from entering the clutches.
A differential 26 is connected to the end of the output shaft 24.
Further preferably, the input transmission part comprises a first gear 3 pair, the first gear 3 pair comprises a first gear 3 and a second gear 4 meshed with the first gear 3, and the first gear 3 is fixedly connected with the input shaft 2.
In a further preferred scheme, the planetary gear part comprises a gear carrier 5, two planetary gears fixedly connected with the gear carrier 5, a left side gear 10 and a right side gear 11 meshed with the two planetary gears, and the second gear 4 is fixedly connected with the gear carrier 5.
In a further preferable scheme, a through hole is formed in the center of the second gear 4 and the carrier 5, the shaft of the left side gear 10 passes through the through hole and penetrates through the second gear 4 and the carrier 5, and the inner diameter of the through hole is larger than the outer diameter of the shaft of the left side gear 10.
In a further preferable scheme, the second gear 4 pair comprises a third gear 6 and a fourth gear 7, the third gear 6 is fixedly connected to the end of a shaft of the left side gear 10, the third gear 6 pair comprises a fifth gear 8 and a sixth gear 9, the fifth gear 8 is fixedly connected to the end of a shaft of the right side gear 11, and the third gear 6 and the fifth gear 8 are symmetrically arranged.
Further preferably, the first output transmission part comprises a transmission shaft I12 and a transmission shaft II14, a first clutch 13 is arranged between the transmission shaft I12 and the transmission shaft II14, a driving end of the first clutch 13 is rigidly connected with the transmission shaft I12, a driven end of the first clutch 13 is rigidly connected with the transmission shaft II14, the second output transmission part comprises a transmission shaft III15 and a transmission shaft IV17, a ninth gear 20 is fixedly connected with an end of the transmission shaft IV17, a second clutch 16 is arranged between the transmission shaft III15 and the transmission shaft IV17, a driving end of the second clutch 16 is rigidly connected with the transmission shaft III15, and a driven end of the second clutch 16 is rigidly connected with the transmission shaft IV 17.
In a further preferable scheme, the fourth gear 7 pair includes a seventh gear 18 and an eighth gear 19, the seventh gear 18 is fixedly connected to the transmission shaft II, the eighth gear 19 is fixedly connected to the output shaft 24, the fifth gear 8 pair includes a tenth gear 21 and an eleventh gear 22, the eleventh gear 22 is fixedly connected to the output shaft 24, the tenth gear 21 is respectively in meshing transmission with the eleventh gear 22 and the ninth gear 20, the number of teeth of the eighth gear 19 is greater than that of the eleventh gear 22, the gear ratio of the seventh gear 18 to the eighth gear 19 is smaller than 1, and the gear ratio of the tenth gear 21 to the eleventh gear 22 is greater than 1.
Preferably, the planetary gear, the left side gear 10, the right side gear 11, the third gear 6, the fourth gear 7, the fifth gear 8 and the sixth gear 9 are all bevel gears.
In a further preferred embodiment, the first clutch 13, the second clutch 16, and the lockup device 25 are electrically connected to a controller (not shown), an input end of the controller is electrically connected to a vehicle speed sensor (not shown), and the vehicle speed sensor is disposed on a wheel.
Further preferred scheme, the dead lock 25 includes casing 25.1, hydraulic pressure chamber 25.5 has been seted up in the casing 25.1, the symmetry is provided with braking portion in the hydraulic pressure chamber 25.5, braking portion includes spring 25.2, spring 25.2 one end rigid coupling is on casing 25.1, spring 25.2 other end rigid coupling has brake block 25.3, brake block 25.3 link up casing 25.1 and with casing 25.1 sliding connection, the last oil inlet 25.4 of having seted up of casing 25.1, the one end that spring 25.2 was kept away from to brake block 25.3 is convex structure.
