CN218761340U - Electric automobile is unpowered to be interrupted three-gear transmission - Google Patents
Electric automobile is unpowered to be interrupted three-gear transmission Download PDFInfo
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- CN218761340U CN218761340U CN202223263047.6U CN202223263047U CN218761340U CN 218761340 U CN218761340 U CN 218761340U CN 202223263047 U CN202223263047 U CN 202223263047U CN 218761340 U CN218761340 U CN 218761340U
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Abstract
The utility model discloses an electric automobile power-interruption-free three-gear transmission, wherein a second input shaft is connected with a first input shaft through a first electromagnetic clutch, and a first output shaft is in transmission connection with the first input shaft through a two-gear pair; the second output shaft is connected with the first output shaft through a second electromagnetic clutch and is in transmission connection with the second input shaft through a first-gear pair and a third-gear pair; the synchronizer is movably arranged on the second output shaft and is positioned between the first-gear pair and the third-gear pair; the transmission shaft is in transmission connection with the second output shaft through a main reducer gear pair, and the differential is arranged on the transmission shaft and is connected with the main reducer gear pair; the unpowered interrupted gear shifting among three gears can be realized; the gear shifting is simple and convenient, the gear shifting comfort is good, the structure is compact, the transmission efficiency is high, and the manufacturing cost is low; the power performance, the economic performance and the driving comfort performance of the vehicle can be obviously improved.
Description
Technical Field
The utility model belongs to the technical field of the automotive transmission, concretely relates to electric automobile is unpowered to be interrupted three and is kept off derailleur.
Background
With the use of internal combustion engine automobiles in large quantities, the global oil resource crisis and the environmental pollution problem are continuously aggravated. In order to relieve the problems of energy crisis and environmental pollution, electric automobiles are developed in major points in various countries in the world. Different from the traditional internal combustion engine automobile, the electric automobile takes the motor as a power source and is driven by electric energy, and has the advantages of energy conservation, environmental protection, high efficiency and the like.
In the early development of electric vehicles, single-gear speed reducers were mostly used for power assemblies. Because the speed regulation range of the motor is wider, the dependence of the electric automobile on a multi-gear transmission can be reduced to a certain extent. However, the electric vehicle using the single-gear speed reducer has limited vehicle performance, such as power performance including acceleration time and maximum vehicle speed, and poor economic performance including driving range.
In addition to power performance and economy, shift comfort performance such as jerk is also an important performance indicator for vehicles. The conventional mechanical automatic transmission has the problem of power interruption in the gear shifting process, so that the vehicle has a jerk feeling in the gear shifting process, and the driving feeling is poor.
SUMMERY OF THE UTILITY MODEL
To above-mentioned at least one aspect problem that prior art well automotive transmission exists, the utility model provides an electric automobile does not have power interruption three-gear transmission, the purpose is showing power performance, economic performance and the driving comfort performance that promotes the vehicle.
In order to achieve the above purpose, the utility model adopts the following technical scheme:
a three-gear transmission without power interruption for an electric automobile comprises a first input shaft, a second input shaft, a first output shaft, a second output shaft, a synchronizer, a transmission shaft and a differential mechanism. The second input shaft is connected with the first input shaft through a first electromagnetic clutch. The first output shaft is in transmission connection with the first input shaft through a two-gear pair. And the second output shaft is connected with the first output shaft through a second electromagnetic clutch and is in transmission connection with the second input shaft through a first-gear pair and a third-gear pair. The synchronizer is movably arranged on the second output shaft and is positioned between the first-gear pair and the third-gear pair. And the transmission shaft is in transmission connection with the second output shaft through a main reducer gear pair. The differential is arranged on the transmission shaft and is connected with the gear pair of the main speed reducer.
Preferably, the drive motor is in driving connection with the first input shaft.
The second gear pair comprises a second driving gear and a second driven gear which are meshed with each other, the second driving gear is mounted on the first input shaft, and the second driven gear is mounted on the first output shaft.
The first-gear pair comprises a first-gear driving gear and a first-gear driven gear which are meshed with each other, the first-gear driving gear is installed on the second input shaft, and the first-gear driven gear is installed on the second output shaft.
