CN214189985U - A mid-mounted transmission sensing automatic shifting electric drive system - Google Patents
A mid-mounted transmission sensing automatic shifting electric drive system Download PDFInfo
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- CN214189985U CN214189985U CN202023039549.1U CN202023039549U CN214189985U CN 214189985 U CN214189985 U CN 214189985U CN 202023039549 U CN202023039549 U CN 202023039549U CN 214189985 U CN214189985 U CN 214189985U
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Abstract
本实用新型公开了一种中置式传动传感自动换挡电驱动系统，包括动力机构、变速传动机构、传动传感机构、主轴以及同步转动地套装在主轴上的动力输出套，所述传动传感机构位于动力输出套的一侧，所述动力机构和变速传动机构位于动力输出套的另一侧，其中，所述变速传动机构包括换挡减速组件以及均套装在主轴上的换挡同步器和动力输入元件。采用以上技术方案，能够根据实时功率情况进行自动换挡的功能，使电动两轮车能够根据阻力情况，自适应匹配实际行驶工况与电机工况，不仅使电动两轮车具有强大的爬坡和重载能力，而且使电机能够始终处于高效平台上，大大提高了电机在爬坡和重载情况下的效率，降低了电机能耗。
The utility model discloses a middle-mounted transmission sensing automatic shifting electric drive system, which comprises a power mechanism, a variable speed transmission mechanism, a transmission sensing mechanism, a main shaft and a power output sleeve synchronously rotated and sleeved on the main shaft. The sense mechanism is located on one side of the power output sleeve, and the power mechanism and the speed change transmission mechanism are located on the other side of the power output sleeve, wherein the speed change transmission mechanism includes a gear shift and deceleration assembly and a gear shift synchronizer that is both sleeved on the main shaft. and power input elements. By adopting the above technical solutions, the function of automatic gear shifting can be performed according to the real-time power situation, so that the electric two-wheeled vehicle can adaptively match the actual driving condition and the motor working condition according to the resistance situation, which not only makes the electric two-wheeled vehicle have a strong climbing ability And the heavy load capacity, and the motor can always be on a high-efficiency platform, which greatly improves the efficiency of the motor in the case of climbing and heavy load, and reduces the motor energy consumption.
Description
Technical Field
The utility model relates to a vehicle electric drive system technical field, concretely relates to well formula transmission sensing automatic gear shifting electric drive system.
Background
With the increasing strictness of environmental regulations, new energy vehicles represented by pure electric powered automobiles, two-wheeled vehicles and three-wheeled vehicles have become a great trend to replace traditional fuel vehicles. The existing two-wheeled electric vehicle generally adopts a hub motor and a motor side-hanging structure.
The wheel hub motor is directly driven by the low-speed direct current motor, so that the efficiency is relatively low, the heat productivity is large, the original balance of the wheel structure is broken due to the large size and heavy weight of the motor, and the control performance and the safety are influenced to a certain extent.
The side-hung type structure places the motor and the speed change system (gearbox or reducer) on the same side of the driving wheel, and although a high-speed motor can be adopted to improve the mechanical efficiency, the weight of the speed change mechanism and the motor is heavier, so that the balance of the wheel is poor, and the influence on the two-wheeled vehicle is more obvious.
Therefore, the applicant has designed an electric drive system with a central-positioned structure, which combines the advantages of the hub motor and the side-hung structure, makes up for the disadvantages of the hub motor and the side-hung structure, and not only can well ensure the balance of the rotating output component, but also has extremely high mechanical efficiency, less heat productivity, better heat dissipation capability and lighter weight.
However, the existing central electric drive system cannot automatically shift gears according to the resistance condition, and cannot adaptively match the actual driving condition and the motor condition of the electric two-wheeled vehicle according to the resistance condition, so that the electric two-wheeled vehicle does not have strong climbing and heavy-load capabilities in order to ensure the performance and energy consumption of common road conditions, and the electric two-wheeled vehicle is not positioned on a high-efficiency platform when climbing and heavy-load capabilities, so that the efficiency of the motor is low, and the energy consumption is too high. It is urgent to solve the above problems.