The utility model relates to an electric automobile variable speed transmission's theory of operation:
the input shaft 2 is driven by a motor, the end part of the input shaft 2 is fixedly connected with a first gear 3, the input shaft is meshed with a second gear 4 through the first gear 3, the second gear 4 transmits power to a planet carrier 5, the planet gears transmit power to a left half shaft gear 10 and a right half shaft gear 11 under the drive of the planet carrier 5, if no locking device 25 exists, the power is evenly distributed to the left half shaft gear 10 and the right half shaft gear 11, the vehicle speed change is sensed through a vehicle speed sensor, if the vehicle speed is sensed to be changed from fast to slow, a controller gives a signal to a right half shaft locking device 25 and locks a right half shaft gear shaft, simultaneously gives signals to a first clutch 13 and a second clutch 16 to attract the first clutch 13 and separate the second clutch 16, at the moment, the power transmitted to the planet gear part from the input shaft 1 is transmitted to all half shafts to the left, and the power is transmitted to an output shaft 24 under the action of a transmission shaft I12, a transmission shaft II14 and a fourth gear pair, because the gear ratio of the seventh gear 18 and the eighth gear 19 in the fourth gear pair is smaller than 1, the effect of reducing speed and increasing torque is realized, similarly, if the vehicle speed sensor senses that the vehicle speed is changed from slow speed to fast speed, the controller gives a signal to the left half shaft locking device and locks the left half shaft gear shaft, and simultaneously gives signals to the first clutch 13 and the second clutch 16 to disconnect the first clutch 13 and attract the second clutch 16, at the moment, the power transmitted to the planetary gear part by the input shaft 2 is completely transmitted to the right half shaft, the power is transmitted to the output shaft under the action of the transmission shaft III15, the transmission shaft IV17 and the fifth gear pair, because the gear ratio of the tenth gear 21 and the eleventh gear 22 in the fifth gear pair is larger than 1, the effect of reducing acceleration torque is realized, the steering of the seventh gear 18 and the ninth gear 20 is opposite, and the increase of the tenth gear 21 can realize the torque transmitted to the output shaft 24 by the left half shaft 10 and the torque transmitted to the output shaft 24 by the right half shaft 11 The torque directions are the same, after power is transmitted to the output shaft 24, the end of the output shaft 24 is matched with the differential 26, so that the rotation speeds of wheels on two sides are the same when the automobile turns, and the specific structure of the differential 26 is common knowledge of the skilled person, and is not described again here.
Under the normal state of the locking device 25, the two brake blocks 25.3 are not in shaft contact with the two output ends of the planetary gear part, after the locking device 25 obtains a locking signal, the oil inlet 25.4 can supplement hydraulic oil, the two symmetric brake blocks 25.3 are close under the pushing of the hydraulic oil, then the left output half shaft or the right output half shaft of the planetary gear part is locked, the locking function is realized, and after the locking signal is released, the brake blocks 25.3 are restored to the original position under the action of the spring 25.2.
Example two
Referring to fig. 3, the present embodiment is different from the first embodiment in that the planetary gear portions left and right output half shafts extend to the outside of the transmission case 1, and the deadlocks 25 are disposed at the ends of the planetary gear portions left and right output half shafts, so that the installation and disassembly maintenance of the deadlocks 25 are more convenient, and the action of the deadlocks 25 and the transmission inside the transmission case 1 do not affect each other.
EXAMPLE III
Referring to fig. 4, the difference between the present embodiment and the second embodiment is that sliding grooves 29 are symmetrically formed in the gear carrier 5, a driving device 30 is fixedly connected in the sliding grooves 29, and the driving device 30 may be a push rod motor or an air cylinder, preferably, a push rod motor is used in the present embodiment, and an end of the beam 28, which is far away from the planet wheel 27, is fixedly connected with an output shaft end of the push rod motor and is slidably connected in the sliding grooves 29, that is, the planet wheel 27 can slide radially on the gear carrier 5 under the driving of the beam 28 by the push rod motor, so that the planet wheel 27 is separated from the left half-shaft gear 10 and the right half-shaft gear.
In the description of the present invention, it is to be understood that the terms "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", and the like indicate orientations or positional relationships based on those shown in the drawings, and are merely for convenience of description of the present invention, and do not indicate or imply that the device or element so 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.
The above-mentioned embodiments are only described in the preferred embodiments of the present invention, but not to limit the scope of the present invention, and those skilled in the art should also be able to make various modifications and improvements to the technical solution of the present invention without departing from the spirit of the present invention.
Claims (10)
1. The utility model provides an electric automobile variable speed transmission, includes input shaft (2), output shaft (24), derailleur shell (1), its characterized in that: an input transmission part, a planetary gear part and an output transmission part are sequentially arranged in the transmission shell (1); the input transmission part is fixedly connected with the planetary gear part; a second gear pair and a third gear pair are in meshing transmission between the two output ends of the planetary gear part and the output transmission part, and two output end shafts of the planetary gear part are provided with deadlocks (25); the output transmission part comprises a first output transmission part and a second output transmission part, a fourth gear pair is in meshing transmission with the output shaft (24) between the first output transmission part and the output shaft, a fifth gear pair and a sixth gear pair are in meshing transmission with the output shaft (24) between the second output transmission part and the output shaft, and a first clutch (13) and a second clutch (16) are respectively arranged on the first output transmission part and the second output transmission part; the end part of the output shaft (24) is connected with a differential (26).
2. The variable speed drive of an electric vehicle of claim 1, wherein: the planetary gear part comprises a gear carrier (5), two planetary gears (27) fixedly connected with the gear carrier (5) through a beam (28), a left half shaft gear (10) and a right half shaft gear (11) which are meshed with the two planetary gears (27), the second gear (4) is fixedly connected with the gear carrier (5), and shafts of the left half shaft gear (10) and the right half shaft gear (11) are respectively provided with a locking device (25).