The third gear pair comprises a third driving gear and a third driven gear which are meshed with each other, the third driving gear is installed on the second input shaft, and the third driven gear is installed on the second output shaft.
The synchronizer is located between the first-gear driven gear and the third-gear driven gear.
The main reducer gear pair comprises a main reducer driving gear and a main reducer driven gear which are meshed with each other, the main reducer driving gear is installed on the second output shaft, and the main reducer driven gear is installed on the transmission shaft.
The differential is connected with the driven gear of the main speed reducer.
The utility model discloses an electric automobile is unpowered to be interrupted three and keeps off derailleur can reach following beneficial effect:
the utility model discloses an electric automobile does not have power interruption three-gear transmission, through adopting two electromagnetic clutches to carry out the power transmission of odd number fender position and even number fender position respectively, through controlling two electromagnetic clutches and joint in turn, can realize the no power interruption between the three fender position and shift; the gear shifting device is simple and convenient to shift, has good gear shifting comfort, and is compact in structure, high in transmission efficiency and low in manufacturing cost; the power performance, the economic performance and the driving comfort performance of the vehicle can be obviously improved.
Drawings
The accompanying drawings, which are described herein, serve to provide a further understanding of the invention and constitute a part of this specification, and the exemplary embodiments and descriptions thereof are provided for explaining the invention without unduly limiting it. In the drawings:
FIG. 1 is a schematic structural diagram of a three-speed transmission without power interruption for an electric vehicle according to the present invention,
reference numbers in the figures: the driving mechanism comprises a driving motor 1, a first input shaft 2, a second-gear driving gear 3, a first electromagnetic clutch 4, a second input shaft 5, a first-gear driving gear 6, a third-gear driving gear 7, a first output shaft 8, a second-gear driven gear 9, a second electromagnetic clutch 10, a second output shaft 11, a main reducer driving gear 12, a first-gear driven gear 13, a synchronizer 14, a third-gear driven gear 15, a transmission shaft 16, a differential mechanism 17 and a main reducer driven gear 18.
Detailed Description
To make the purpose, technical solution and advantages of the present invention clearer, the following will combine the embodiments of the present invention and the corresponding drawings to clearly and completely describe the technical solution of the present invention. It is to be understood that the embodiments described are only some embodiments of the invention, and not all embodiments. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative work belong to the protection scope of the present invention.
The technical solutions provided by the embodiments of the present invention are described in detail below with reference to the accompanying drawings.
Examples
As shown in fig. 1, an electric vehicle three-speed transmission without power interruption includes a first input shaft 2, a second input shaft 5, a first output shaft 8, a second output shaft 11, a synchronizer 14, a propeller shaft 16 and a differential 17. The second input shaft 5 is connected with the first input shaft 2 through a first electromagnetic clutch 4, and the first output shaft 8 is in transmission connection with the first input shaft 2 through a two-gear pair; the second output shaft 11 is connected with the first output shaft 8 through a second electromagnetic clutch 10 and is in transmission connection with the second input shaft 5 through a first-gear pair and a third-gear pair; the synchronizer 14 is movably arranged on the second output shaft 11 and is positioned between the first-gear pair and the third-gear pair; the transmission shaft 16 is in transmission connection with the second output shaft 11 through a main reducer gear pair, and the differential 17 is installed on the transmission shaft 16 and is connected with the main reducer gear pair.
In the electric automobile three-gear transmission without power interruption of the embodiment, the first input shaft 2 transmits power to the second input shaft 5 through the first electromagnetic clutch 4, and transmits power to the first output shaft 8 through the two-gear pair. The first output shaft 8 is connected by a second electromagnetic clutch 10 to transmit power to the second input shaft 5. The second input shaft 5 transmits power to the second output shaft 11 through the first-gear pair and the third-gear pair. The second output shaft 11 transmits power to the propeller shaft 16 through a final drive gear pair. The synchronizer 14 is axially movable along the second output shaft 11 and is engageable with the first-gear and third-gear pairs, respectively.
In the electric vehicle power interruption-free three-speed transmission of the present embodiment, power transmission of the first gear and the third gear is performed by the first electromagnetic clutch 4, and power transmission of the second gear is performed by the second electromagnetic clutch 10. By controlling the alternate engagement of the first electromagnetic clutch 4 and the second electromagnetic clutch 10, it is possible to realize the power-interruption-free shifting between the three gears.
