CN217108077U

CN217108077U - Rear axle speed changer of electric vehicle

Info

Publication number: CN217108077U
Application number: CN202220647028.4U
Authority: CN
Inventors: 梁道明
Original assignee: Chongqing Dongba Technology Co ltd
Current assignee: Chongqing Dongba Technology Co ltd
Priority date: 2022-03-24
Filing date: 2022-03-24
Publication date: 2022-08-02
Anticipated expiration: 2032-03-24

Abstract

The utility model belongs to the technical field of the electric motor car, a rear axle transmission of electric motor car is provided, including the shell, still include: the two ends of the intermediate shaft are respectively and rotatably connected with the shell; the power output end of the input shaft extends into the shell and is in transmission connection with the intermediate shaft; the output shaft is parallel to the intermediate shaft, and two ends of the output shaft are rotationally connected with the shell; a first reduction gear set including a first driving gear and a first driven gear; a second reduction gear set including a second driving gear and a second driven gear; a clutch assembly, comprising: the first spline shaft, the second spline shaft, the third spline shaft and the spline shaft sleeve are coaxially sleeved on the middle shaft and can move along the axial lead direction of the middle shaft; and the toggle assembly is arranged on the shell and is used for driving the spline shaft sleeve to move. The utility model provides an electric motor car rear axle derailleur, simple structure for the climbing performance of electric motor car is higher, the power consumption when saving the climbing.

Description

Rear axle speed changer of electric vehicle

Technical Field

The utility model relates to an electric motor car technical field, concretely relates to electric motor car rear axle transmission.

Background

The electric vehicle is an electric drive vehicle, also called an electric drive vehicle, and comprises a power supply, a motor, a speed changer, a walking assembly and a control system. Because of the operating characteristics of the motor, the speed changer of the electric vehicle does not generally adopt step speed change, but directly controls the speed of the electric vehicle by controlling and adjusting the rotating speed of the motor; and to the great uphill highway section of output torque, utilize current single derailleur structure, only can increase the electric quantity output and reach the purpose of climbing, then can cause the more waste of electric quantity, and when the slope is great, often can appear climbing powerless, need the condition that the manpower promoted, climbing performance is relatively poor.

SUMMERY OF THE UTILITY MODEL

To the defect among the prior art, the utility model aims at providing an electric motor car rear axle transmission to improve its climbing performance, thereby save the power consumption when its climbing.

In order to achieve the above object, the utility model provides an electric motor car rear axle transmission, including the shell, still include:

the middle shaft is arranged in the shell, and two ends of the middle shaft are respectively in rotary connection with the shell;

the power output end of the input shaft extends into the shell and is in transmission connection with the intermediate shaft;

the output shaft is arranged in the shell, is parallel to the intermediate shaft, and is rotationally connected with the shell at two ends;

the first reduction gear set comprises a first driving gear and a first driven gear which are meshed with each other, the first driving gear is coaxially sleeved on the intermediate shaft and is in rotating connection with the intermediate shaft, the first driven gear is coaxially sleeved on the output shaft and is in driving connection with the output shaft, the second reduction gear set comprises a second driving gear and a second driven gear which are meshed with each other, the second driving gear is coaxially sleeved on the intermediate shaft and is in rotating connection with the intermediate shaft, and the second driven gear is coaxially sleeved on the output shaft and is in driving connection with the output shaft;

a clutch assembly, comprising:

the first spline shaft is coaxially sleeved on the intermediate shaft and is fixedly connected with the intermediate shaft;

the second spline shaft and the third spline shaft are respectively arranged at two ends of the first spline shaft, the second spline shaft is coaxially sleeved on the intermediate shaft and is in rotating connection with the intermediate shaft, the second spline shaft is fixedly connected with the first driving gear, the third spline shaft is coaxially sleeved on the intermediate shaft and is in rotating connection with the intermediate shaft, and the third spline shaft is fixedly connected with the second driving gear; and

the spline shaft sleeve is coaxially sleeved on the intermediate shaft and can move along the axial lead direction of the intermediate shaft; and

and the toggle assembly is arranged on the shell and is used for driving the spline shaft sleeve to move.