SUMMERY OF THE UTILITY MODEL
For solving above technical problem, the utility model provides a central formula transmission sensing automatic gear shifting electric drive system.
The technical scheme is as follows:
the utility model provides a central formula transmission sensing automatic gear shifting electric drive system, includes power unit, variable speed drive mechanism, transmission sensing mechanism, main shaft and synchronous rotation ground suit at the epaxial power take off cover of main shaft, its main points lie in: the transmission sensing mechanism is positioned on one side of the power output sleeve, and the power mechanism and the variable speed transmission mechanism are positioned on the other side of the power output sleeve;
the speed change transmission mechanism comprises a gear shifting and speed reducing assembly, a gear shifting synchronizer and a power input element, wherein the gear shifting synchronizer and the power input element are sleeved on a main shaft, low-speed combination gears of the power input element and the gear shifting and speed reducing assembly are respectively positioned at two sides of the gear shifting synchronizer, the power input element and the low-speed combination gears can rotate relative to the main shaft, and the gear shifting synchronizer can be combined with the power input element or the low-speed combination gears under the action of a gear shifting fork;
when the shifting synchronizer is combined with the power input element, the power output by the power mechanism is transmitted to the main shaft through the power input element and the shifting synchronizer in sequence; when the gear shifting synchronizer is combined with the low-speed combined gear, the power output by the power mechanism is transmitted to the main shaft through the power input element and the gear shifting and speed reducing assembly in sequence.
Preferably, the method comprises the following steps: the gear shifting synchronizer comprises a high-speed gear combination sleeve rotating synchronously with the power input element, a low-speed gear combination sleeve rotating synchronously with the low-speed combination gear, a synchronizer spline hub sleeved on the main shaft in a synchronous rotating manner and a synchronizer combination sleeve sleeved on the synchronizer spline hub in a synchronous rotating manner, one side of the synchronizer spline hub close to the high-speed gear combination sleeve is provided with a high-speed gear friction inner sheet, a high-speed gear friction outer sheet and a high-speed gear synchronizing ring which are sequentially sleeved outwards along the radial direction, one side of the synchronizer spline hub close to the low-speed gear combination sleeve is provided with a low-speed gear friction inner sheet, a low-speed gear friction outer sheet and a low-speed gear synchronizing ring which are sequentially sleeved outwards along the radial direction, the outer periphery of the synchronizer spline hub is provided with a plurality of synchronizer sliding blocks which synchronously slide with the synchronizer coupling sleeve, and the gear shifting fork can drive the synchronizer coupling sleeve to axially slide;
when the synchronizer coupling sleeve slides towards the high-speed gear coupling sleeve, the synchronizer sliding block can drive the high-speed gear synchronizing ring to drive the high-speed gear friction outer sheet to press the high-speed gear friction inner sheet on the high-speed gear coupling sleeve, so that the synchronizer coupling sleeve and the high-speed gear coupling sleeve are combined after synchronous rotation;
when the synchronizer clutch sleeve slides towards the low-speed gear clutch sleeve, the synchronizer slider can drive the low-speed gear synchronizer ring to drive the low-speed gear friction outer piece to compress the low-speed gear friction inner piece on the low-speed gear clutch sleeve, so that the synchronizer clutch sleeve and the low-speed gear clutch sleeve are combined after synchronous rotation.
By adopting the structure, the gear shifting device is ingenious in design, simple and reliable, can be switched among a high-speed gear, a neutral gear and a low-speed gear stably and reliably, and cannot generate the situations of gear shifting clamping stagnation and gear difficult entering.
Preferably, the method comprises the following steps: the two side surfaces of the low-gear friction outer plate are respectively matched with the low-gear friction inner plate and the low-gear synchronizing ring inclined plane, and the two side surfaces of the high-gear friction outer plate are respectively matched with the high-gear friction inner plate and the high-gear synchronizing ring inclined plane. By adopting the structure, the synchronizer coupling sleeve and the high-speed gear coupling sleeve or the low-speed gear coupling sleeve can be more stably, reliably and quickly rotated synchronously.