In some embodiments, the drive motor 1 may be drivingly connected to the first input shaft 2. The second gear pair, the first gear pair and the third gear pair may be arranged in sequence.
The second gear pair may include a second driving gear 3 and a second driven gear 9 that are engaged with each other, the second driving gear 3 being mounted on the first input shaft 2, and the second driven gear 9 being mounted on the first output shaft 8. The second gear driving gear 3 may be coaxial with the first input shaft 2, and the second gear driven gear 9 may be coaxial with the first output shaft 8.
The first gear pair may include a first gear driving gear 6 and a first gear driven gear 13 that are engaged, the first gear driving gear 6 being mounted on the second input shaft 5, and the first gear driven gear 13 being mounted on the second output shaft 11. The first gear driving gear 6 may be coaxial with the second input shaft 5, and the first gear driven gear 13 may be coaxial with the second output shaft 11.
The third gear pair may include a third gear driving gear 7 and a third gear driven gear 15, which are engaged with each other, the third gear driving gear 7 being mounted on the second input shaft 5, and the third gear driven gear 15 being mounted on the second output shaft 11. The third driving gear 7 may be coaxial with the second input shaft 5, and the third driven gear 15 may be coaxial with the second output shaft 11.
The synchronizer 14 may be located between the first-gear driven gear 13 and the third-gear driven gear 15.
The final drive gear pair may comprise a final drive gear 12 and a final drive driven gear 18 in mesh, the final drive gear 12 being mounted on the second output shaft 11 and the final drive driven gear 18 being mounted on the drive shaft 16. The final drive gear 12 may be coaxial with the second output shaft 11 and the final drive driven gear 18 may be coaxial with the drive shaft 16.
The differential 17 may be connected with a final drive driven gear 18.
The final drive gear 12 may be located between the second-gear driven gear 9 and the first-gear driven gear 13.
Referring to fig. 1, in the electric vehicle power interruption-free three-gear transmission, a second gear driving gear 3 is fixedly connected to a first input shaft 2, and the right end of the first input shaft 2 is connected to the left end of a second input shaft 5 through a first electromagnetic clutch 4. The first-gear driving gear 6 and the third-gear driving gear 7 are fixedly connected to the second input shaft 5 in sequence, the second-gear driven gear 9 is fixedly connected to the first output shaft 8, and the right end of the first output shaft 8 is connected with the left end of the second output shaft 11 through a second electromagnetic clutch 10. A main reducer driving gear 12, a first-gear driven gear 13, a synchronizer 14 and a third-gear driven gear 15 are sequentially mounted on the second output shaft 11, the first-gear driven gear 13 and the third-gear driven gear 15 are sleeved on the second output shaft 11, and the main reducer driving gear 12 and the synchronizer 14 are fixedly connected to the second output shaft 11. The synchronizer 14 is axially movable along the second output shaft 11 and is engaged with the first-speed driven gear 13 and the third-speed driven gear 15, respectively. A differential gear 17 and a main speed reducer driven gear 18 are arranged on the transmission shaft 16, and the differential gear 17 is fixedly connected with the main speed reducer driven gear 18. The first-gear driving gear 6, the second-gear driving gear 3, the third-gear driving gear 7 and the main reducer driving gear 12 are respectively meshed with the first-gear driven gear 13, the second-gear driven gear 9, the third-gear driven gear 15 and the main reducer driven gear 18.
When the electric automobile is in gear without power interruption, the working states and power transmission routes of all the parts are as follows:
when the first gear is in gear: the first electromagnetic clutch 4 is engaged, the synchronizer 14 is engaged with the first-speed driven gear 13, and the second electromagnetic clutch 10 is disengaged. The power of the driving motor 1 is transmitted to the propeller shaft 16 through the first electromagnetic clutch 4, the first-gear driving gear 6, the first-gear driven gear 13, the synchronizer 14, the final drive gear 12, the final drive driven gear 18, and the differential 17.
