CN213954276U - Two-gear speed change device for electric vehicle - Google Patents

Abstract

The utility model relates to a two grades of speed change gear for electric vehicle, include the derailleur casing as peripheral envelope spare to and as the driving motor of power supply, still include planetary gear set and the first gearshift, second gearshift, input shaft and the output shaft of being connected with planetary gear set respectively, driving motor connects the input shaft, the output shaft connects the main reducer and the differential mechanism of vehicle, first gearshift among the second gearshift, a gearshift adopts sliding vane formula clutch, and another gearshift adopts claw clutch, and each gearshift is equipped with two side parts respectively. Compared with the prior art, the utility model has the advantages of simple structure, with low costs, transmission efficiency height.

Description

Two-gear speed change device for electric vehicle

Technical Field

The utility model belongs to the technical field of electric vehicle drive technique and specifically relates to a two grades of speed change gear for electric vehicle is related to.

Background

At present, two-gear transmissions of an electric vehicle are divided into two types: the first uses a synchronizer as a gear shifting mechanism and has low manufacturing cost. However, the two-speed transmission with the structure has power interruption during gear shifting, so that gear shifting impact is caused, and the driving comfort of a vehicle is influenced. The second type of two-speed transmission uses two sliding-plate clutches or dual clutch modules as the shifting mechanisms, each clutch corresponding to a gear. During gear shifting, gear shifting is realized on the two sliding plate clutches through the sliding mill, and power interruption is avoided, so that the comfort of a vehicle is high. However, the transmission is expensive due to the use of two sliding plate clutches, and the oil circuit system required for control is complex and difficult to popularize.

SUMMERY OF THE UTILITY MODEL

The utility model aims at providing a two grades of speed change gear for electric vehicle in order to overcome the defect that above-mentioned prior art exists, this speed change gear only needs a sliding plate formula clutch and a claw formula clutch can realize two grades of gearshifts unpowered interruption speed change gear, and transmission efficiency is high, and can practice thrift space and equipment cost.

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

a two-gear speed change device for an electric vehicle comprises a transmission shell serving as a peripheral enveloping member, a driving motor serving as a power source, a planetary gear set, a first gear shift mechanism, a second gear shift mechanism, an input shaft and an output shaft, wherein the first gear shift mechanism, the second gear shift mechanism, the input shaft and the output shaft are respectively connected with the planetary gear set, the driving motor is connected with the input shaft, the output shaft is connected with a main speed reducer and a differential mechanism of the vehicle, one gear shift mechanism adopts a sliding plate type clutch, and the other gear shift mechanism adopts a sliding plate type clutch, a synchronizer or a claw type clutch.

Preferably, one of the gearshifts employs a sliding plate clutch and the other gearshift employs a dog clutch.

Preferably, the planetary gear set comprises a front sun gear, a front planet gear, a rear sun gear and a planet gear carrier, the front planet gear and the rear planet gear are respectively arranged on the planet gear carrier and can rotate around the planet gear carrier, the front sun gear is connected with the input shaft, and the rear sun gear is connected with the output shaft.

Preferably, the two-gear transmission device realizes two different transmission speed ratios through two gear shifting mechanisms, including a first transmission speed ratio and a second transmission speed ratio, according to different planetary gear set speed ratios, the first transmission speed ratio is larger than one or smaller than one, the second transmission speed ratio is one, when the two-gear transmission device is in a neutral position, the first gear shifting mechanism and the second gear shifting mechanism are opened, when the two-gear transmission device is in the first transmission speed ratio, the first gear shifting mechanism is opened, the second gear shifting mechanism is closed, the planet carrier is locked, the front planet wheel and the rear planet wheel rotate around the locked planet carrier, and when the two-gear transmission device is in the second transmission speed ratio, the second gear shifting mechanism is opened, and the first gear shifting mechanism is closed.

Preferably, the first gear shifting mechanism is provided with a first side part and a second side part, the second gear shifting mechanism is provided with a third side part and a fourth side part, the first side part and the second side part are respectively connected with the front sun gear and the planet carrier, or respectively connected with the rear sun gear and the planet carrier, or respectively connected with the front sun gear and the rear sun gear, the third side part is connected with the planet carrier, and the fourth side part is connected with the transmission shell.

Preferably, if the first transmission speed ratio is greater than one, the two-gear transmission device is in a first gear, the second gear shift mechanism adopts a dog clutch or a controllable dog clutch structure, the first gear shift mechanism adopts a sliding plate clutch structure or a combined structure of a first main gear shift mechanism and a first auxiliary gear shift mechanism, if the first gear shift mechanism adopts a combined structure, the first main gear shift mechanism is in a normally open state, the first auxiliary gear shift mechanism is in a normally closed state, if the first transmission speed ratio is less than one, the two-gear transmission device is in a second gear, the first gear shift mechanism adopts a dog clutch or a controllable dog clutch structure, the second gear shift mechanism adopts a sliding plate clutch structure or a combined structure of a second main gear shift mechanism and a second auxiliary gear shift mechanism, if the second gear shift mechanism adopts a combined structure, the second main gear shifting mechanism is in a normally closed state, and the second auxiliary gear shifting mechanism is in a normally open state.

Preferably, when the first shift mechanism is of a combined structure, the first main shift mechanism is of a sliding plate clutch structure, and the first sub-shift mechanism is of a dog clutch or synchronizer structure. The first main shifting mechanism includes a first main-side member, a second main-side member, the first sub-shifting mechanism includes a first sub-side member, a second sub-side member, the first sub-side member connects with the input shaft, the second sub-side member connects with the first main-side member, the second main-side member connects with the carrier, or the first sub-side member connects with the rear sun gear, the second sub-side member connects with the first main-side member, the second main-side member connects with the carrier, or the first sub-side member connects with the front sun gear, the second sub-side member connects with the first main-side member, and the second main-side member connects with the rear sun gear.