Preferably, the method comprises the following steps: keep off the outer piece of friction and keep off the outer piece of friction at a high speed and all include integrated into one piece's installation department and inclined plane cooperation portion, the installation department is annular lamellar structure of circle to the suit is on synchronous ware spline hub, inclined plane cooperation portion is for leaning out the cylindrical structure that extends from the installation department outer fringe, and its diameter is towards the direction crescent of keeping away from the installation department, and the both sides face of inclined plane cooperation portion or respectively with the low-speed fender friction inner piece that corresponds and the cooperation of low-speed fender synchronizer ring inclined plane, or respectively with the high-speed fender friction inner piece that corresponds and the cooperation of high-speed fender synchronizer ring inclined plane. By adopting the structure, the installation reliability and the friction inclined plane matching reliability are considered.
Preferably, the method comprises the following steps: the equal sunken shaping of both sides terminal surface of synchronous ware spline hub has the friction structure installation cavity, keep off the outer piece of friction of low-speed gear, keep off the friction inner piece of friction, keep off synchronizer ring, keep off the friction outer piece of friction at a low speed, keep off the friction inner piece and keep off synchronizer ring at a high speed all partly in the friction structure installation cavity that corresponds. By adopting the structure, the reliability of installation of friction fit related parts is improved.
Preferably, the method comprises the following steps: the power mechanism comprises a motor and an input speed reduction assembly, the input speed reduction assembly comprises a first gear shaft, a second gear shaft and a speed reduction primary driven gear, the first gear shaft coaxially rotates with a motor shaft of the motor through a coupling sleeve, the second gear shaft is parallel to the first gear shaft, the speed reduction primary driven gear is synchronously and rotatably sleeved on the second gear shaft, a speed reduction primary driving tooth meshed with the speed reduction primary driven gear is arranged on the first gear shaft, a speed reduction secondary driving tooth meshed with the speed reduction secondary driving tooth is arranged on the second gear shaft, and a speed reduction secondary driven tooth meshed with the speed reduction secondary driving tooth is arranged on the power input element. With the above configuration, the reduction gear can be stably and reliably performed.
Preferably, the method comprises the following steps: the gear shifting and speed reducing assembly comprises a countershaft and a low-speed primary driven gear, the countershaft is parallel to the main shaft, the low-speed primary driven gear is sleeved on the countershaft in a synchronous rotating mode, the power input element is provided with a low-speed primary driving tooth meshed with the low-speed primary driven gear, and the countershaft is provided with a low-speed secondary driving tooth meshed with the low-speed combined gear. With the above configuration, the reduction gear can be stably and reliably performed.
Preferably, the method comprises the following steps: the transmission sensing mechanism comprises a transmission sensing mounting sleeve rotatably sleeved on the main shaft, a transmission sensing cam sleeve sleeved on the transmission sensing mounting sleeve, an elastic reset element used for driving the transmission sensing cam sleeve to be close to the power output sleeve and a detection device used for detecting real-time power, a spiral transmission pair is formed between the transmission sensing cam sleeve and the transmission sensing mounting sleeve and can slide axially along the transmission sensing mounting sleeve, and the end face of one end, close to the power output sleeve, of the transmission sensing cam sleeve is a cam profile so as to jointly form end face cam matching. By adopting the structure, the real-time power can be accurately monitored, and the method is simple and reliable.
Preferably, the method comprises the following steps: the detection device comprises a rotating speed detection permanent magnet and a displacement detection permanent magnet which are both arranged on the transmission sensing cam sleeve, and a rotating speed detection Hall element and a displacement detection Hall element which are both arranged on the transmission sensing box body, wherein the rotating speed detection Hall element is matched with the rotating speed detection permanent magnet, and the displacement detection Hall element is matched with the displacement detection permanent magnet. By adopting the structure, the real-time power can be obtained by detecting the rotating speed and the displacement of the transmission sensing cam sleeve, and the device has the advantages of strong anti-interference capability, low cost, simplicity and reliability.
Preferably, the method comprises the following steps: the power output sleeve is matched with the main shaft spline, and a needle bearing is arranged between the power output sleeve and the transmission sensing installation sleeve. By adopting the structure, the stability of power output of the power output sleeve is ensured.
