CN217481874U - Pure electric integrated form commercial car gearbox - Google Patents
Pure electric integrated form commercial car gearbox Download PDFInfo
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- CN217481874U CN217481874U CN202221189501.5U CN202221189501U CN217481874U CN 217481874 U CN217481874 U CN 217481874U CN 202221189501 U CN202221189501 U CN 202221189501U CN 217481874 U CN217481874 U CN 217481874U
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Abstract
The utility model discloses a pure electric integrated form commercial car gearbox, include: the input shaft is sleeved with a first input shaft gear and a second input shaft gear; the main shaft is sleeved with a main shaft first gear, a main shaft second gear and a main shaft reverse gear; the two intermediate shaft mechanisms are symmetrically arranged on two sides of the main shaft; the first gear of the intermediate shaft is meshed with the first gear of the input shaft, and the second gear of the intermediate shaft is meshed with the second gear of the input shaft; the intermediate shaft first gear is meshed with the main shaft first gear, the intermediate shaft second gear is meshed with the main shaft second gear, and the intermediate shaft reverse gear is meshed with the main shaft reverse gear; the reverse gear idler wheel is meshed with a reverse gear of the intermediate shaft; the planetary gear mechanism is used for realizing switching of high and low gears and power output; a plurality of shift mechanisms; selecting a gear; the gear selection motor drives the gear selection fingers to rotate, so that the gear shifting fingers correspond to different gear shifting mechanisms to realize gear selection; and the gear shifting motor drives the gear shifting mechanism corresponding to the gear selecting mechanism to work so as to realize gear shifting.
Description
Technical Field
The utility model belongs to the technical field of the commercial car gearbox, in particular to electricelectric moves integrated form commercial car gearbox.
Background
Heavy commercial car gearbox often has tens of fender position, and the gearbox of a plurality of fender positions has bigger length, and volume and weight are big, and various actuating mechanism in external on this basis has increaseed the size weight of gearbox once more, how to adjust the transmission structure of gearbox, make the gearbox of keeping off more have less size and weight, the problem that needs to solve urgently.
The AMT has the advantages of simple structure, low manufacturing cost, high mechanical transmission efficiency, good fuel economy, small power loss, convenient maintenance and the like, is more and more widely used in commercial vehicles, however, in various actuating mechanisms, some motors are used, some hydraulic drives are used, some pneumatic drives are used, and multiple driving modes are adopted on one gearbox, so that the integral control difficulty of the gearbox actuating mechanism is increased, and the integrated control is not favorable for electric control.
AMT type gearbox and its gearshift on the existing market are mostly the disengagement state, outer hanging AMT gearbox promptly. And the box body is mostly a whole, the design structure is inconvenient in assembly, meanwhile, the number of parts is large, the manufacturing cost is high, and the gearbox is large in size and weight. The process of shifting is controlled by ECU, and gearshift and each sensor all are connected with ECU, and the structure is complicated, and is difficult to control, and is inefficient, the reliability is low. In addition, the two assemblies are often connected at the joint of the shell, and the risk of air leakage and oil leakage also exists.
The integrated AMT gearbox integrates the gear shifting mechanism and other devices in the gearbox, so that the gearbox is smaller in volume, higher in light weight degree and high in integration level. However, the gear selecting and shifting actuating mechanism is mainly controlled pneumatically, and air circuits are required to be arranged in the gearbox for control. The pneumatic gear selecting and shifting mechanism needs to be provided with an independent air circuit and a clean air source, but the air circuit is complex in arrangement and needs to ensure high air tightness, and due to the compressibility of air, gear selecting and shifting actions are rough, the control precision is low, and the noise is large.