Preferably, when the second shift mechanism is of a combined structure, the second main shift mechanism is of a sliding plate clutch structure, and the second sub-shift mechanism is of a dog clutch or synchronizer structure. The second main shifting mechanism includes a third main-side member, a fourth main-side member, and the second sub-shifting mechanism includes a third sub-side member, which is connected to the transmission case, and a fourth sub-side member, which is connected to the fourth main-side member, which is connected to the carrier.

Preferably, when the first side component and the second side component are respectively connected with the front sun gear and the planet carrier or respectively connected with the rear sun gear and the planet carrier, the first gear shifting mechanism and the second gear shifting mechanism are respectively arranged on two sides of the planetary gear set or on the same side of the planetary gear set.

The utility model provides a two grades of speed change gear for electric vehicle compares in prior art and includes following beneficial effect at least:

1) the utility model discloses only need install a sliding plate formula clutch and a claw formula clutch among the two grades of speed change gear, because of claw formula clutch's size is little, required space is littleer, consequently whole speed change gear compares with the derailleur that is equipped with two sliding plate formula clutches among the prior art, has reduced the size, has simplified oil piping system's complexity.

2) The two-gear speed change device has fewer elements, is favorable for reducing the mechanical manufacturing cost and further reducing the volume and the weight of the speed change device, and has higher overall reliability due to simple structure;

3) the utility model discloses two grades of speed change gear's structure is a novel planetary gear set, claw formula clutch and the combination of sliding plate formula clutch, and the problem of power interruption can not appear when the gear shift fully to this structure.

4) When the vehicle stops, the utility model discloses first and second gearshift in the speed change gear can realize closing simultaneously, and at this moment, driving motor is died by the lock, and then realizes the parking function, need not to install extra parking lock in making the speed change gear, saves space and cost.

5) The claw clutch has small drag resistance loss, and the sliding sheet type clutch corresponding to the first or second gear shifting mechanism is separated into the main gear shifting mechanism and the auxiliary gear shifting mechanism, so that the sliding sheet type clutch can be ensured to be in a normally closed state except in the gear shifting process, the drag resistance loss of the sliding sheet type clutch is effectively reduced, and the transmission efficiency of the speed changing device is further improved.

6) The utility model discloses the unit of the integrated difference of speed change gear accessible, like the motor, the product is unified more in formation such as variable speed and the automatically controlled unit of motor, uses as the electric bridge product, has more extensive suitability.

Drawings

Fig. 1 is a schematic structural view of a two-speed transmission for an electric vehicle according to embodiment 1 of the present invention;

fig. 2 is a schematic structural view of a two-speed transmission for an electric vehicle according to embodiment 2 of the present invention;

fig. 3 is a schematic structural view of a two-speed transmission for an electric vehicle according to embodiment 3 of the present invention;

fig. 4 is a schematic structural view of a two-speed transmission for an electric vehicle according to embodiment 4 of the present invention;

fig. 5 is a schematic structural view of a two-speed transmission for an electric vehicle according to embodiment 5 of the present invention;

fig. 6 is a schematic structural view of a two-speed transmission for an electric vehicle according to embodiment 6 of the present invention;

fig. 7 is a schematic structural view of a two-speed transmission for an electric vehicle according to embodiment 7 of the present invention;

fig. 8 is a schematic structural view of a two-speed transmission for an electric vehicle according to embodiment 8 of the present invention;

fig. 9 is a schematic structural view of a two-speed transmission for an electric vehicle according to embodiment 9 of the present invention;

the reference numbers in the figures indicate:

1. front sun gear, 2, front planet gear, 3, rear planet gear, 4, rear sun gear, 5, planet carrier, 6, first side member, 7, second side member, 8, third side member, 9, fourth side member, 10, input shaft, 11, output shaft, 12, transmission housing, 13, first secondary member, 14, second secondary member, 15, third secondary member, 16, fourth secondary member.

Detailed Description

The present invention will be described in detail below with reference to the accompanying drawings and specific embodiments. It is to be understood that the embodiments described are only some of the embodiments of the present invention, and not all of them. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative efforts shall fall within the protection scope of the present invention.

Example 1

The present embodiment relates to a two-speed transmission device for an electric vehicle, including a transmission case, a planetary gear set, a first shift mechanism, a second shift mechanism, an input shaft, and an output shaft. The transmission housing acts as a peripheral envelope.

The planetary gear set includes a front sun gear 1, a front planet gear 2, a rear planet gear 3, a rear sun gear 4, and a planet carrier 5. As shown in fig. 1, the front planetary gear 2 and the rear planetary gear 3 are respectively disposed on a planetary carrier 5 and can rotate around the planetary carrier 5. The first side member 6 of the first gear shift mechanism is connected to the front sun gear 1 and the second side member 7 is connected to the planet carrier 5. The third side 8 of the second gear change mechanism is connected to the planet wheel carrier 5, and the fourth side 9 is connected to the transmission housing 12. In the present embodiment, the first side member 6, the second side member 7, the third side member 8 and the fourth side member 9 are on the same side of the planetary gear set, and the present embodiment is arranged on the left side of the planetary gear set, wherein the front sun gear 1 of the planetary gear set is connected with the input shaft 10, the driving motor is connected with the input shaft 10, and the rear sun gear 4 is connected with the output shaft 11. The output shaft 11 is connected to a final drive and a differential (not shown) of the vehicle.