Compared with the prior art, the beneficial effects of the utility model are that:
the central transmission sensing automatic gear shifting electric drive system adopting the technical scheme has a novel structure and is ingenious in design, and if the real-time power measured by the sensing transmission mechanism is greater than a set power target, the gear shifting synchronizer is combined with the power input element, and the electric drive system is in a high-speed gear; if the real-time power measured by the sensing transmission mechanism is smaller than a set power target, the gear shifting synchronizer is combined with the low-speed combination gear, and the electric drive system is in a low-speed gear; the gear shifting synchronizer is not combined with the power input element and the low-speed combination gear and is in a neutral gear; through the mode, not only possess the advantage of putting the formula structure in, can carry out automatic gearshift's function according to the real-time power condition moreover, make electronic two wheeler can be according to the resistance condition, and the actual operating mode and the motor operating mode of traveling are matchd to the self-adaptation, not only make electronic two wheeler have powerful climbing and heavy load ability, make the motor be in all the time on the high-efficient platform moreover, improved the efficiency of motor under climbing and the heavy load condition greatly, reduced the motor energy consumption.
Drawings
Fig. 1 is a schematic structural view of the present invention;
FIG. 2 is a schematic view of the engagement of the power mechanism, the variable transmission mechanism and the spindle;
FIG. 3 is a schematic diagram of the fit relationship of the transmission sensing mechanism, the main shaft and the power take-off sleeve;
fig. 4 is a schematic diagram of a shift synchronizer.
Detailed Description
The present invention will be further described with reference to the following examples and accompanying drawings.
As shown in fig. 1, a central transmission sensing automatic gear shifting electric drive system mainly comprises a power mechanism, a variable transmission mechanism, a transmission sensing mechanism, a main shaft 1 and a power output sleeve 2 synchronously and rotatably sleeved on the main shaft 1, wherein the transmission sensing mechanism is positioned on one side of the power output sleeve 2, and the power mechanism and the variable transmission mechanism are positioned on the other side of the power output sleeve 2, so that a central structure is formed.
Referring to fig. 1 and 2, the speed change transmission mechanism includes a gear shifting and speed reducing assembly, a gear shifting synchronizer 4 and a power input element 3 both sleeved on a main shaft 1, the power input element 3 and a low-speed combination gear 9 of the gear shifting and speed reducing assembly are respectively located at both sides of the gear shifting synchronizer 4, the power input element 3 and the low-speed combination gear 9 can both rotate relative to the main shaft 1, and the gear shifting synchronizer 4 can be combined with the power input element 3 or the low-speed combination gear 9 under the action of a gear shifting fork.
When the gear shifting synchronizer 4 is combined with the power input element 3, the power output by the power mechanism is transmitted to the main shaft 1 through the power input element 3 and the gear shifting synchronizer 4 in sequence and is finally output by the power output sleeve 2; when the gear shifting synchronizer 4 is combined with the low-speed combination gear 9, the power output by the power mechanism is transmitted to the main shaft 1 through the power input element 3 and the gear shifting speed reducing assembly in sequence and is finally output by the power output sleeve 2.
Referring to fig. 2 and 4, the shifting synchronizer 4 includes a high-speed gear coupling sleeve 4a rotating synchronously with the power input element 3, a low-speed gear coupling sleeve 4b rotating synchronously with the low-speed gear 9, a synchronizer spline hub 4c sleeved on the main shaft 1 synchronously and rotationally, and a synchronizer coupling sleeve 4d sleeved on the synchronizer spline hub 4c synchronously and rotationally, one side of the synchronizer spline hub 4c close to the high-speed gear coupling sleeve 4a is provided with a high-speed gear friction inner plate 4k, a high-speed gear friction outer plate 4e and a high-speed gear synchronizing ring 4f which are sequentially sleeved along the radial direction, one side of the synchronizer spline hub 4c close to the low-speed gear coupling sleeve 4b is provided with a low-speed gear friction inner plate 4g, a low-speed gear friction outer plate 4h and a low-speed gear synchronizing ring 4i which are sequentially sleeved along the radial direction, a plurality of synchronizer sliders 4j sliding synchronously with the synchronizer coupling sleeve 4d are arranged on the periphery of the synchronizer spline hub 4c, the shifting fork 5 can drive the synchronizer coupling sleeve 4d to axially slide.