The intermediate shaft brake of the existing ATM gearbox is generally divided into a pneumatic type brake and a common electromagnetic type brake, wherein the pneumatic type brake needs a pipeline in the gearbox to have higher air tightness, and the braking process is rough; the common electromagnetic brake has low efficiency and often insufficient braking force. And two kinds of stopper generally all need place the reset spring at the jackshaft and reset, and the rotation of jackshaft causes reset spring to rotate easily, makes reset spring take place the unbalance loading to cause the problem that the piston is sent out the jamming and can't reset.
SUMMERY OF THE UTILITY MODEL
The utility model aims at providing a pure electric integrated commercial vehicle gearbox which adopts a double-intermediate shaft structure and has good stability; and the gear selecting and shifting mechanism is driven by a motor, so that pure electricmotorization is realized, and the gear shifting efficiency is high.
The utility model provides a technical scheme does:
a pure electric integrated form commercial car gearbox includes:
an input shaft having an input shaft first gear and an input shaft second gear empty and selectively engaged with either the input shaft first gear or the input shaft second gear;
the main shaft is sleeved with a main shaft first gear, a main shaft second gear and a main shaft reverse gear in an empty mode and selectively connected with the main shaft first gear, the main shaft second gear or the main shaft reverse gear;
two intermediate shaft mechanisms symmetrically arranged on two sides of the main shaft;
wherein the intermediate shaft mechanism includes: the device comprises a middle shaft, a reverse gear idler wheel, a middle shaft first gear, a middle shaft second gear and a middle shaft reverse gear, wherein the middle shaft first gear, the middle shaft second gear and the middle shaft reverse gear are arranged on the middle shaft;
wherein the countershaft first gear is in meshing engagement with the input shaft first gear and the countershaft second gear is in meshing engagement with the input shaft second gear; the intermediate shaft first gear is meshed with the main shaft first gear, the intermediate shaft second gear is meshed with the main shaft second gear, and the intermediate shaft reverse gear is meshed with the main shaft reverse gear; the reverse gear idler wheel is meshed with the reverse gear of the intermediate shaft;
a planetary gear mechanism comprising: the sun gear, the planet carrier and the gear ring;
wherein the sun gear is connected with the main shaft;
a high-speed cone hub engaged with the carrier and selectively connected with the ring gear;
a low range cone hub connected with the transmission housing and selectively connected with the ring gear;
the output flange is fixedly connected with the planet carrier;
a plurality of shift mechanisms;
selecting a gear;
the gear selection motor drives the gear selection fingers to rotate, so that the gear shifting fingers correspond to different gear shifting mechanisms to realize gear selection;
and the gear shifting motor drives a gear shifting mechanism corresponding to the gear selecting mechanism to work, so that an input shaft is connected with or separated from the first gear and the second gear of the input shaft, the main shaft is connected with or separated from the first gear of the main shaft, the second gear of the main shaft and the reverse gear of the main shaft, and the gear ring is connected with or separated from the high-gear cone hub and the resisting cone hub to realize gear shifting.
Preferably, pure electric integrated form commercial car gearbox still include:
a brake mounted on one of the intermediate shafts;
and the brake motor is used for driving the brake.
Preferably, the input shaft second gear is fitted over both the input shaft and the main shaft and selectively engaged with or disengaged from the input shaft and the main shaft.
Preferably, the plurality of shift mechanisms includes: the gear shifting device comprises a half-gear shifting mechanism, a main shaft two/three-gear shifting mechanism, a main shaft one/reverse gear shifting mechanism and a high-low gear shifting mechanism.
Preferably, the half-range shift mechanism includes:
a half-speed synchronizer mounted on the input shaft;
a half-range shift fork shaft;
a half-range shift fork mounted on the half-range shift fork shaft;
the gear shifting motor can drive the half-gear shifting fork shaft to move, and the half-gear shifting fork drives the half-gear synchronizer to move, so that the half-gear synchronizer is connected with or separated from the first input shaft gear and the first input shaft gear; thereby effecting engagement or disengagement of the input shaft with the input shaft first gear, the input shaft first gear.