The first gear shifting mechanism may adopt a common sliding-vane clutch, the second gear shifting mechanism may adopt a common sliding-vane clutch, a synchronizer or a claw clutch, and a claw clutch or a controllable claw clutch may be preferably used. The first gear shift mechanism is provided with a first side member 6 and a second side member 7; the second gear shift mechanism is provided with a third 8 and a fourth 9 side part.

The working principle of the two-gear speed changing device for the electric vehicle of the embodiment is as follows:

in neutral, both the first and second shift mechanisms are open, and the transmission is not transmitting torque.

By closing the first or second gear shift, the transmission can achieve two different transmission ratios.

In the first transmission ratio, the first gear shifting mechanism is in an open state, and the second gear shifting mechanism is closed. At this time, the planetary carrier 5 of the planetary gear set is locked, and the front planetary gear 2 and the rear planetary gear 3 rotate around the locked planetary carrier 5. The driving torque of the transmission is transmitted from the front sun gear 1 to the rear sun gear 4 through the front planetary gear 2 and the rear planetary gear 3. The transmission ratio of the transmission is not equal to 1, and can be larger or smaller than 1 according to different planetary gear ratios.

At a second transmission speed ratio, the second gear shifting mechanism is in an open state, and the first gear shifting mechanism is closed. At this time, the front sun gear 1 of the planetary gear set is connected to the carrier 5, so that the respective members of the entire planetary gear set rotate at the same rotational speed. The transmission ratio of the transmission is now 1.

This gear is used in the vehicle for first gear when the first transmission ratio is greater than 1. At this time, the first gear shifting mechanism adopts a common sliding-vane clutch structure. At the same time, the second transmission ratio is used for second gear.

Example 2

The two-speed transmission device for an electric vehicle according to the present embodiment is basically the same in structure as the device in embodiment 1, except that:

the first shift mechanism of the present embodiment is split into a main shift mechanism, which is a main shift mechanism, and a sub-shift mechanism, to which a first sub-shift mechanism is connected, and which includes a first sub-side member 13 and a second sub-side member 14, as shown in fig. 2. The first sub-side member 13 is connected to the input shaft 10, and the second sub-side member 14 is connected to the first side member 6 of the first shift mechanism. The first shift mechanism of the present embodiment employs a sliding-plate clutch structure, and the first sub-shift mechanism employs a dog clutch or synchronizer structure. At this time, the first shift mechanism (the first side member 6, the second side member 7) can be in the normally closed state, and the first sub-shift mechanism (the first sub-side member 13, the second sub-side member 14) can be in the normally open state, respectively, whereby drag loss of the sliding-plate clutch during running of the vehicle can be effectively reduced.

Example 3

The two-speed transmission device for an electric vehicle according to the present embodiment is basically the same in structure as the device in embodiment 1, except that:

the first gear shifting mechanism adopts a claw clutch or a controllable claw clutch structure; the second shift mechanism adopts a slide clutch structure, and the other components and the connecting part are kept the same as those of embodiment 1, and the specific structure is shown in fig. 3.

Under the structure, when the first transmission speed ratio is smaller than 1, the gear in which the first transmission speed ratio is located is used for the second gear in the vehicle. In this case, compared to fig. 1, the shift mechanisms corresponding to the two transmission speed ratios are changed. For the first gear shifting mechanism with a dog clutch or a controllable dog clutch, the gear of the second transmission speed ratio is used for the first gear in the vehicle.

Example 4

The two-speed transmission device for an electric vehicle according to the present embodiment is basically the same in structure as the device in embodiment 3, except that:

the second shift mechanism of the present embodiment is split into a main shift mechanism, which is specifically a main shift mechanism, and a sub-shift mechanism to which a second sub-shift mechanism is connected, and includes a third sub-side member 15 and a fourth sub-side member 16, as shown in fig. 4. The third sub-member 15 is connected to the transmission case 12, and the fourth sub-member 16 is connected to the fourth sub-member 9. The second gear shifting mechanism adopts a sliding plate type clutch structure, and the second auxiliary gear shifting mechanism adopts a claw type clutch or a synchronizer structure.

Based on the above structure, when the first transmission speed ratio is smaller than 1, the second shift mechanism (the third side member 8, the fourth side member 9) can be in the normally closed state and the second sub-shift mechanism (the third sub-side member 15, the fourth sub-side member 16) can be in the normally open state, respectively, so that drag resistance loss of the sliding-plate clutch during vehicle running can be effectively reduced.

Example 5

When the first transmission speed ratio is greater than 1, compared with the two-gear speed changing device for the electric vehicle in the embodiment 1, the connection positions of the first gear shifting mechanisms (6 and 7) and the second gear shifting mechanisms (8 and 9) are changed, and other components and connection modes are kept unchanged.

As shown in fig. 5, in which the first side part 6 of the first gear shift mechanism (the slide clutch) is connected to the rear sun gear 4 and the second side part 7 of the first gear shift mechanism is connected to the carrier 5, the connection of the carrier 5 to the rear sun gear 4 can be achieved by closing the first gear shift mechanism, and thus the same transmission ratio as that of the first gear shift mechanism described in fig. 1 is achieved. The third side 8 of the second gear shift (claw or controllable claw) is connected to the planet carrier 5 of the planetary gear set, and the fourth side 9 of the second gear shift is connected to the transmission housing 12, so that locking of the planet carrier 5 of the planetary gear set can be achieved by closing the second gear shift, and the same transmission ratio as that of the second gear shift shown in fig. 1 can be achieved.

The other arrangement of fig. 5 is substantially identical to the transmission of fig. 3 when the first transmission ratio is less than 1, except that the first shifting element (6, 7) is now a dog clutch or a controllable dog clutch, and the second shifting element (8, 9) is a sliding clutch, which will not be described in detail.