When the synchronizer coupling sleeve 4d slides towards the high-speed gear coupling sleeve 4a, the synchronizer sliding block 4j can drive the high-speed gear synchronizing ring 4f to drive the high-speed gear friction outer sheet 4e to press the high-speed gear friction inner sheet 4k onto the high-speed gear coupling sleeve 4a, so that the synchronizer coupling sleeve 4d and the high-speed gear coupling sleeve 4a are combined after synchronous rotation and are in a high-speed gear; when the synchronizer sleeve 4d slides towards the low-speed gear combining sleeve 4b, the synchronizer slider 4j can drive the low-speed gear synchronizing ring 4i to drive the low-speed gear friction outer piece 4h to press the low-speed gear friction inner piece 4g on the low-speed gear combining sleeve 4b, so that the synchronizer sleeve 4d and the low-speed gear combining sleeve 4b are combined after synchronous rotation and are in a low-speed gear; when the synchronizer sleeve 4d is located at the neutral position, i.e., when the synchronizer sleeve 4d is not engaged with either the high-speed stage coupling sleeve 4a or the low-speed stage coupling sleeve 4b, the power is turned off.
The surfaces of the two sides of the low-gear friction outer plate 4h are respectively matched with the inclined surfaces of the low-gear friction inner plate 4g and the low-gear synchronizing ring 4i, and the surfaces of the two sides of the high-gear friction outer plate 4e are respectively matched with the inclined surfaces of the high-gear friction inner plate 4k and the high-gear synchronizing ring 4 f.
Specifically, the outer peripheral surface of the synchronizer spline hub 4c is provided with a spline hub external spline, and the inner wall of the synchronizer coupling sleeve 4d is provided with a coupling sleeve internal spline adapted to the spline hub external spline, that is, the coupling sleeve internal spline is in spline fit with the spline hub external spline, so that the synchronizer coupling sleeve 4d cannot rotate relative to the synchronizer spline hub 4c and can only slide along the axis of the synchronizer spline hub 4 c. Correspondingly, the outer peripheral surfaces of the low-speed synchronizing ring 4i, the high-speed synchronizing ring 4f, the low-speed coupling sleeve 4b and the high-speed coupling sleeve 4a are provided with coupling external splines which can be in spline fit with the coupling sleeve internal splines.
Further, the outer piece 4h of low-speed fender friction and the outer piece 4e of high-speed fender friction all include integrated into one piece's installation department and inclined plane cooperation portion, the installation department is annular lamellar structure of circle, and the suit is on synchronous ware spline hub 4c, inclined plane cooperation portion is the cylindrical structure that leans out the extension from the installation department outer fringe, its diameter is towards the direction that keeps away from the installation department crescent, and the both sides face of inclined plane cooperation portion or respectively with the friction inner piece 4g of corresponding low-speed fender and the inclined plane cooperation of low-speed fender synchronizer ring 4i, or respectively with the friction inner piece 4k of corresponding high-speed fender and the inclined plane cooperation of high-speed fender synchronizer ring 4 f.
Both sides terminal surface of synchronous ware spline hub 4c all caves in the shaping and has friction structure installation cavity 4c1, and low-speed gear friction outer plate 4h, low-speed gear friction inner plate 4g, low-speed gear synchronizer ring 4i, high-speed gear friction outer plate 4e, high-speed gear friction inner plate 4k and high-speed gear synchronizer ring 4f all partly are located corresponding friction structure installation cavity 4c 1.
Referring to fig. 1 and 2, the power mechanism includes a motor 7 and an input reduction assembly, the input reduction assembly includes a first gear shaft 10 coaxially rotating with a motor shaft 7a of the motor 7 through a coupling sleeve 8, a second gear shaft 11 parallel to the first gear shaft 10, and a reduction primary driven gear 12 synchronously rotatably sleeved on the second gear shaft 11, the first gear shaft 10 has a reduction primary driving tooth 10a engaged with the reduction primary driven gear 12, the second gear shaft 11 has a reduction secondary driving tooth 11a, and the power input element 3 has a reduction secondary driven tooth 3a engaged with the reduction secondary driving tooth 11 a. Wherein, first gear shaft 10 all inserts in the shaft coupling 8 with motor shaft 7a to all with shaft coupling 8 spline fit, simple reliable, easily the assembly.
