CN217784133U - Pure electric system and vehicle - Google Patents
Pure electric system and vehicle Download PDFInfo
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- CN217784133U CN217784133U CN202221850952.9U CN202221850952U CN217784133U CN 217784133 U CN217784133 U CN 217784133U CN 202221850952 U CN202221850952 U CN 202221850952U CN 217784133 U CN217784133 U CN 217784133U
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Abstract
The utility model discloses a pure electric system and vehicle, pure electric system includes: a drive motor; a differential mechanism; the input shaft is connected with the driving motor, the input shaft is provided with an input gear, the intermediate shaft is provided with a first intermediate gear and a second intermediate gear, the output shaft is provided with a first output gear and a second output gear, the input gear is in transmission fit with the first intermediate gear, the second intermediate gear is in transmission fit with the transmission assembly, the transmission assembly is in transmission fit with the first output gear, and the second output gear is in transmission fit with the main reduction input gear. From this, with input gear and first intermediate gear transmission cooperation, second intermediate gear and transmission assembly transmission cooperation, transmission assembly and first output gear transmission cooperation, second output gear and the main input gear transmission cooperation that subtracts, pure electric power system can realize the transmission of level four, not only easily realizes big velocity ratio, and the structure is compact relatively moreover, can adapt to the narrow and small space of back drive, can conveniently set up and use.
Description
Technical Field
The utility model belongs to the technical field of the vehicle technique and specifically relates to a pure electric system and vehicle are related to.
Background
The pure electric power system of the existing automobile adopts two-stage transmission, large speed ratio is not easy to realize, if large speed ratio is required, the size of a gear is large, the size of a pure electric power system is large, the ground clearance of a driving device of the automobile is small, the requirement is difficult to meet, and the pure electric power system is difficult to realize if the pure electric power system is arranged at a rear drive.
SUMMERY OF THE UTILITY MODEL
The utility model discloses aim at solving one of the technical problem that exists among the prior art at least. Therefore, the utility model provides a pure electric power system, this pure electric power system's velocity ratio is great to compact structure.
The utility model discloses a vehicle is further proposed.
According to the utility model discloses pure electric power system, include: a drive motor; the differential mechanism is provided with a main reduction input gear; a transmission, the transmission comprising: the input shaft is connected with the driving motor, the input shaft is provided with an input gear, the intermediate shaft is provided with a first intermediate gear and a second intermediate gear, the output shaft is provided with a first output gear and a second output gear, the input gear is in transmission fit with the first intermediate gear, the second intermediate gear is in transmission fit with the transmission assembly, the transmission assembly is in transmission fit with the first output gear, and the second output gear is in transmission fit with the main reduction input gear.
From this, with input gear and first intermediate gear transmission cooperation, second intermediate gear and transmission assembly transmission cooperation, transmission assembly and first output gear transmission cooperation, second output gear and the main input gear transmission cooperation that subtracts, pure electric power system can realize the level four transmission, not only easily realizes big velocity ratio, and pure electric power system's structure is compact relatively moreover, can adapt to the narrow and small space of back drive, can conveniently set up and use.
According to some embodiments of the invention, the transmission assembly comprises: the first transmission gear and the second transmission gear are coaxially fixed, the second intermediate gear is in transmission fit with the first transmission gear, and the second transmission gear is in transmission fit with the first output gear.
According to some embodiments of the invention, the first drive gear and the second drive gear are nested on the input shaft.
According to some embodiments of the present invention, the first transmission gear is disposed on one side of the driving motor adjacent to the second transmission gear, and the second transmission gear is disposed on one side of the driving motor adjacent to the input gear.
According to some embodiments of the invention, the first transmission gear and the second transmission gear are configured as duplicate gears.
According to the utility model discloses a some embodiments, the output shaft still is provided with third output gear, input gear with third output gear transmission cooperation.
According to some embodiments of the invention, the first output gear and the third output gear are loose on and selectively engaged with the output shaft.
According to some embodiments of the present invention, the output shaft is provided with a synchronizer, the synchronizer being provided between the first output gear and the third output gear.
According to some embodiments of the invention, the input gear is fixed on the input shaft, the first intermediate gear with the second intermediate gear is fixed on the jackshaft, the second output gear is fixed on the output shaft.