Preferably, the main shaft two/three gear shift mechanism includes:
the first main gear sliding sleeve is arranged on the main shaft;
a second/third gear shifting fork shaft of the main shaft;
the main shaft second/third gear shifting fork is arranged on a main shaft second/third gear shifting fork shaft;
the gear shifting motor can drive the main shaft two/three-gear shifting fork shaft to move, and the main shaft two/three-gear shifting fork drives the first main gear sliding sleeve to move so that the first main gear sliding sleeve is jointed with or separated from the main shaft two-gear and the input shaft second gear; thereby realizing the joint or the separation of the main shaft, the main shaft secondary gear and the input shaft second gear.
Preferably, the main shaft one/reverse gear shift mechanism includes:
the second main gear sliding sleeve is arranged on the main shaft;
a first main shaft/reverse gear shifting fork shaft;
a first main shaft/reverse gear shift fork mounted on the first main shaft/reverse gear shift fork shaft;
the gear shifting motor can drive the main shaft first gear/reverse gear shifting fork shaft to move, and the main shaft first gear/reverse gear shifting fork drives the second main gear sliding sleeve to move so that the second main gear sliding sleeve is connected with or separated from the main shaft first gear and the main shaft reverse gear; thereby realizing the engagement or disengagement of the main shaft with the main shaft first gear and the main shaft reverse gear.
Preferably, the high-low gear shift mechanism includes:
the high-low gear sliding sleeve is mounted on the main shaft;
a high-low gear shift fork shaft;
a high-low gear shifting fork which is arranged on the high-low gear shifting fork shaft;
the gear shifting motor can drive the high-low gear shifting fork shaft to move, and the high-low gear shifting fork drives the high-low gear sliding sleeve to move so that the high-low gear sliding sleeve is engaged with or separated from the high-low cone hubs.
The utility model has the advantages that:
the pure electric integrated commercial vehicle gearbox provided by the utility model has the advantages that the gear selecting and shifting mechanism and the intermediate shaft braking device are controlled by the motor, so that pure electric operation is realized, and the efficiency is high; the motor is used for gear selection and shifting, so that the gear shifting is quicker, and the control on the gear shifting force is more accurate; the whole gearbox is free of pneumatic parts, complex pipelines and a plurality of valve bodies required by pneumatic control are avoided, development cost is low, and service life is greatly prolonged.
Drawings
Fig. 1 is the mechanical structure sketch of electricelectric moves integrated form commercial car gearbox.
Fig. 2 is a schematic diagram of a gear selecting and shifting control and actuating mechanism according to the present invention.
Fig. 3 is a simplified diagram of a gear selecting and shifting mechanism of the present invention.
Detailed Description
The present invention is further described in detail below with reference to the drawings so that those skilled in the art can implement the invention with reference to the description.
As shown in FIGS. 1-2, the utility model provides a pure electric integrated form commercial car gearbox, its mechanical structure includes: the transmission comprises a main shaft 12, an input shaft second gear (an input shaft K2 gear) 2, an input shaft first gear (an input shaft K1 gear) 3, an input shaft 4, a half-gear synchronizer 5, a middle shaft first gear (a middle shaft K1 gear) 6, a middle shaft 7, a middle shaft second gear (a middle shaft K2 gear) 8, a first main gear sliding sleeve 9, a middle shaft second gear 10, a middle shaft first gear 11, a reverse gear idle gear 12, a middle shaft reverse gear 13, a gear ring 14, a planet carrier 15, a second main gear sliding sleeve 16, a coupler 17, an output flange 18, a planet wheel 19, a high-gear cone hub 20, a gear ring carrier 21, a high-low gear sliding sleeve 22, a gear ring fixing plate 23, a low-gear cone hub 24, a sun wheel 25, a main shaft reverse gear 26, a main shaft first gear 27, a main shaft second gear 28, a brake motor 29, a half-gear shifting fork 30, a shifting motor 31, a main shaft second/third gear shifting fork 32, a gear selecting motor 33, a half-gear shifting fork 33, a gear shifting fork 32, a gear shifting motor, TCU34, sensor module 35, shift rail 36, main shaft reverse shift fork 37, high-low shift fork 38, and shift finger 39.