Further, the toggle assembly comprises:

the shifting fork is Y-shaped, an annular groove matched with the shifting fork is formed in the peripheral surface of the spline shaft sleeve, and the shifting fork is movably inserted into the annular groove;

one end of the L-shaped shaft is rotatably connected with the shell, the other end of the L-shaped shaft extends into the shell and is provided with a sliding groove matched with one end of the shifting fork, which is far away from the spline shaft sleeve, and one end of the shifting fork, which is far away from the spline shaft sleeve, is movably inserted into the sliding groove;

the connecting arm is positioned outside the shell, and one end of the connecting arm is fixedly connected with one end of the L-shaped shaft, which is far away from the shifting fork, so as to form a U shape or a Z shape with the L-shaped shaft;

the reset assembly is arranged at one end, far away from the L-shaped shaft, of the connecting arm and is used for resetting the connecting arm; and

and the guide assembly is arranged on the shifting fork and/or the shell and is used for guiding the movement of the shifting fork.

Further, the reset assembly includes:

the shell is provided with a limiting plate, the limiting plate is provided with a limiting hole matched with the guide rod, and the guide rod is inserted in the limiting hole in a sliding manner; and

and the two elastic pieces are respectively sleeved on the guide rod, and the two ends of the elastic pieces are respectively abutted against the limiting plate and the connecting arm.

Further, still include the differential mechanism, the differential mechanism includes:

an inner housing disposed between and fixedly connected with the first driven gear and the second driven gear;

the planetary gear is a bevel gear and is arranged in the inner shell and is in rotary connection with the inner shell; and

the output shaft comprises a first output section and a second output section which are mutually disconnected, one end of the first output section is fixedly connected with one of the two third bevel gears, the other end of the first output section extends in the direction far away from the planetary gear, one end of the second output section is fixedly connected with the other of the two third bevel gears, and the other end of the second output section extends in the direction far away from the planetary gear.

Furthermore, the differential mechanism further comprises a cross shaft, the cross shaft is arranged in the inner shell and fixedly connected with the inner shell, the number of the planetary gears is four, and the four planetary gears are respectively sleeved on the four ends of the cross shaft in a rotating mode.

The utility model has the advantages that:

the utility model provides an electric motor car rear axle transmission can have a shelves variable speed to the electric motor car to improved the climbing performance of electric motor car, and then the electric quantity that consumes when having reduced the electric motor car climbing.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the embodiments or the technical solutions in the prior art will be briefly described below. Throughout the drawings, like elements or portions are generally identified by like reference numerals. In the drawings, elements or portions are not necessarily drawn to scale.

Fig. 1 is a perspective view of a transmission of a rear axle of an electric vehicle according to an embodiment of the present invention;

FIG. 2 is a top plan view of the rear axle transmission of the electric vehicle illustrated in FIG. 1;

FIG. 3 is an internal structural view of the rear axle transmission of the electric vehicle illustrated in FIG. 1;

FIG. 4 is a cross-sectional view taken along line A-A of FIG. 2;

fig. 5 is a sectional view taken in the direction B-B shown in fig. 2.

Reference numerals:

the gear transmission mechanism comprises an outer shell 1, a limiting plate 11, an intermediate shaft 2, an input shaft 3, a first output section 41, a second output section 42, a first reduction gear set 5, a first driving gear 51, a first driven gear 52, a second reduction gear set 6, a second driving gear 61, a second driven gear 62, a first spline shaft 71, a second spline shaft 72, a third spline shaft 73, a spline shaft sleeve 74, a toggle assembly 8, a shifting fork 81, an L-shaped shaft 82, a connecting arm 83, a reset assembly 84, a guide rod 841, an elastic element 842, a limiting rod 851, a differential mechanism 9, an inner shell 91, a planetary gear 92, a third bevel gear 93 and a cross shaft 94.

Detailed Description

Embodiments of the present invention will be described in detail below with reference to the accompanying drawings. The following examples are only for illustrating the technical solutions of the present invention more clearly, and therefore are only examples, and the protection scope of the present invention is not limited thereby.

It is to be noted that unless otherwise specified, technical or scientific terms used herein shall have the ordinary meaning as understood by those skilled in the art to which the present invention belongs.

In the description of the present application, it is to be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," "circumferential," and the like are used in the orientations and positional relationships indicated in the drawings for convenience of description and simplicity of description, and are not intended to indicate or imply that the referenced devices or elements must have a particular orientation, be constructed and operated in a particular orientation, and are therefore not to be considered limiting.