Example 6

When the first transmission speed ratio is greater than 1, compared with the two-speed transmission device for the electric vehicle in embodiment 1, the connection position of the first gear shifting mechanism (6, 7) is changed, the first side member 6 and the second side member 7 are positioned on the right side of the planetary gear set, and other components and connection modes are kept unchanged.

As shown in fig. 6, in which the first side element 6 of the first gear shift mechanism (the slide clutch) is connected to the rear sun gear 4 and the second side element 7 of the first gear shift mechanism is connected to the carrier 5, the connection of the carrier 5 to the rear sun gear 4 can be achieved by closing the first gear shift mechanism, and thus the same transmission ratio as that of the first gear shift mechanism described in fig. 1 is achieved.

When the first transmission ratio is smaller than 1, the other arrangement of fig. 6 is substantially identical to the transmission of fig. 3, except that the first shifting element (6, 7) is now a dog clutch or a controllable dog clutch, and the second shifting element (8, 9) is a sliding clutch, which will not be described in detail.

Example 7

When the first transmission speed ratio is greater than 1, compared with embodiment 1, the two-speed transmission device for the electric vehicle related to the present embodiment has the advantages that the connection position of the second gear shifting mechanism (8, 9) is changed, the third side member 8 and the fourth side member 9 are positioned on the right side of the planetary gear set, and other components and connection modes are kept unchanged.

As shown in fig. 7, in which the third side member 8 of the second gear shift mechanism (dog clutch or controllable dog clutch) is connected to the carrier 5 of the planetary gear set and the fourth side member 9 of the second gear shift mechanism is connected to the transmission housing 12, it is possible to lock the carrier 5 of the planetary gear set by closing the second gear shift mechanism, thereby achieving the same transmission ratio as that of the second gear shift mechanism shown in fig. 1.

When the first transmission ratio is smaller than 1, the other arrangement of fig. 7 is substantially identical to the transmission of fig. 3, except that the first shifting element (6, 7) is now a dog clutch or a controllable dog clutch, and the second shifting element (8, 9) is a sliding clutch, which will not be described in detail.

Example 8

When the first transmission speed ratio is greater than 1, compared with the two-gear speed change device for the electric vehicle in the embodiment 1, the connection position of the first gear shift mechanisms (6 and 7) is changed, and other components and connection modes are kept unchanged.

As shown in fig. 8, in which the first side member 6 of the first gear shift mechanism (the plate clutch) is connected to the front sun gear 1 and the second side member 7 of the first gear shift mechanism is connected to the rear sun gear 4, the connection of the front sun gear 1 to the rear sun gear 4 can be achieved by closing the first gear shift mechanism, thereby achieving the same transmission speed ratio as that of the first gear shift mechanism shown in fig. 1.

When the first transmission ratio is smaller than 1, the other arrangement of fig. 8 is substantially identical to the transmission of fig. 3, except that the first shifting element (6, 7) is now a dog clutch or a controllable dog clutch, and the second shifting element (8, 9) is a sliding clutch, which will not be described in detail.

Example 9

When the first transmission speed ratio is greater than 1, compared with the two-gear speed changing device for the electric vehicle in the embodiment 1, the connection positions of the first gear shifting mechanisms (6 and 7) and the second gear shifting mechanisms (8 and 9) are changed, and other components and connection modes are kept unchanged.

As shown in fig. 9, in which the first side member 6 of the first gear shift mechanism (the plate clutch) is connected to the front sun gear 1 and the second side member 7 of the first gear shift mechanism is connected to the rear sun gear 4, the connection of the front sun gear 1 and the rear sun gear 4 can be achieved by closing the first gear shift mechanism, thereby achieving the same transmission speed ratio as that of the first gear shift mechanism shown in fig. 1.

The third side 8 of the second gear shift (claw or controllable claw) is connected to the planet carrier 5 of the planetary gear set, and the fourth side 9 of the second gear shift is connected to the transmission housing 12, so that locking of the planet carrier 5 of the planetary gear set can be achieved by closing the second gear shift, and the same transmission ratio as that of the second gear shift shown in fig. 1 can be achieved.

The other arrangement of fig. 9 is substantially identical to the transmission of fig. 3 when the first transmission ratio is less than 1, except that the first shifting element (6, 7) is now a dog clutch or a controllable dog clutch, and the second shifting element (8, 9) is a sliding clutch, which will not be described in detail.

Example 10

Compared with embodiment 5, the two-speed transmission device for the electric vehicle according to the present embodiment has the same components and connection modes. The difference lies in that:

when the first transmission speed ratio is greater than 1, the first shift mechanism of the present embodiment is split into the main shift mechanism and the sub-shift mechanism, and specifically, the first shift mechanism serves as the main shift mechanism, and the first sub-shift mechanism is connected to the first shift mechanism and includes the first sub-side member and the second sub-side member. The first secondary side member is connected to the rear sun gear, the second secondary side member is connected to the first side member of the first shift mechanism, and the second side member is connected to the carrier.

The first shift mechanism of the present embodiment employs a sliding-plate clutch structure, and the first sub-shift mechanism employs a dog clutch or synchronizer structure. At this time, the first shift mechanism (the first side member and the second side member) can be in the normally closed state, and the first sub-shift mechanism (the first sub-side member and the second sub-side member) can be in the normally open state, respectively, whereby drag loss of the sliding-plate clutch during running of the vehicle can be effectively reduced.

Example 11

Compared with embodiment 5, the two-speed transmission device for the electric vehicle according to the present embodiment has the same components and connection modes. The difference lies in that:

when the first transmission speed ratio is smaller than 1, the second shift mechanism of the present embodiment is split into a main shift mechanism and a sub-shift mechanism, and specifically, the second shift mechanism serves as a main shift mechanism, and a second sub-shift mechanism is connected to the second shift mechanism, and the second sub-shift mechanism includes a third sub-side member and a fourth sub-side member. The third sub-side member is connected to the transmission case, and the fourth sub-side member is connected to the fourth sub-side member. The second gear shifting mechanism adopts a sliding plate type clutch structure, and the second auxiliary gear shifting mechanism adopts a claw type clutch or a synchronizer structure.