The input shaft 4 is provided with a half-gear synchronizer 5, an input shaft second gear (an input shaft K2 gear) 2 and an input shaft first gear (an input shaft K1 gear) 3 are sleeved in an empty mode, and the half-gear synchronizer 5 is used for enabling the input shaft 4 to be synchronous with the rotating speed of the intermediate shaft 7. The second gear 2 (input shaft K2 gear) is simultaneously fitted on the main shaft 1.
The intermediate shaft 7 is provided with an intermediate shaft first gear (intermediate shaft K1 gear) 6, an intermediate shaft second gear (intermediate shaft K2 gear) 8, an intermediate shaft second gear 10, an intermediate shaft first gear 11 and an intermediate shaft reverse gear 13.
The main shaft 1 is provided with a first main gear sliding sleeve 9 and a second main gear sliding sleeve 16, a main shaft reverse gear 26, a main shaft first gear 27 and a main shaft second gear 28 are sleeved in an empty sleeve, and the first main gear sliding sleeve 9 and the second main gear sliding sleeve 16 are used for synchronizing the rotation speed of the intermediate shaft 7 and the main shaft 1.
The sun gear 25, the planet gear 19, the planet carrier 15, and the ring gear 14 constitute a planetary gear mechanism.
The coupling 17 is used for connecting the main shaft 1 and the sun gear 25; the external teeth of the ring gear carrier 21 are constantly meshed with the ring gear 14; the internal teeth of the high-speed cone hub 20 are constantly meshed with the planet carrier 15; the outer side of the gear ring fixing plate 23 is fixedly connected to a gearbox shell, and the inner side of the gear ring fixing plate is connected with a low-gear cone hub 24 through a spline.
The external teeth of the high-low gear sliding sleeve 22 are meshed with the internal teeth of the gear ring bracket 21, the internal teeth are meshed with the high-gear cone hub 20 or the low-gear cone hub 24, when the internal teeth are meshed with the high-gear cone hub 20, the gear ring 14 is connected with the planet carrier 15, the transmission ratio of the planetary gear mechanism is 1, when the internal teeth are meshed with the low-gear cone hub 24, the gear ring 14 is fixed, and the transmission ratio is the low-gear transmission ratio.
The output flange 18 is fixedly connected to the planet carrier 15. The reverse idler gear 12 is in constant mesh with the counter reverse gear 13 and the main shaft reverse gear 26.
A brake motor 29 is mounted on the brake at the front end of one of the intermediate shafts 7 for driving the brake.
As shown in fig. 3, the shift fork shaft 36 is mounted on the transmission housing through a bearing, and includes: the half-gear shift fork shaft 3601, the main shaft second/third-gear shift fork 3602, the main shaft first/reverse-gear shift fork shaft 3603 and the high-low-gear shift fork shaft 3604 can move axially.
The half range fork 30 is attached to the half range fork shaft 3601, and controls the operation of the half range synchronizer 5.
The second/third shift fork 32 is mounted on the second/third shift fork 3602 to control the operation of the first main shift sleeve 9.
A mainshaft one/reverse shift fork 37 is mounted on a mainshaft one/reverse shift fork shaft 3603 and controls the operation of the second main gear shift sleeve 16.
The high-low shift fork 38 is mounted on the high-low shift fork shaft 3604, and controls the operation of the high-low shift sleeve 22.
The gear selection motor 33 is fixedly installed inside the transmission housing and can drive the shift finger 39 to rotate. A half-gear shift fork shaft 3601, a main shaft two/three-gear shift fork 3602, a main shaft one/reverse-gear shift fork shaft 3603, and a high-low gear shift fork shaft 3604 are arranged around the shift finger 39. When the shift finger 39 rotates to a position corresponding to the half-range shift rail 3601, the main shaft two/three-range shift fork 3602, the main shaft one/reverse-range shift rail 3603, or the high-low-range shift rail 3604, gear selection is completed.