According to the utility model discloses vehicle, include: a front half shaft; a rear half shaft; the front power system is in transmission fit with the front half shaft; the rear power system is in transmission fit with the rear half shaft, wherein at least one of the front power system and the rear power system is the pure electric power system.
Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.
Drawings
The above and/or additional aspects and advantages of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:
fig. 1 is a schematic diagram of a pure electric power system according to an embodiment of the present invention;
fig. 2 is a schematic diagram of the pure electric power system according to the embodiment of the present invention when it is in a first gear;
fig. 3 is a schematic diagram of the pure electric system according to the embodiment of the present invention at second gear;
fig. 4 is a schematic diagram of a four-wheel drive of a vehicle according to an embodiment of the present invention.
Reference numerals:
1000. a vehicle;
100. a pure electric power system; 200. a front half shaft; 300. a rear half shaft; 400. a front power system; 500. a rear power system;
10. a drive motor;
20. a differential mechanism; 21. a main reduction input gear;
30. a transmission; 31. an input shaft; 311. an input gear; 32. an intermediate shaft; 321. a first intermediate gear; 322. a second intermediate gear; 33. a transmission assembly; 331. a first transmission gear; 332. a second transmission gear; 34. an output shaft; 341. A first output gear; 342. a second output gear; 343. a third output gear; 344. a synchronizer.
Detailed Description
Embodiments of the present invention are described in detail below, and the embodiments described with reference to the drawings are exemplary.
Pure electric power system 100 according to an embodiment of the present invention is described below with reference to fig. 1 to 4, and pure electric power system 100 may be applied to a vehicle.
As shown in fig. 1-3, a pure electric power system 100 according to an embodiment of the present invention may mainly include: driving motor 10, differential 20 and derailleur 30, wherein, be provided with main input gear 21 that subtracts on the differential 20, derailleur 30 includes: the input shaft 31 is connected with the driving motor 10, the input shaft 31 is provided with an input gear 311, the intermediate shaft 32 is provided with a first intermediate gear 321 and a second intermediate gear 322, the output shaft 34 is provided with a first output gear 341 and a second output gear 342, the input gear 311 is in transmission fit with the first intermediate gear 321, the second intermediate gear 322 is in transmission fit with the transmission assembly 33, the transmission assembly 33 is in transmission fit with the first output gear 341, and the second output gear 342 is in transmission fit with the main reduction input gear 21.
Specifically, in the process that the pure electric system 100 drives the vehicle 1000 to run, the driving motor 10 may drive the input shaft 31 to rotate, so that the input shaft 31 may drive the input gear 311 to rotate, because the input gear 311 is in transmission fit with the first intermediate gear 321, the input gear 311 may drive the first intermediate gear 321 to rotate, because the first intermediate gear 321 and the second intermediate gear 322 are both disposed on the intermediate shaft 32, the rotation of the first intermediate gear 321 may drive the intermediate shaft 32 to rotate, and the intermediate shaft 32 drives the second intermediate gear 322 to rotate, and because the transmission assembly 33 is in transmission fit with the second intermediate gear 322, the second intermediate gear 322 may drive the transmission assembly 33 to rotate, because the first output gear 341 is in transmission fit with the transmission assembly 33, the transmission assembly 33 may drive the first output gear 341 to rotate, the first output gear 341 may drive the output shaft 34 to rotate, and may drive the second output gear 342 to rotate, and because the second output gear 342 is in transmission fit with the main reduction input gear 21, the second output gear 342 may drive the wheels 20 to rotate, and the differential may drive the vehicle 1000 to run normally.
It should be noted that, the operating mode of the pure electric power system 100 is an operating mode when the pure electric power system 100 is in the first gear, the input gear 311 is in transmission fit with the first intermediate gear 321, the second intermediate gear 322 is in transmission fit with the transmission assembly 33, the transmission assembly 33 is in transmission fit with the first output gear 341, the second output gear 342 is in transmission fit with the main reduction input gear 21, the first gear of the pure electric power system 100 is in the fourth gear, the transmission is easy to realize a large speed ratio, the structure of the pure electric power system 100 is relatively compact, and the pure electric power system 100 can adapt to a narrow space for rear drive, thereby facilitating the installation and application of the pure electric power system 100.
Further, the diameters of the first intermediate gear 321 and the second intermediate gear 322 can be reduced, and the diameter of the input gear 311 and the shaft diameter of the input shaft 31 can be increased, so that the strength of the input shaft 31 can be improved, the structure of the pure electric power system 100 can be more compact while a large speed ratio is realized, a larger speed ratio range can be realized, a larger torque can be output, and the use requirement under a specific condition can be met.