Furthermore, the terms "first", "second", etc. are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. In the description of the present invention, "a plurality" means two or more unless specifically limited otherwise.

In this application, unless expressly stated or limited otherwise, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can include, for example, fixed connections, removable connections, or integral parts; can be mechanically or electrically connected; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meaning of the above terms in the present invention can be understood according to specific situations by those skilled in the art.

In this application, unless expressly stated or limited otherwise, the first feature "on" or "under" the second feature may be directly contacting the first and second features or indirectly contacting the first and second features through intervening media. Also, a first feature "on," "above," and "over" a second feature may be directly on or obliquely above the second feature, or simply mean that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.

As shown in fig. 1-5, the utility model provides an electric motor car rear axle transmission, including shell 1, still include jackshaft 2, input shaft 3, output shaft, first reduction gear set 5, second reduction gear set 6, clutch assembly and stir subassembly 8.

The intermediate shaft 2 is arranged in the shell 1, and two ends of the intermediate shaft are respectively connected with the shell 1 in a rotating way. Specifically, both ends of the intermediate shaft 2 are rotatably connected to the housing 1 through first bearings. The input shaft 3 is rotatably connected with the shell 1, and the power output end of the input shaft extends into the shell 1 and is in transmission connection with the intermediate shaft 2. Specifically, the input shaft 3 is rotatably connected with the housing 1 through a second bearing, a driving bevel gear is fixedly mounted at the power output end of the input shaft 3, a driven bevel gear is coaxially fixed on the intermediate shaft 2, and the driving bevel gear is meshed with the driven bevel gear. The output shaft is arranged in the shell 1 and is parallel to the intermediate shaft 2, and the two ends of the output shaft are rotationally connected with the shell 1.

The gear ratios of the first and second reduction gear sets 5, 6 are not equal. The first reduction gear set 5 includes a first driving gear 51 and a first driven gear 52 that mesh with each other. The first driving gear 51 is coaxially sleeved on the intermediate shaft 2 and is rotationally connected with the intermediate shaft 2, and the first driven gear 52 is coaxially sleeved on the output shaft and is in transmission connection with the output shaft.

The second reduction gear set 6 comprises a second driving gear 61 and a second driven gear 62 which are meshed with each other, the second driving gear 61 is coaxially sleeved on the intermediate shaft 2 and is rotationally connected with the intermediate shaft 2, and the second driven gear 62 is coaxially sleeved on the output shaft and is in transmission connection with the output shaft.

Specifically, the gear ratio of the first driven gear 52 to the first driving gear 51 is m, the gear ratio of the second driven gear 62 to the second driving gear 61 is n, wherein m is more than or equal to 3 and less than or equal to 4, and n is more than 1.4 and less than or equal to 2. In the present embodiment, the number of teeth of the first driving gear 51 is 16, the number of teeth of the first driven gear 52 is 52, the number of teeth of the first driving gear 51 is 28, and the number of teeth of the first driven gear 52 is 41.

The clutch assembly includes a first spline shaft 71, a second spline shaft 72, a third spline shaft 73, and a spline shaft sleeve 74.

The first spline shaft 71 is coaxially sleeved on the intermediate shaft 2 and is fixedly connected with the intermediate shaft 2. The second spline shaft 72 and the third spline shaft 73 are respectively located at two ends of the first spline shaft 71, the second spline shaft 72 is coaxially sleeved on the intermediate shaft 2 and is rotationally connected with the intermediate shaft 2, the second spline shaft 72 is fixedly connected with the first driving gear 51, the third spline shaft 73 is coaxially sleeved on the intermediate shaft 2 and is rotationally connected with the intermediate shaft 2, and the third spline shaft 73 is fixedly connected with the second driving gear 61. Preferably, the first spline shaft 71, the second spline shaft 72, and the third spline shaft 73 have the same outer diameter and the same spline parameters.

The spline shaft sleeve 74 is fitted over the first spline shaft 71, the second spline shaft 72, and the third spline shaft 73, coaxially fitted over the intermediate shaft 2, and movable in the direction of the axis of the intermediate shaft 2. Specifically, spline housing 74 has three operating positions, a first operating position, a second operating position, and a third operating position.