The shift motor 31 is fixedly installed inside a transmission case, and the shift motor 31 drives the shift shaft 36 (the half-gear shift shaft 3601, the main shaft second/third-gear shift fork 3602, the main shaft first/reverse shift shaft 3603, and the high-low shift shaft 3604) by driving the shift finger 39 to move. When the shift finger 39 rotates to the position corresponding to the half-gear shift shaft 3601, the main shaft second/third-gear shift fork 3602, the main shaft first/reverse-gear shift shaft 3603, and the high-low-gear shift shaft 3604 (when gear selection is completed), the shift motor 31 is started to drive the shift finger 39 to move, so that the shift shaft 36 (the half-gear shift shaft 3601, the main shaft second/third-gear shift fork 3602, the main shaft first/reverse-gear shift shaft 3603, and the high-low-gear shift shaft 3604) corresponding to the shift finger 39 is driven to move axially to realize gear shifting.
The utility model provides a electricelectric moves integrated form commercial car gearbox and divide into half, main gear, high-low gear triplex and realizes that 2x3x2 is totally twelve forward gears, and half includes two high-low half, and the main gear has 1, 2, 3 fender and reverse gear, and high-low gear is planetary gear set, has two high-low gears, and half shift fork shaft 7 controls half shift fork to control half; the main gear shifting fork shaft 8 controls two shifting forks in a main gear and a reverse gear, so that a first gear/reverse gear and a second gear/third gear of the main shaft are controlled, and the high-low gear shifting fork shaft 5 controls a high-low gear planetary gear set.
Wherein, the high half gear and the second gear of the main shaft share a group of gears.
While the embodiments of the invention have been described above, it is not intended to be limited to the details shown, particular embodiments, but rather to those skilled in the art, having the benefit of the teachings of the present invention, which is capable of numerous modifications and alternative forms, and will be readily apparent to those skilled in the art, and it is not intended to limit the invention to the details shown and described without departing from the general concepts defined by the appended claims and their equivalents.
Claims (8)
1. The utility model provides a pure electric integrated form commercial car gearbox which characterized in that includes:
an input shaft having an input shaft first gear and an input shaft second gear empty and selectively engaged with either the input shaft first gear or the input shaft second gear;
a main shaft which is sleeved with a main shaft first gear, a main shaft second gear and a main shaft reverse gear in an empty way and is selectively jointed with the main shaft first gear, the main shaft second gear or the main shaft reverse gear;
two intermediate shaft mechanisms symmetrically arranged on two sides of the main shaft;
wherein the intermediate shaft mechanism includes: the device comprises a middle shaft, a reverse gear idler wheel, a middle shaft first gear, a middle shaft second gear and a middle shaft reverse gear, wherein the middle shaft first gear, the middle shaft second gear and the middle shaft reverse gear are arranged on the middle shaft;
wherein the countershaft first gear is in mesh with the input shaft first gear and the countershaft second gear is in mesh with the input shaft second gear; the intermediate shaft first gear is meshed with the main shaft first gear, the intermediate shaft second gear is meshed with the main shaft second gear, and the intermediate shaft reverse gear is meshed with the main shaft reverse gear; the reverse gear idler wheel is meshed with the reverse gear of the intermediate shaft;
a planetary gear mechanism comprising: the sun gear, the planet carrier and the gear ring;
wherein the sun gear is connected with the main shaft;
a high-speed cone hub engaged with the carrier and selectively connected with the ring gear;
a low range cone hub connected with the gearbox housing and selectively connected with the ring gear;
the output flange is fixedly connected with the planet carrier;
a plurality of shift mechanisms;
selecting a gear;
the gear selection motor drives the gear selection fingers to rotate, so that the gear selection fingers correspond to different gear shifting mechanisms to realize gear selection;
and the gear shifting motor drives the gear shifting mechanism corresponding to the gear selecting mechanism to work so as to realize gear shifting.