Correspondingly, the ground clearance of the differential 20 can be increased by reducing the diameter of the main reducing input gear 21, so that the pure electric power system 100 can be more easily arranged in a rear-drive narrow space, the installation and the application of the pure electric power system 100 can be facilitated, and the use requirement can be more easily met.
When the pure electric system 100 is in the first gear, the driving motor 10 rotates forward, that is, the driving motor 10 only needs to rotate forward to realize the forward movement of the vehicle 1000.
When the vehicle 1000 is in the reverse gear, the drive motor 10 rotates in reverse, and transmits power to the input shaft 31, and through the input shaft 31, to the first intermediate gear 321, the second intermediate gear 322, the transmission assembly 33, the first output gear 341, the second output gear 342, and the main reduction input gear 21 in this order, and drives the vehicle 1000 in reverse.
As shown in fig. 1 and 2, the transmission assembly 33 may mainly include: the first transmission gear 331 and the second transmission gear 332 are coaxially fixed, the second intermediate gear 322 is in transmission fit with the first transmission gear 331, and the second transmission gear 332 is in transmission fit with the first output gear 341. Specifically, the first transmission gear 331 and the second transmission gear 332 are coaxially fixed, the second intermediate gear 322 is in transmission fit with the first transmission gear 331, after the first transmission gear 331 is driven by the second intermediate gear 322 to rotate, the second transmission gear 332 is driven by the first transmission gear 331 to rotate, so that the second transmission gear 332 drives the first output gear 341 to rotate and output power, and thus, not only is the structure distribution of the transmission assembly 33 reasonable, but also the first transmission gear 331 and the second transmission gear 332 can be set to be different diameters, so that the first transmission gear 331 transmits power to the first output gear 341 in the process, the change of the speed ratio can be realized again, and the design of the transmission assembly 33 can be optimized.
As shown in fig. 1, the first transmission gear 331 and the second transmission gear 332 are freely sleeved on the input shaft 31. Specifically, the first transmission gear 331 and the second transmission gear 332 are sleeved on the input shaft 31 in an empty manner, and the rotation of the first transmission gear 331 and the second transmission gear 332 will not be affected, so that the normal operation of the input shaft 31 can be ensured on the premise of improving the compactness of the pure electric power system 100, and the reliability of the pure electric power system 100 can be further improved.
As shown in fig. 1 and 2, the first transmission gear 331 is disposed on a side of the second transmission gear 332 adjacent to the driving motor 10, and the second transmission gear 332 is disposed on a side of the input gear 311 adjacent to the driving motor 10. Specifically, the first transmission gear 331 is disposed on a side of the second transmission gear 332 adjacent to the driving motor 10, and the second transmission gear 332 is disposed on a side of the input gear 311 adjacent to the driving motor 10, so that the first output gear 341 and the second transmission gear 332 fully utilize a space between the first transmission gear 331 and the input shaft 31, and the first transmission gear 331, the second transmission gear 332, the first output gear 341 and the second output gear 342 fully utilize an available space between the driving motor 10 and the input shaft 31 on the premise of ensuring that the second intermediate gear 322 is in normal transmission fit with the first transmission gear 331 and the second transmission gear 332 is in normal transmission fit with the first output gear 341, so that the space compactness of the pure electric power system 100 can be further improved.
Further, the first transmission gear 331 and the second transmission gear 332 are configured as duplicate gears, so that not only can the reliability of synchronous rotation of the first transmission gear 331 and the second transmission gear 332 be ensured, and thus the reliability of the pure electric power system 100 can be improved, but also the structure of the transmission assembly 33 can be more compact, the size of the pure electric power system 100 can be reduced, and further the installation and application of the pure electric power system 100 can be facilitated.
As shown in fig. 1-3, the output shaft 34 is further provided with a third output gear 343, and the input gear 311 is in transmission fit with the third output gear 343. Specifically, the input gear 311 and the third output gear 343 are in transmission fit, and after the driving motor 10 transmits power to the input gear 311, due to the transmission fit between the input gear 311 and the third output gear 343, the input gear 311 can drive the third output gear 343 to rotate, and the third output gear 343 can drive the output shaft 34 to rotate, so that the output shaft 34 drives the second output gear 342 to rotate, and the second output gear 342 drives the main reduction input gear 21 to transmit, so that the differential 20 can drive the wheels of the vehicle 1000 to rotate, and normal driving of the vehicle 1000 is achieved.