Based on the above structure, when the first transmission speed ratio is smaller than 1, the second shift mechanism (the third side member and the fourth side member) can be in the normally closed state, and the second sub-shift mechanism (the third sub-side member and the fourth sub-side member) can be in the normally open state, respectively, so that the drag resistance loss of the sliding-plate clutch during the running of the vehicle can be effectively reduced.

Example 12

Compared with embodiment 6, the two-speed transmission device for an electric vehicle according to the present embodiment has the same components and connection modes. The difference lies in that:

when the first transmission speed ratio is greater than 1, the first shift mechanism of the present embodiment is split into the main shift mechanism and the sub-shift mechanism, and specifically, the first shift mechanism serves as the main shift mechanism, and the first sub-shift mechanism is connected to the first shift mechanism and includes the first sub-side member and the second sub-side member. The first secondary side member is connected to the rear sun gear, the second secondary side member is connected to the first side member of the first shift mechanism, and the second side member is connected to the carrier.

The first shift mechanism of the present embodiment employs a sliding-plate clutch structure, and the first sub-shift mechanism employs a dog clutch or synchronizer structure. At this time, the first shift mechanism (the first side member and the second side member) can be in the normally closed state, and the first sub-shift mechanism (the first sub-side member and the second sub-side member) can be in the normally open state, respectively, whereby drag loss of the sliding-plate clutch during running of the vehicle can be effectively reduced.

Example 13

Compared with embodiment 6, the two-speed transmission device for an electric vehicle according to the present embodiment has the same components and connection modes. The difference lies in that:

when the first transmission speed ratio is smaller than 1, the second shift mechanism of the present embodiment is split into a main shift mechanism and a sub-shift mechanism, and specifically, the second shift mechanism serves as a main shift mechanism, and a second sub-shift mechanism is connected to the second shift mechanism, and the second sub-shift mechanism includes a third sub-side member and a fourth sub-side member. The third sub-side member is connected to the transmission case, and the fourth sub-side member is connected to the fourth sub-side member. The second gear shifting mechanism adopts a sliding plate type clutch structure, and the second auxiliary gear shifting mechanism adopts a claw type clutch or a synchronizer structure.

Based on the above structure, when the first transmission speed ratio is smaller than 1, the second shift mechanism (the third side member and the fourth side member) can be in the normally closed state, and the second sub-shift mechanism (the third sub-side member and the fourth sub-side member) can be in the normally open state, respectively, so that the drag resistance loss of the sliding-plate clutch during the running of the vehicle can be effectively reduced.

Example 14

Compared with embodiment 7, the two-speed transmission device for an electric vehicle according to the present embodiment has the same components and connection modes. The difference lies in that:

when the first transmission speed ratio is greater than 1, the first shift mechanism of the present embodiment is split into the main shift mechanism and the sub-shift mechanism, and specifically, the first shift mechanism serves as the main shift mechanism, and the first sub-shift mechanism is connected to the first shift mechanism and includes the first sub-side member and the second sub-side member. The first secondary side member is connected to the front sun gear, the second secondary side member is connected to the first side member of the first shift mechanism, and the second side member is connected to the carrier.

The first shift mechanism of the present embodiment employs a sliding-plate clutch structure, and the first sub-shift mechanism employs a dog clutch or synchronizer structure. At this time, the first shift mechanism (the first side member and the second side member) can be in the normally closed state, and the first sub-shift mechanism (the first sub-side member and the second sub-side member) can be in the normally open state, respectively, whereby drag loss of the sliding-plate clutch during running of the vehicle can be effectively reduced.

Example 15

Compared with embodiment 7, the two-speed transmission device for an electric vehicle according to the present embodiment has the same components and connection modes. The difference lies in that:

when the first transmission speed ratio is smaller than 1, the second shift mechanism of the present embodiment is split into a main shift mechanism and a sub-shift mechanism, and specifically, the second shift mechanism serves as a main shift mechanism, and a second sub-shift mechanism is connected to the second shift mechanism, and the second sub-shift mechanism includes a third sub-side member and a fourth sub-side member. The third sub-side member is connected to the transmission case, and the fourth sub-side member is connected to the fourth sub-side member. The second gear shifting mechanism adopts a sliding plate type clutch structure, and the second auxiliary gear shifting mechanism adopts a claw type clutch or a synchronizer structure.

Based on the above structure, when the first transmission speed ratio is smaller than 1, the second shift mechanism (the third side member and the fourth side member) can be in the normally closed state, and the second sub-shift mechanism (the third sub-side member and the fourth sub-side member) can be in the normally open state, respectively, so that the drag resistance loss of the sliding-plate clutch during the running of the vehicle can be effectively reduced.

Example 16

Compared with embodiment 8, the two-speed transmission device for an electric vehicle according to the present embodiment has the same components and connection modes. The difference lies in that:

when the first transmission speed ratio is greater than 1, the first shift mechanism of the present embodiment is split into the main shift mechanism and the sub-shift mechanism, and specifically, the first shift mechanism serves as the main shift mechanism, and the first sub-shift mechanism is connected to the first shift mechanism and includes the first sub-side member and the second sub-side member. The first secondary side member is connected to the front sun gear, the second secondary side member is connected to the first side member of the first shift mechanism, and the second side member is connected to the rear sun gear.