And when the second gear is in gear: the second electromagnetic clutch 10 is engaged, the first electromagnetic clutch 4 is disengaged, and the synchronizer 14 is disengaged. The power of the driving motor 1 is transmitted to the transmission shaft 16 through the secondary driving gear 3, the secondary driven gear 9, the second electromagnetic clutch 10, the main reducer driving gear 12, the main reducer driven gear 18, and the differential 17.
When the third gear is in gear: the first electromagnetic clutch 4 is engaged, the synchronizer 14 is engaged with the third driven gear 15, and the second electromagnetic clutch 10 is disengaged. The power of the driving motor 1 is transmitted to the propeller shaft 16 through the first electromagnetic clutch 4, the three-speed drive gear 7, the three-speed driven gear 15, the synchronizer 14, the final drive gear 12, the final drive driven gear 18, and the differential 17.
When reversing gear: the working state and the power transmission route of each part are the same as those of the first gear, and the driving motor 1 rotates reversely to drive the transmission shaft 16 to rotate reversely, so that the reverse gear function is realized.
The unpowered interrupt gear-up process of the unpowered interrupt three-gear transmission of the electric automobile is as follows:
when the first gear is shifted up to the second gear: first, the first electromagnetic clutch 4 starts to be disengaged, the second electromagnetic clutch 10 starts to be engaged, and both the electromagnetic clutches simultaneously enter the friction state. At this time, the power of the drive motor 1 is transmitted simultaneously through the power transmission paths of the first and second gears. As the first electromagnetic clutch 4 is gradually disengaged and the second electromagnetic clutch 10 is gradually engaged, the power transmitted by the power transmission path of the first gear gradually decreases, and the power transmitted by the power transmission path of the second gear gradually increases. Then, when the power transmitted through the power transmission line of the first gear falls to zero, the first electromagnetic clutch 4 is completely disengaged and the second electromagnetic clutch 10 is completely engaged. At this time, the power of the driving motor 1 is completely transmitted through the power transmission route of the second gear, and finally, the synchronizer 14 is separated from the first-gear driven gear 13, the first gear is shifted, and the transmission is shifted into the second gear.
When the second gear is lifted to the third gear: first, the synchronizer 14 is engaged with the third driven gear 15. Then, the second electromagnetic clutch 10 starts to be disengaged, the first electromagnetic clutch 4 starts to be engaged, and both the electromagnetic clutches simultaneously enter the friction state. At this time, the power of the drive motor 1 is transmitted simultaneously through the power transmission paths of the second and third gears. As the second electromagnetic clutch 10 is gradually disengaged and the first electromagnetic clutch 4 is gradually engaged, the power transmitted by the power transmission path of the second gear is gradually reduced, and the power transmitted by the power transmission path of the third gear is gradually increased. Finally, when the power transmitted through the second-gear power transmission route is reduced to zero, the second electromagnetic clutch 10 is completely disengaged, and the first electromagnetic clutch 4 is completely engaged. At this time, the power of the driving motor 1 is completely transmitted through the power transmission route of the third gear, the second gear is disengaged, and the transmission is shifted into the third gear.
The unpowered interrupt downshift process of the unpowered interrupt three-gear transmission of the electric automobile is as follows:
the third gear is lowered and the second gear is lowered: first, the first electromagnetic clutch 4 starts to be disengaged, the second electromagnetic clutch 10 starts to be engaged, and both the electromagnetic clutches simultaneously enter the friction state. At this time, the power of the drive motor 1 is transmitted simultaneously through the power transmission routes of the third gear and the second gear. As the first electromagnetic clutch 4 is gradually disengaged and the second electromagnetic clutch 10 is gradually engaged, the power transmitted by the power transmission route of the third gear is gradually reduced, and the power transmitted by the power transmission route of the second gear is gradually increased. Then, when the power transmitted through the power transmission line of the third gear falls to zero, the first electromagnetic clutch 4 is completely disengaged and the second electromagnetic clutch 10 is completely engaged. At this time, the power of the driving motor 1 is completely transmitted through the power transmission route of the second gear, and finally, the synchronizer 14 is separated from the driven gear 15 of the third gear, the third gear is shifted, and the transmission is lowered to the second gear.