It should be noted that the operating mode of the pure electric power system 100 is a second-gear operating mode, and the second gear of the pure electric power system 100 is a second-gear transmission, so that the second-gear structure of the pure electric power system 100 is compact, which is beneficial to reducing the size and reducing the cost. Further, the pure electric power system 100 in the second gear is in the high efficiency region for a long time, has better dynamic performance, and can meet the requirements of climbing, acceleration, the maximum speed of the whole vehicle and the like, so that the structural reliability of the pure electric power system 100 can be further improved.
As shown in conjunction with fig. 1 to 3, the first output gear 341 and the third output gear 343 are idly fitted over the output shaft 34 and selectively engaged with the output shaft 34. Specifically, the first output gear 341 and the third output gear 343 are freely sleeved on the output shaft 34, and the first output gear 341 and the third output gear 343 are selectively engaged with the output shaft 34, when the first output gear 341 is engaged with the output shaft 34, the input gear 311 is in transmission fit with the first intermediate gear 321, the second intermediate gear 322 is in transmission fit with the transmission assembly 33, the transmission assembly 33 is in transmission fit with the first output gear 341, and the second output gear 342 is in transmission fit with the main reduction input gear 21, when the pure electric power system 100 is in the first-gear operation mode, even if the input shaft 31 transmits power to the third output gear 343, the third output gear 343 cannot transmit power because the third output gear 343 is not engaged with the output shaft 34, so that the reliability of the pure electric power system 100 can be ensured.
Further, when the third output gear 343 is engaged with the output shaft 34, after the driving motor 10 transmits power to the input gear 311, due to the transmission fit between the input gear 311 and the third output gear 343, the input gear 311 may drive the third output gear 343 to rotate, and the third output gear 343 may drive the output shaft 34 to rotate, so that the output shaft 34 drives the second output gear 342 to rotate, and the second output gear 342 drives the main input reduction gear 21 to transmit, at this time, the pure electric power system 100 is in the second gear operating mode, even if the input shaft 31 transmits power to the first output gear 341, the first output gear 341 cannot transmit power because the first output gear 341 is not engaged with the output shaft 34, so that the reliability of the pure electric power system 100 may be ensured.
As shown in fig. 2 and 3, the output shaft 34 is provided with a synchronizer 344, and the synchronizer 344 is disposed between the first output gear 341 and the third output gear 343. Specifically, the synchronizer 344 is fixed on the output shaft 34, and the synchronizer 344 is arranged between the first output gear 341 and the third output gear 343, when the first input gear 311 is connected with the synchronizer 344, the first input gear 311 can be engaged with the output shaft 34, and when the third input gear 311 is connected with the synchronizer 344, the third input gear 311 can be engaged with the output shaft 34, and because the rotation speed of the output shaft 34 is low, the synchronizer 344 is easy to design, the requirement on the synchronizer 344 is reduced, and the cost is reduced to a certain extent.
As shown in fig. 2 and 3, the input gear 311 is fixed on the input shaft 31, the first intermediate gear 321 and the second intermediate gear 322 are fixed on the intermediate shaft 32, and the second output gear 342 is fixed on the output shaft 34, so that the input gear 311 rotates synchronously with the input shaft 31, the first intermediate gear 321 and the second intermediate gear 322 rotate synchronously with the intermediate shaft 32, and the second output gear 342 rotates synchronously with the output shaft 34, so that power transmission can be smoother, and the reliability of the pure electric power system 100 can be improved.
As shown in fig. 1, a vehicle 1000 according to an embodiment of the present invention may mainly include: the front half shaft 200, the rear half shaft 300, the front power system 400 and the rear power system 500, wherein the front power system 400 is in transmission fit with the front half shaft 200, the rear power system 500 is in transmission fit with the rear half shaft 300, and at least one of the front power system 400 and the rear power system 500 is the pure electric power system 100. Specifically, at least one of the front power system 400 and the rear power system 500 is set as the pure electric power system 100, when the front power system 400 is set as the pure electric power system 100, the vehicle 1000 is a front-drive vehicle 1000, when the rear power system is set as the pure electric power system 100, the vehicle 1000 is a rear-drive vehicle 1000, when both the front power system 400 and the rear power system 500 are set as the pure electric power system 100, the vehicle 1000 is a four-drive vehicle 1000, when the vehicle 1000 is a four-drive vehicle 1000, the front power system 400 drives the vehicle 1000, and when the rear power system 500 is in a neutral gear, only the main reduction input gear 21 in the rear power system 500 rotates along with the front power system 400, so that the efficiency of the vehicle 1000 can be improved.