When the spline shaft sleeve 74 is in the first working position, the spline shaft sleeve is only sleeved on the first spline shaft 71, namely the spline shaft sleeve is not connected with the second spline shaft 72 and the third spline shaft 73, at the moment, the input shaft 3 transmits power to the intermediate shaft 2, the intermediate shaft 2 drives the first spline shaft 71 to rotate, and the first spline shaft 71 drives the spline shaft sleeve 74 to idle, so that power is not transmitted, namely no power is output; when the spline shaft sleeve 74 is located at the second working position, the spline shaft sleeve 74 is sleeved on the first spline shaft 71 and the second spline shaft 72 at the same time, at this time, the input shaft 3 transmits power to the intermediate shaft 2, the intermediate shaft 2 drives the first spline shaft 71 to rotate, the first spline shaft 71 drives the spline shaft sleeve 74 to rotate, the spline shaft sleeve 74 drives the second spline shaft 72 to rotate, the second spline shaft 72 drives the first driving gear 51 to rotate, the first driving gear 51 drives the first driven gear 52 to rotate, so that the power is transmitted to the output shaft through the first driven gear 52, and the power is transmitted to the wheels through the output shaft, thereby achieving the purpose of outputting power; similarly, when the spline shaft sleeve 74 is in the third operating position, the spline shaft sleeve 74 is simultaneously sleeved on the first spline shaft 71 and the third spline shaft 73, at this time, the input shaft 3 transmits power to the intermediate shaft 2, the intermediate shaft 2 drives the first spline shaft 71 to rotate, the first spline shaft 71 drives the spline shaft sleeve 74 to rotate, the spline shaft sleeve 74 drives the third spline shaft 73 to rotate, the third spline shaft 73 drives the second driving gear 61 to rotate, the second driving gear 61 drives the second driven gear 62 to rotate, so that the power is transmitted to the output shaft through the second driven gear 62, and the power is transmitted to the wheels through the output shaft, thereby achieving the purpose of outputting power.

The toggle assembly 8 is mounted on the housing 1 and is adapted to drive movement of the splined hub 74. I.e., for moving spline sleeve 74 between the first and second operative positions and the third operative position.

When the shifting device is used, the spline shaft sleeve 74 is shifted from the first working position to the second working position or the third working position respectively through the shifting assembly 8, so that the purpose of speed change is achieved, the climbing performance of the electric vehicle is improved, and the electric quantity used in climbing is saved.

In one embodiment, the toggle assembly 8 includes a fork 81, an L-shaped shaft 82, a link arm 83, a reset assembly 84, and a guide assembly.

The shifting fork 81 is Y-shaped, an annular groove matched with the shifting fork 81 is formed in the outer peripheral surface of the spline shaft sleeve 74, and the shifting fork 81 is movably inserted into the annular groove.

One end of the L-shaped shaft 82 is rotatably connected with the shell 1, the other end of the L-shaped shaft extends into the shell 1 and is provided with a sliding groove matched with one end, far away from the spline shaft sleeve 74, of the shifting fork 81, and one end, far away from the spline shaft sleeve 74, of the shifting fork 81 is movably inserted into the sliding groove.

The connecting arm 83 is located outside the housing 1, and one end of the connecting arm is fixedly connected with one end of the L-shaped shaft 82 far away from the shifting fork 81 to form a U shape or a Z shape with the L-shaped shaft 82. A reset assembly 84 is mounted on the end of the connecting arm 83 remote from the L-shaped shaft 82 and is used to reset the connecting arm 83 to assist in maintaining the connecting arm 83 in the first operative position.

The guide assembly is mounted on the shift fork and/or the housing, and is used for guiding the movement of the shift fork. Specifically, the guide assembly includes gag lever post 851 and with the guide hole of gag lever post to the adaptation, the quantity of gag lever post is two, above-mentioned two gag lever posts set up respectively in the both sides of shift fork and with shift fork fixed connection. The guide hole is formed in the housing.

In use, the connecting arm 83 is pulled, and one end of the connecting arm 83 away from the L-shaped shaft 82 rotates around the rotation center line of the L-shaped shaft 82 to drive the L-shaped shaft 82 to rotate around the rotation center line thereof, so that the shifting fork 81 is driven to move through the L-shaped shaft 82, and the spline shaft sleeve 74 is driven to move through the shifting fork 81.

The toggle assembly 8 with the structure has a simple structure and a reasonable design.

In one embodiment, reset assembly 84 includes a guide rod 841 and a resilient member 842.