2. The purely electric integrated commercial vehicle transmission of claim 1, further comprising:
a brake mounted on one of the intermediate shafts;
and the brake motor is used for driving the brake.
3. The purely electric integrated commercial vehicle transmission of claim 2, wherein the input shaft second gear is sleeved on the input shaft and the main shaft at the same time and is selectively engaged with or disengaged from the input shaft and the main shaft.
4. A purely electric integrated commercial vehicle gearbox according to claim 3, characterised in that said plurality of gear shifting mechanisms comprises: the gear shifting device comprises a half-gear shifting mechanism, a main shaft two/three-gear shifting mechanism, a main shaft one/reverse gear shifting mechanism and a high-low gear shifting mechanism.
5. The purely electric integrated commercial vehicle transmission of claim 4, wherein the half-gear shifting mechanism comprises:
a half-speed synchronizer mounted on the input shaft;
a half-range shift fork shaft;
a half-range shift fork mounted on the half-range shift fork shaft;
the gear shifting motor can drive the half-gear shifting fork shaft to move, and the half-gear shifting fork drives the half-gear synchronizer to move, so that the half-gear synchronizer is engaged with or separated from the input shaft first gear and the input shaft second gear.
6. A purely electric integrated commercial vehicle gearbox according to claim 4 or 5, characterised in that said main shaft two/three gear shifting mechanism comprises:
the first main gear sliding sleeve is arranged on the main shaft;
a second/third gear shifting fork shaft of the main shaft;
the main shaft second/third gear shifting fork is arranged on a main shaft second/third gear shifting fork shaft;
the gear shifting motor can drive the main shaft two/three-gear shifting fork shaft to move, and the main shaft two/three-gear shifting fork drives the first main gear sliding sleeve to move, so that the first main gear sliding sleeve is engaged with or separated from the main shaft two-gear and the input shaft second gear.
7. A purely electric integrated commercial vehicle gearbox according to claim 6, characterised in that said main shaft-reverse gear shifting mechanism comprises:
the second main gear sliding sleeve is arranged on the main shaft;
a first main shaft/reverse gear shifting fork shaft;
a first main shaft/reverse gear shift fork mounted on the first main shaft/reverse gear shift fork shaft;
the gear shifting motor can drive the first main shaft/reverse gear shifting fork shaft to move, and the first main shaft/reverse gear shifting fork drives the second main gear sliding sleeve to move so that the second main gear sliding sleeve is connected with or separated from the first main shaft gear and the reverse main shaft gear.
8. The purely electric integrated commercial vehicle transmission of claim 7, wherein the high-low gear shift mechanism comprises:
the high-low gear sliding sleeve is arranged on the main shaft;
a high-low gear shift fork shaft;
a high-low gear shifting fork which is arranged on the high-low gear shifting fork shaft;
the gear shifting motor can drive the high-low gear shifting fork shaft to move, and the high-low gear shifting fork drives the high-low gear sliding sleeve to move, so that the high-low gear sliding sleeve is engaged with or separated from the high-low cone hubs.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202221189501.5U CN217481874U (en) | 2022-05-18 | 2022-05-18 | Pure electric integrated form commercial car gearbox |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202221189501.5U CN217481874U (en) | 2022-05-18 | 2022-05-18 | Pure electric integrated form commercial car gearbox |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN217481874U true CN217481874U (en) | 2022-09-23 |
Family
ID=83311296
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202221189501.5U Active CN217481874U (en) | 2022-05-18 | 2022-05-18 | Pure electric integrated form commercial car gearbox |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN217481874U (en) |
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2022
- 2022-05-18 CN CN202221189501.5U patent/CN217481874U/en active Active
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