In the description of the present invention, 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, indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for convenience of description and simplicity of description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore, should not be construed as limiting the present invention.
In the description of the present specification, reference to the description of "one embodiment," "some embodiments," "an illustrative embodiment," "an example," "a specific example," or "some examples" or the like means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example.
While embodiments of the present invention have been shown and described, it will be understood by those of ordinary skill in the art that: various changes, modifications, substitutions and alterations can be made to the embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.
Claims (10)
1. A pure electric power system (100), characterized by comprising:
a drive motor (10);
a differential (20), wherein a main reduction input gear (21) is arranged on the differential (20);
a transmission (30), the transmission (30) comprising: the input shaft (31) is connected with the driving motor (10), the input shaft (31) is provided with an input gear (311), the intermediate shaft (32) is provided with a first intermediate gear (321) and a second intermediate gear (322), the output shaft (34) is provided with a first output gear (341) and a second output gear (342), the input gear (311) is in transmission fit with the first intermediate gear (321), the second intermediate gear (322) is in transmission fit with the transmission assembly (33), the transmission assembly (33) is in transmission fit with the first output gear (341), and the second output gear (342) is in transmission fit with the main reduction input gear (21).
2. The pure electric power system (100) according to claim 1, characterized in that the transmission assembly (33) comprises: the first transmission gear (331) and the second transmission gear (332) are coaxially fixed, the second intermediate gear (322) is in transmission fit with the first transmission gear (331), and the second transmission gear (332) is in transmission fit with the first output gear (341).
3. A pure electric power system (100) according to claim 2, characterized in that the first transmission gear (331) and the second transmission gear (332) are free-sleeved on the input shaft (31).
4. The pure electric power system (100) according to claim 3, wherein the first transmission gear (331) is disposed on a side of the second transmission gear (332) adjacent to the driving motor (10), and the second transmission gear (332) is disposed on a side of the input gear (311) adjacent to the driving motor (10).
5. The pure electric power system (100) according to claim 2, characterized in that the first transmission gear (331) and the second transmission gear (332) are configured as duplicate gears.
6. An all-electric power system (100) according to claim 1, characterized in that the output shaft (34) is further provided with a third output gear (343), the input gear (311) being in driving engagement with the third output gear (343).
7. The electric powertrain system (100) of claim 6, wherein the first output gear (341) and the third output gear (343) are free on the output shaft (34) and selectively engaged with the output shaft (34).
8. The electric-only power system (100) of claim 7, wherein a synchronizer (344) is disposed on the output shaft (34), the synchronizer (344) being disposed between the first output gear (341) and the third output gear (343).
9. The pure electric power system (100) according to claim 1, characterized in that the input gear (311) is fixed on the input shaft (31), the first intermediate gear (321) and the second intermediate gear (322) are fixed on the intermediate shaft (32), and the second output gear (342) is fixed on the output shaft (34).
10. A vehicle (1000), characterized by comprising:
a front half-shaft (200);
a rear half-shaft (300);
a forward powertrain (400), said forward powertrain (400) being in driving engagement with said forward half shaft (200);
an aft powertrain (500), the aft powertrain (500) and the aft half shaft (300) being in driving engagement, wherein at least one of the forward powertrain (400) and the aft powertrain (500) is the electric only powertrain (100) of any of claims 1-9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202221850952.9U CN217784133U (en) | 2022-07-18 | 2022-07-18 | Pure electric system and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202221850952.9U CN217784133U (en) | 2022-07-18 | 2022-07-18 | Pure electric system and vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN217784133U true CN217784133U (en) | 2022-11-11 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202221850952.9U Active CN217784133U (en) | 2022-07-18 | 2022-07-18 | Pure electric system and vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN217784133U (en) |
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2022
- 2022-07-18 CN CN202221850952.9U patent/CN217784133U/en active Active
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