The number of the guide rods 841 is two, the two guide rods 841 are symmetrically arranged on two sides of the connecting arm 83 in a V-shape, one end of the guide rod 841 is movably connected with one end of the connecting arm 83 far away from the L-shaped shaft 82, and the other end of the guide rod 841 extends towards one end far away from the connecting arm 83. Fixed mounting has limiting plate 11 on the shell 1, sets up the spacing hole with guide bar 841 looks adaptation on the limiting plate 11, and guide bar 841 slides and inserts and establish in spacing downthehole.

The number of the elastic members 842 is equal to that of the guide rods 841, and the elastic members 842 are in one-to-one correspondence, that is, the number of the elastic members 842 is also two, the two elastic members 842 are respectively sleeved on the two guide rods 841, and two ends of the two elastic members 842 are respectively abutted to the limiting plate 11 and the connecting arm 83. Of course, initially, i.e. when the spline housing 74 is in the first working position, i.e. the connecting arm 83 is in the first working position, the elastic forces of the two elastic members 842 are kept consistent, i.e. the lengths of the two elastic members 842 are the same.

During the use, when the connecting arm 83 rotates around the rotation center line of L type axle 82, wherein the length of two elastic members 842 changes to make the elasticity of two elastic members 842 change, under the combined action of the elasticity of two elastic members 842, thereby have the trend that makes connecting arm 83 resume to first operating position, thereby play the effect that resets.

In one embodiment, a differential 9 is further included, the differential 9 including an inner housing 91, a planetary gear 92 and a third bevel gear 93.

Wherein, the inner shell 91 is located between the first driven gear 52 and the second driven gear 62 and is fixedly connected with the first driven gear 52 and the second driven gear 62. The planetary gears 92 are bevel gears, which are disposed inside the inner housing 91 and are rotatably connected to the inner housing 91. The third bevel gears 93 are meshed with the planet gears 92, the number of the third bevel gears 93 is two, the two third bevel gears 93 are respectively arranged on two sides of the planet gears 92, the output shaft comprises a first output section 41 and a second output section 42 which are mutually disconnected, one end of the first output section 41 is fixedly connected with one of the two third bevel gears 93, the other end of the first output section extends in the direction far away from the planet gears 92, one end of the second output section 42 is fixedly connected with the other of the two third bevel gears 93, and the other end of the second output section extends in the direction far away from the planet gears 92.

Specifically, the first driven gear 52 and the second driven gear 62 are rotationally connected to the housing 1 through a third bearing, and the output shaft first driven gear 52 and the second driven gear 62 are rotationally connected.

When the electric vehicle steering device is used, power is transmitted to the wheels on the two sides through the differential mechanism 9, and therefore the purpose of facilitating steering of the electric vehicle is achieved. And the differential 9 is arranged between the first driven wheel and the second driven wheel, so that the speed reducer is simple and compact in structure.

In one embodiment, the differential 9 further includes a cross shaft 94, the cross shaft 94 is disposed in the inner housing 91 and is fixedly connected to the inner housing 91, the number of the planetary gears 92 is four, and the four planetary gears 92 are respectively rotatably sleeved on four ends of the cross shaft 94.

In the specification of the present invention, a large number of specific details are explained. It is understood, however, that embodiments of the invention may be practiced without these specific details. In some instances, well-known methods, structures and techniques have not been shown in detail in order not to obscure an understanding of this description.

Finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit the same; although the present invention has been described in detail with reference to the foregoing embodiments, it should be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; such modifications and substitutions do not substantially depart from the scope of the embodiments of the present invention, and are intended to be covered by the claims and the specification.

Claims

1. The utility model provides an electric motor car rear axle derailleur, includes the shell, its characterized in that: further comprising:

a clutch assembly, comprising:

2. The electric vehicle rear axle transmission of claim 1, wherein: the toggle assembly comprises:

3. The electric vehicle rear axle transmission of claim 2, wherein: the reset assembly comprises:

4. The electric vehicle rear axle transmission according to any one of claims 1 to 3, characterized in that: still include the differential mechanism, the differential mechanism includes:

5. The electric vehicle rear axle transmission of claim 4, wherein: the differential mechanism further comprises a cross shaft, the cross shaft is arranged in the inner shell and fixedly connected with the inner shell, the number of the planetary gears is four, and the four planetary gears are respectively sleeved on four ends of the cross shaft in a rotating mode.