The first shift mechanism of the present embodiment employs a sliding-plate clutch structure, and the first sub-shift mechanism employs a dog clutch or synchronizer structure. At this time, the first shift mechanism (the first side member and the second side member) can be in the normally closed state, and the first sub-shift mechanism (the first sub-side member and the second sub-side member) can be in the normally open state, respectively, whereby drag loss of the sliding-plate clutch during running of the vehicle can be effectively reduced.

Example 17

Compared with embodiment 8, the two-speed transmission device for an electric vehicle according to the present embodiment has the same components and connection modes. The difference lies in that:

when the first transmission speed ratio is smaller than 1, the second shift mechanism of the present embodiment is split into a main shift mechanism and a sub-shift mechanism, and specifically, the second shift mechanism serves as a main shift mechanism, and a second sub-shift mechanism is connected to the second shift mechanism, and the second sub-shift mechanism includes a third sub-side member and a fourth sub-side member. The third sub-side member is connected to the transmission case, and the fourth sub-side member is connected to the fourth sub-side member. The second gear shifting mechanism adopts a sliding plate type clutch structure, and the second auxiliary gear shifting mechanism adopts a claw type clutch or a synchronizer structure.

Based on the above structure, when the first transmission speed ratio is smaller than 1, the second shift mechanism (the third side member and the fourth side member) can be in the normally closed state, and the second sub-shift mechanism (the third sub-side member and the fourth sub-side member) can be in the normally open state, respectively, so that the drag resistance loss of the sliding-plate clutch during the running of the vehicle can be effectively reduced.

Example 18

Compared with embodiment 9, the two-speed transmission device for an electric vehicle according to the present embodiment has the same components and connection modes. The difference lies in that:

when the first transmission speed ratio is greater than 1, the first shift mechanism of the present embodiment is split into the main shift mechanism and the sub-shift mechanism, and specifically, the first shift mechanism serves as the main shift mechanism, and the first sub-shift mechanism is connected to the first shift mechanism and includes the first sub-side member and the second sub-side member. The first secondary side member is connected to the front sun gear, the second secondary side member is connected to the first side member of the first shift mechanism, and the second side member is connected to the rear sun gear.

The first shift mechanism of the present embodiment employs a sliding-plate clutch structure, and the first sub-shift mechanism employs a dog clutch or synchronizer structure. At this time, the first shift mechanism (the first side member and the second side member) can be in the normally closed state, and the first sub-shift mechanism (the first sub-side member and the second sub-side member) can be in the normally open state, respectively, whereby drag loss of the sliding-plate clutch during running of the vehicle can be effectively reduced.

Example 19

Compared with embodiment 9, the two-speed transmission device for an electric vehicle according to the present embodiment has the same components and connection modes. The difference lies in that:

when the first transmission speed ratio is smaller than 1, the second shift mechanism of the present embodiment is split into a main shift mechanism and a sub-shift mechanism, and specifically, the second shift mechanism serves as a main shift mechanism, and a second sub-shift mechanism is connected to the second shift mechanism, and the second sub-shift mechanism includes a third sub-side member and a fourth sub-side member. The third sub-side member is connected to the transmission case, and the fourth sub-side member is connected to the fourth sub-side member. The second gear shifting mechanism adopts a sliding plate type clutch structure, and the second auxiliary gear shifting mechanism adopts a claw type clutch or a synchronizer structure.

Based on the above structure, when the first transmission speed ratio is smaller than 1, the second shift mechanism (the third side member and the fourth side member) can be in the normally closed state, and the second sub-shift mechanism (the third sub-side member and the fourth sub-side member) can be in the normally open state, respectively, so that the drag resistance loss of the sliding-plate clutch during the running of the vehicle can be effectively reduced.

The utility model provides a two grades of speed change gear can realize two kinds of unpowered interruption gear shifting types without the help of other with higher speed or arresting gear, and power upshifts and power downshifts promptly can satisfy the vehicle at all drives, slides and braking operating mode demand. The transmission achieves a power upshift from first gear to second gear when the vehicle speed gradually increases to and exceeds a certain previously specified value. During gear shifting, the vehicle is in a state of constant speed or acceleration, and the torque flow in the speed change device is from the input end to the output end. In contrast, when the vehicle is in a deceleration process, the transmission is not shifted when the torque in the transmission flows from the output end to the input end, and the vehicle can be in the 1 gear or the 2 gear. When the vehicle needs to accelerate, such as acceleration and overtaking, the transmission performs a power downshift from second gear to first gear.

The utility model discloses when the speed change gear that each embodiment provided changes between two gears, need control first and second gearshift respectively, adjust opening or closed state to two clutches according to the description above according to the target gear.

Use the utility model discloses the speed change gear structure, the vehicle can guarantee unpowered interruption when the gear shift. Wherein:

first, power upshift process (this process assumes first transmission ratio greater than 1 for in-vehicle first gear, corresponding to fig. 1):

1. before shifting, the transmission is in a first gear. At this time, the first shift mechanism (the sliding plate clutch) is in an open state, and the second shift mechanism (the dog clutch or the controllable dog clutch) is in a closed state.

2. When a gear shift is started, the electronic control unit of the transmission gradually increases the pressure on the sliding-vane clutch through a clutch electric or electrohydraulic actuator, so that two side parts of the clutch start to transmit torque. However, since the clutch is not yet fully engaged, there is a difference in rotational speed between the two side members.

3. As the pressure on the sliding-plate clutch continues to increase, the torque it transmits also gradually increases. This will result in a drop in the torque transmitted on the second gear change (which is still closed at this time).

4. When it comes time, the torque at the second gear change mechanism drops to zero as the pressure on the sliding-plate clutch continues to increase, and the sliding-plate clutch transmits the torque in all the gear changes. At this time, the second shift mechanism is opened, and torque transmission in the transmission is not affected.