Referring to fig. 1 and 2, the gear shifting and speed reducing assembly includes a countershaft 5 parallel to the main shaft 1 and a low-speed primary driven gear 6 synchronously rotatably mounted on the countershaft 5, the power input element 3 has a low-speed primary driving tooth 3b engaged with the low-speed primary driven gear 6, and the countershaft 5 has a low-speed secondary driving tooth 5a engaged with the low-speed engaging gear 9.
Referring to fig. 1 and 3, the transmission sensing mechanism includes a transmission sensing mounting sleeve 13 rotatably sleeved on the main shaft 1, a transmission sensing cam sleeve 14 sleeved on the transmission sensing mounting sleeve 13, an elastic reset element 18 for driving the transmission sensing cam sleeve 14 to approach the power output sleeve 2, and a detection device for detecting real-time power, a screw transmission pair is formed between the transmission sensing cam sleeve 14 and the transmission sensing mounting sleeve 13 and can slide axially along the transmission sensing mounting sleeve 13, and end faces of the power output sleeve 2 and the transmission sensing cam sleeve 14 at ends adjacent to each other are cam profiles to form end face cam cooperation together. The outer wall of the transmission sensing installation sleeve 13 is provided with an outer spiral raceway, a plurality of balls are arranged in the outer spiral raceway, the inner wall of the transmission sensing cam sleeve 14 is provided with an inner spiral raceway matched with the outer spiral raceway, and the balls can roll in the outer spiral raceway and the inner spiral raceway so as to ensure the stability of axial sliding.
The detection device comprises a rotating speed detection permanent magnet 15 and a displacement detection permanent magnet 16 which are both arranged on the transmission sensing cam sleeve 14, and a rotating speed detection Hall element and a displacement detection Hall element which are both arranged on the transmission sensing box body, wherein the rotating speed detection Hall element is matched with the rotating speed detection permanent magnet 15, and the displacement detection Hall element is matched with the displacement detection permanent magnet 16. And real-time power can be calculated through the acquired rotating speed and displacement data.
In addition, in order to ensure the stability of power output of the power output sleeve 2, the power output sleeve 2 is in spline fit with the main shaft 1, and a needle bearing 17 is arranged between the power output sleeve 2 and the transmission sensing mounting sleeve 13.
High-speed gear transmission route: the motor 7 → the sleeve 8 → the first gear shaft 10 → the reduction-speed one-stage driven gear 12 → the second gear shaft 11 → the power input member 3 → the shifting synchronizer 4 → the main shaft 1 → the output sleeve 2.
Low-speed gear transmission route: the motor 7 → the sleeve 8 → the first gear shaft 10 → the first-stage reduction driven gear 12 → the second gear shaft 11 → the power input member 3 → the low-speed first-stage driven gear 6 → the counter shaft 5 → the low-speed joint gear 9 → the shifting synchronizer 4 → the main shaft 1 → the output sleeve 2.
Finally, it should be noted that the above description is only a preferred embodiment of the present invention, and those skilled in the art can make various similar representations without departing from the spirit and the scope of the present invention.
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| Application Number | Priority Date | Filing Date | Title |
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| CN202023039549.1U CN214189985U (en) | 2020-12-16 | 2020-12-16 | A mid-mounted transmission sensing automatic shifting electric drive system |
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| CN202023039549.1U CN214189985U (en) | 2020-12-16 | 2020-12-16 | A mid-mounted transmission sensing automatic shifting electric drive system |
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| CN214189985U true CN214189985U (en) | 2021-09-14 |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112498568A (en) * | 2020-12-16 | 2021-03-16 | 西南大学 | Central transmission sensing automatic gear shifting electric drive system |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112498568A (en) * | 2020-12-16 | 2021-03-16 | 西南大学 | Central transmission sensing automatic gear shifting electric drive system |
| CN112498568B (en) * | 2020-12-16 | 2024-11-05 | 西南大学 | Mid-mounted transmission sensing automatic shift electric drive system |
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