Two gears are lowered for one gear: first, the synchronizer 14 is engaged with the first-gear driven gear 13. Then, the second electromagnetic clutch 10 starts to be disengaged, the first electromagnetic clutch 4 starts to be engaged, and both the electromagnetic clutches simultaneously enter the friction state. At this time, the power of the drive motor 1 is transmitted simultaneously through the power transmission paths of the second and first gears. As the second electromagnetic clutch 10 is gradually disengaged and the first electromagnetic clutch 4 is gradually engaged, the power transmitted by the power transmission path of the second gear gradually decreases, and the power transmitted by the power transmission path of the first gear gradually increases. Finally, when the power transmitted through the second-gear power transmission route is reduced to zero, the second electromagnetic clutch 10 is completely disengaged, and the first electromagnetic clutch 4 is completely engaged. At this time, the power of the driving motor 1 is completely transmitted through the power transmission route of the first gear, the second gear is disengaged, and the transmission is lowered to the first gear.
The above are merely examples of the present application and are not intended to limit the present application. Various modifications and changes may occur to those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application should be included in the scope of the claims of the present application.
Claims (10)
1. The utility model provides an electric automobile does not have power failure three-gear transmission which characterized in that includes:
a first input shaft for a first input shaft,
a second input shaft connected to the first input shaft via a first electromagnetic clutch,
a first output shaft which is in transmission connection with the first input shaft through a two-gear pair,
the second output shaft is connected with the first output shaft through a second electromagnetic clutch and is in transmission connection with the second input shaft through a first-gear pair and a third-gear pair,
a synchronizer movably mounted on the second output shaft and located between the first-gear pair and the third-gear pair,
a transmission shaft which is in transmission connection with the second output shaft through a main reducer gear pair,
and the differential is arranged on the transmission shaft and is connected with the main speed reducer gear pair.
2. The electric vehicle power-interruption-free three-speed transmission according to claim 1, wherein the second gear pair comprises a second driving gear and a second driven gear that are meshed with each other, the second driving gear being mounted on the first input shaft, and the second driven gear being mounted on the first output shaft.
3. The electric vehicle power-interruption-free three-speed transmission according to claim 2, wherein the first-speed gear pair comprises a first-speed driving gear and a first-speed driven gear which are meshed with each other, the first-speed driving gear is mounted on the second input shaft, and the first-speed driven gear is mounted on the second output shaft.
4. The electric vehicle power-interruption-free three-speed transmission according to claim 3, wherein the three-speed gear pair comprises a three-speed driving gear and a three-speed driven gear which are meshed with each other, the three-speed driving gear is mounted on the second input shaft, and the three-speed driven gear is mounted on the second output shaft.
5. The electric vehicle power-interruption-free three speed transmission according to claim 4, wherein the synchronizer is located between the first and third driven gears.
6. The electric vehicle power-interrupt-free three speed transmission of claim 4, wherein the final drive gear set comprises a final drive gear and a final drive driven gear that are meshed, the final drive gear being mounted on the second output shaft, the final drive driven gear being mounted on the drive shaft.
7. The electric vehicle three-speed transmission with no power interruption of claim 6, wherein the differential is connected with the final drive driven gear.
8. The electric vehicle power-interruption-free three speed transmission of claim 6, wherein the final drive gear is located between the second driven gear and the first driven gear.
9. The electric vehicle power-interruption-free three-speed transmission according to any one of claims 1 to 8, wherein the second-gear pair, the first-gear pair and the third-gear pair are arranged in sequence.
10. The electric vehicle power-interruption-free three-speed transmission according to any one of claims 1 to 8, wherein a drive motor is drivingly connected to the first input shaft.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202223263047.6U CN218761340U (en) | 2022-12-06 | 2022-12-06 | Electric automobile is unpowered to be interrupted three-gear transmission |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202223263047.6U CN218761340U (en) | 2022-12-06 | 2022-12-06 | Electric automobile is unpowered to be interrupted three-gear transmission |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN218761340U true CN218761340U (en) | 2023-03-28 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202223263047.6U Active CN218761340U (en) | 2022-12-06 | 2022-12-06 | Electric automobile is unpowered to be interrupted three-gear transmission |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN218761340U (en) |
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2022
- 2022-12-06 CN CN202223263047.6U patent/CN218761340U/en active Active
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