5. After the second gear shifting mechanism is opened, the driving motor reduces the rotating speed, so that the rotating speed difference between two side parts of the sliding-vane clutch is reduced to zero, namely the sliding-vane clutch is completely closed at the moment. The gear of the transmission is thus changed to the second gear.

During the above gear shifting process, the transmission of torque is gradually transferred from the second gear shifting mechanism to the first gear shifting mechanism, and no torque abrupt change occurs, so that the phenomenon of power interruption does not occur during the gear shifting process.

Power downshift process (this process assumes a first transmission speed ratio greater than 1 for in-vehicle first gear, corresponding to fig. 1):

1. before shifting, the transmission is in the second gear. At this time, the first shift mechanism (the sliding plate clutch) is in the closed state, and the second shift mechanism (the dog clutch or the controllable dog clutch) is in the open state.

2. When the gear shifting is started, the electronic control unit of the speed changer gradually reduces the pressure on the sliding-vane clutch through the clutch electric or electro-hydraulic actuator, so that two side parts of the clutch are in a slipping state and still transmit torque.

3. The second gear shifting mechanism is still in the open state at this time. The drive motor increases the rotational speed such that the difference in rotational speed and the difference in rotational angle between the two side parts of the second gear shift falls below a certain threshold value.

4. The second shift mechanism is closed.

5. The electronic control unit of the transmission continues to reduce the pressure on the sliding-plate clutch via the clutch electric or electrohydraulic actuator and finally opens this clutch. The gear of the transmission is thus changed to the first gear.

During the above gear shifting process, the transmission of torque is gradually transferred from the first gear shifting mechanism to the second gear shifting mechanism, and no torque abrupt change occurs, so that the phenomenon of power interruption does not occur during the gear shifting process.

And if the first or second gear shifting mechanism is separated into the main gear shifting mechanism and the auxiliary gear shifting mechanism, the gear shifting is also not interrupted by power, and the gear shifting process is as follows.

Power upshift process (this process assumes first transmission ratio greater than 1 for in-vehicle first gear, corresponding to fig. 2):

1. before shifting, the transmission is in a first gear. At this time, the first shift mechanism (the sliding plate clutch) is in the closed state, the first sub-shift mechanism (the dog clutch or the synchronizer) is in the open state, and the second shift mechanism (the dog clutch or the controllable dog clutch) is in the closed state.

2. In preparation for a shift, the first main shift mechanism is opened and then the first sub-shift mechanism is closed.

3. When a gear shift is started, the electronic control unit of the transmission gradually increases the pressure on the sliding-vane clutch through the clutch electric or electrohydraulic actuator, so that the two side parts of the sliding-vane clutch start to transmit torque. However, since the sliding-plate clutch is not yet fully engaged, there is a difference in rotational speed between the two side members.

4. As the pressure on the sliding-plate clutch continues to increase, the torque it transmits also gradually increases. This will result in a drop in the torque transmitted on the second gear change (which is still closed at this time).

5. When it comes time, the torque at the second gear change mechanism drops to zero as the pressure on the sliding-plate clutch continues to increase, and the sliding-plate clutch transmits the torque in all the gear changes. At this time, the second shift mechanism is opened, and torque transmission in the transmission is not affected.

6. After the second gear shifting mechanism is opened, the driving motor reduces the rotating speed, so that the rotating speed difference between two side parts of the sliding-vane clutch is reduced to zero, namely the sliding-vane clutch is completely closed at the moment. The gear of the transmission is thus changed to the second gear.

During the above gear shifting process, the transmission of torque is gradually transferred from the second gear shifting mechanism to the first gear shifting mechanism, and no torque abrupt change occurs, so that the phenomenon of power interruption does not occur during the gear shifting process.

Power downshift process (this process assumes a first transmission speed ratio greater than 1 for in-vehicle first gear, corresponding to fig. 2):

1. before shifting, the transmission is in the second gear. At this time, the first shift mechanism (the sliding plate clutch) and the first sub-shift mechanism (the dog clutch or the synchronizer) are in the closed state, and the second shift mechanism (the dog clutch or the controllable dog clutch) is in the open state.

2. When the gear shifting is started, the electronic control unit of the speed changer gradually reduces the pressure on the sliding-vane clutch through the clutch electric or electro-hydraulic actuator, so that two side parts of the sliding-vane clutch are in a sliding friction state, and torque is still transmitted. The first sub-shifter remains in the off state.

3. The second gear shifting mechanism is still in the open state at this time. The drive motor increases the rotational speed such that the difference in rotational speed and the difference in rotational angle between the two side parts of the second gear shift falls below a certain threshold value.

4. The second shift mechanism is closed.

5. Opening the first sub-gearshift

6. The electronic control unit of the speed change device continuously reduces the pressure on the sliding-vane clutch through the clutch electric or electrohydraulic actuator, so that the sliding-vane clutch is in a closed state. The gear of the transmission is thus changed to the first gear.

During the above gear shifting process, the transmission of torque is gradually transferred from the first gear shifting mechanism to the second gear shifting mechanism, and no torque abrupt change occurs, so that the phenomenon of power interruption does not occur during the gear shifting process.

When the vehicle stops, the utility model discloses first and second gearshift in the speed change gear can close simultaneously, and at this moment, driving motor is deadlocked, has realized the parking function. If the parking function is adopted, no additional parking lock is required to be installed in the speed changing device, and the space and the cost are saved.

The output shaft of the transmission of the present invention is connected to a main reducer and a differential (not shown) of a vehicle. The main reducer and the differential mechanism of vehicle can adopt ordinary main reducer and differential mechanism on the present market, when adopting this kind of structure, the utility model discloses a two grades of speed change gear and differential mechanism are in respectively on two parallel axles. In addition to the above structure, a main speed reducer and a differential gear of a planetary gear set type may be provided so that the two-speed transmission, the main speed reducer and the differential gear are all coaxial, thereby saving an installation space.