3. An electric vehicle variable speed drive as claimed in claim 2, wherein: deadlocking ware (25) include casing (25.1), hydraulic pressure chamber (25.5) have been seted up in casing (25.1), hydraulic pressure chamber (25.5) interior symmetry is provided with braking portion, braking portion includes spring (25.2), spring (25.2) one end rigid coupling is in on casing (25.1), spring (25.2) other end rigid coupling has brake block (25.3), brake block (25.3) link up casing (25.1) and with casing (25.1) sliding connection, oil inlet (25.4) have been seted up on casing (25.1), brake block (25.3) are kept away from the one end of spring (25.2) is convex structure.
4. An electric vehicle variable speed drive as claimed in claim 2, wherein: the center of the second gear (4) and the center of the gear carrier (5) are provided with through holes, the shaft of the left side gear (10) passes through the through holes and penetrates through the second gear (4) and the gear carrier (5), and the inner diameter of each through hole is larger than the outer diameter of the shaft of the left side gear (10).
5. The variable speed drive of an electric vehicle of claim 1, wherein: the first output transmission part comprises a transmission shaft I (12) and a transmission shaft II (14), the first clutch (13) is arranged between the transmission shaft I (12) and the transmission shaft II (14), the driving end of the first clutch (13) is rigidly connected with the transmission shaft I (12), the driven end of the first clutch (13) is rigidly connected with the transmission shaft II (14), the second output transmission part comprises a transmission shaft III (15) and a transmission shaft IV (17), a ninth gear (20) is fixedly connected to the end of the transmission shaft IV (17), the second clutch (16) is arranged between the transmission shaft III (15) and the transmission shaft IV (17), the driving end of the second clutch (16) is rigidly connected with the transmission shaft III (15), the driven end of the second clutch (16) is rigidly connected with the transmission shaft IV (17).
6. The variable speed drive of an electric vehicle of claim 1, wherein: the input transmission part comprises a first gear pair, the first gear pair comprises a first gear (3) and a second gear (4) meshed with the first gear (3), and the first gear (3) is fixedly connected with the input shaft (2).
7. An electric vehicle variable speed drive as claimed in claim 2, wherein: the second gear pair comprises a third gear (6) and a fourth gear (7), the third gear (6) is fixedly connected with the end part of the shaft of the left half shaft gear (10), the third gear pair comprises a fifth gear (8) and a sixth gear (9), the fifth gear (8) is fixedly connected with the end part of the shaft of the right half shaft gear (11), and the third gear (6) and the fifth gear (8) are symmetrically arranged.
8. An electric vehicle variable speed drive as claimed in claim 5, wherein: the fourth gear pair comprises a seventh gear (18) and an eighth gear (19), the seventh gear (18) is fixedly connected to the transmission shaft II (14), the eighth gear (19) is fixedly connected to the output shaft (24), the fifth gear pair comprises a tenth gear (21) and an eleventh gear (22), the eleventh gear (22) is fixedly connected to the output shaft (24), the tenth gear (21) is in meshing transmission with the eleventh gear (22) and the ninth gear (20) respectively, the number of teeth of the eighth gear (19) is greater than that of the eleventh gear (22), the gear ratio of the seventh gear (18) to the eighth gear (19) is less than 1, and the gear ratio of the tenth gear (21) to the eleventh gear (22) is greater than 1.
9. The variable speed drive of an electric vehicle of claim 7, wherein: the planet gear (27), the left side gear (10), the right side gear (11), the third gear (6), the fourth gear (7), the fifth gear (8) and the sixth gear (9) are all bevel gears, and the gear carrier (5) is of a conical structure.
10. The variable speed drive of an electric vehicle of claim 1, wherein: the first clutch (13), the second clutch (16) and the locking device (25) are respectively electrically connected with a controller, the input end of the controller is electrically connected with a vehicle speed sensor, and the vehicle speed sensor is arranged on a wheel.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022033829.5U CN213685143U (en) | 2020-09-17 | 2020-09-17 | Variable speed transmission device of electric automobile |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022033829.5U CN213685143U (en) | 2020-09-17 | 2020-09-17 | Variable speed transmission device of electric automobile |
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| Publication Number | Publication Date |
|---|---|
| CN213685143U true CN213685143U (en) | 2021-07-13 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202022033829.5U Active CN213685143U (en) | 2020-09-17 | 2020-09-17 | Variable speed transmission device of electric automobile |
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| Country | Link |
|---|---|
| CN (1) | CN213685143U (en) |
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2020
- 2020-09-17 CN CN202022033829.5U patent/CN213685143U/en active Active
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