The utility model discloses the unit of the integrated difference of speed change gear accessible, for example the motor, the product is unified to formation such as variable speed and the automatically controlled unit of motor more, uses as the electric bridge product.

The above description is only for the specific embodiments of the present invention, but the scope of the present invention is not limited thereto, and any person skilled in the art can easily think of various equivalent modifications or replacements within the technical scope of the present invention, and these modifications or replacements should be covered within the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.

Claims (10)

1. A two-gear speed change device for an electric vehicle comprises a transmission shell serving as a peripheral enveloping member, and a driving motor serving as a power source, and is characterized by further comprising a planetary gear set, and a first gear shift mechanism, a second gear shift mechanism, an input shaft and an output shaft which are connected with the planetary gear set respectively, wherein the driving motor is connected with the input shaft, the output shaft is connected with a main speed reducer and a differential of the vehicle, and one gear shift mechanism adopts a sliding-vane clutch, and the other gear shift mechanism adopts a sliding-vane clutch, a synchronizer or a claw clutch.

2. The two-speed transmission for electric vehicles according to claim 1, wherein one of the shift mechanisms employs a sliding plate clutch and the other shift mechanism employs a dog clutch.

3. The two-speed transmission for an electric vehicle according to claim 1, wherein the planetary gear set includes a front sun gear, a front planet gear, a rear sun gear, and a carrier, the front planet gear and the rear planet gear are respectively provided on the carrier and are rotatable around the carrier, the front sun gear is connected to the input shaft, and the rear sun gear is connected to the output shaft.

4. The two-speed transmission for electric vehicles according to claim 3, the two-gear speed change device realizes two different transmission speed ratios through two gear shift mechanisms, including a first transmission speed ratio and a second transmission speed ratio, according to different speed ratios of the planetary gear sets, the first transmission speed ratio is larger than one or smaller than one, the second transmission speed ratios are all one, when the two-gear speed changing device is in a neutral position, the first gear shifting mechanism and the second gear shifting mechanism are opened, when the two-gear speed changing device is in a first transmission speed ratio, the first gear shifting mechanism is opened, the second gear shifting mechanism is closed, the planet wheel carrier is locked, the front planet wheel and the rear planet wheel rotate around the locked planet wheel carrier, when the two-gear speed changing device is in a second transmission speed ratio, the second gear shifting mechanism is opened, and the first gear shifting mechanism is closed.

5. The two-speed transmission for an electric vehicle according to claim 4, wherein the first shift mechanism is provided with a first side member and a second side member, the second shift mechanism is provided with a third side member and a fourth side member, the first side member and the second side member are respectively connected with the front sun gear and the carrier, or respectively connected with the rear sun gear and the carrier, or respectively connected with the front sun gear and the rear sun gear, the third side member is connected with the carrier, the fourth side member is connected with the transmission housing, and when the first side member and the second side member are respectively connected with the front sun gear and the carrier, or respectively connected with the rear sun gear and the carrier, the first shift mechanism and the second shift mechanism are respectively provided on both sides of the planetary gear set or on the same side of the planetary gear set.

6. The two-speed transmission apparatus for an electric vehicle according to claim 5, wherein the two-speed transmission apparatus is in the first gear position if a first transmission speed ratio is greater than one, the second shift mechanism employs a dog clutch or a controllable dog clutch structure, the first shift mechanism employs a slide-plate clutch structure or a combination structure of a first main shift mechanism and a first sub-shift mechanism, the first main shift mechanism is in a normally open state if the first shift mechanism employs a combination structure, the first sub-shift mechanism is in a normally closed state, the two-speed transmission apparatus is in the second gear position if the first transmission speed ratio is less than one, the first shift mechanism employs a dog clutch or a controllable dog clutch structure, the second shift mechanism employs a slide-plate clutch structure or a combination structure of a second main shift mechanism and a second sub-shift mechanism, if the second gear shifting mechanism adopts a combined structure, the second main gear shifting mechanism is in a normally closed state, and the second auxiliary gear shifting mechanism is in a normally open state.

7. The two-speed transmission for an electric vehicle according to claim 6, characterized in that when the first shift mechanism is of a combined structure, the first main shift mechanism is of a sliding-plate clutch structure, and the first sub-shift mechanism is of a dog clutch or synchronizer structure.

8. The two-speed transmission for an electric vehicle according to claim 7, wherein the first main shift mechanism includes a first main-side member, a second main-side member, and the first sub-shift mechanism includes a first sub-side member, a second sub-side member, the first sub-side member being connected to the input shaft, the second sub-side member being connected to the first main-side member, the second main-side member being connected to the carrier, or the first sub-side member being connected to the rear sun gear, the second sub-side member being connected to the first main-side member, the second main-side member being connected to the carrier, or the first sub-side member being connected to the front sun gear, the second sub-side member being connected to the first main-side member, and the second main-side member being connected to the rear sun gear.

9. The two-speed transmission for an electric vehicle according to claim 6, characterized in that when the second shift mechanism adopts a combined structure, the second main shift mechanism adopts a sliding-plate clutch structure, and the second sub-shift mechanism adopts a dog clutch or synchronizer structure.

10. The two-speed transmission for an electric vehicle according to claim 9, wherein the second main shift mechanism includes a third main-side member, a fourth main-side member, and the second sub-shift mechanism includes a third sub-side member, a fourth sub-side member, the third sub-side member being connected to the transmission case, the fourth sub-side member being connected to the fourth main-side member, and the third main-side member being connected to the carrier.

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