CN218817912U - Rear-drive type two-gear gearbox with intermediate support - Google Patents
Rear-drive type two-gear gearbox with intermediate support Download PDFInfo
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- CN218817912U CN218817912U CN202222741614.8U CN202222741614U CN218817912U CN 218817912 U CN218817912 U CN 218817912U CN 202222741614 U CN202222741614 U CN 202222741614U CN 218817912 U CN218817912 U CN 218817912U
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Abstract
The utility model relates to a rear-drive two-gear gearbox with a middle support, belonging to the technical field of transmission transmissions; the transmission mechanism comprises a front shell and a rear shell which are fixedly connected, wherein the side walls of the front shell and the rear shell are respectively provided with an input shaft and an output shaft, the input shaft and the output shaft are in transition connection through a middle support, the input shaft is provided with a first-gear driving gear and a second-gear driving gear, and the output shaft is fixedly provided with a second-stage driven gear; an intermediate shaft is arranged in the box body, a first-gear driven gear and a second-gear driven gear are sleeved on the outer side of the intermediate shaft, the first-gear driven gear is meshed with the driving gear, and the second-gear driving gear is meshed with the driven gear; a synchronizer is sleeved on the outer side of the intermediate shaft between the first-gear driven gear and the second-gear driven gear; a secondary driving gear is fixedly arranged on the intermediate shaft and is meshed with a secondary driven gear; by switching different gears, the electric automobile obtains better maximum speed and maximum climbing gradient, and the motor works in the best efficiency area.
Description
Technical Field
The utility model belongs to the technical field of the transmission derailleur, concretely relates to take intermediate strut rear drive formula two to keep off gearbox.
Background
The transmission part of the new energy electric automobile adopts a single-stage reduction gearbox in most of the marketed automobile types, and the single-stage reduction gearbox has the advantages of no excessive parts, easy quality guarantee, low cost and high reliability. The single-stage reduction gearbox has only one transmission ratio, can only work at a specific transmission ratio under any working condition, and the motor cannot work in an optimal efficiency area, and simultaneously limits the highest vehicle speed and the maximum climbing gradient. If a low-cost motor with low rotating speed is adopted, the maximum speed of the electric automobile with the single-stage reduction gearbox is generally 80-100 Km/h, the climbing gradient is generally about 20%, and the requirement of automobile running cannot be met, so that a two-gear gearbox is required to meet the use requirements of the electric automobile under different working conditions.
SUMMERY OF THE UTILITY MODEL
The utility model overcomes the defects of the prior art and provides a rear-drive two-gear gearbox with a middle support; the problem of present electric automobile single reduction gear can't change the drive ratio and satisfy electric automobile's different operating mode user demand is solved.
In order to achieve the above purpose, the present invention is achieved by the following technical solutions.
A rear-drive type two-gear gearbox with a middle support comprises a gearbox body, wherein the gearbox body comprises a front shell and a rear shell which are fixedly connected with each other through bolts, an input shaft is rotatably arranged on the side wall of the front end of the front shell, an output shaft is rotatably arranged on the side wall of the rear end of the rear shell, the input shaft is in transitional connection with one end of the inner side of the output shaft through the middle support, a first-gear driving gear and a second-gear driving gear are fixedly arranged on the input shaft, and a second-stage driven gear is fixedly arranged on the output shaft; an intermediate shaft is rotatably arranged in the gearbox body, a first-gear driven gear and a second-gear driven gear are sleeved on the outer side of the intermediate shaft, the first-gear driven gear is meshed with a first-gear driving gear, and the second-gear driving gear is meshed with the second-gear driven gear; a synchronizer is sleeved on the outer side of the intermediate shaft between the first-gear driven gear and the second-gear driven gear; a second-stage driving gear is fixedly arranged on the intermediate shaft and meshed with a second-stage driven gear.
Further, the rear side opening of the front housing and the front side opening of the rear housing are butted with each other to form a mounting cavity inside the two.
Furthermore, a cylindrical first groove is formed in the side wall of the front end of the front shell, the mounting cavity is communicated with the outer part of the front side of the front shell through the first groove, and the first input shaft is inserted into the front shell from the outer side of the front shell through the first groove; one end of the input shaft, which is positioned at the outer side of the front shell, is fixedly connected with an output shaft of the driving motor; the input shaft is rotatably connected inside the first groove through a pair of bearings.
Furthermore, a cylindrical second groove is formed in the side wall of the rear end of the rear shell, the mounting cavity is communicated with the outer portion of the rear side of the rear shell through the second groove, the output shaft is inserted into the rear shell from the outer side of the rear shell through the second groove, and an output flange is fixedly arranged at one end of the outer side of the rear shell; the output shaft is rotatably connected to the inside of the second groove through a pair of bearings.
Furthermore, the output shaft and the input shaft are coaxially arranged, a cylindrical third groove is fixedly arranged on the end face of the inner side of the output shaft, the inner part of the third groove is rotatably connected with the intermediate support through a pair of bearings, a cylindrical bulge is arranged on one side of the intermediate support close to the rear shell, a cylindrical fourth groove is arranged on one side close to the front shell, the cylindrical bulge is rotatably connected into the third groove, one end of the inner side of the input shaft extends into the fourth groove of the intermediate support, and one end of the inner side of the input shaft is rotatably connected into the fourth groove through a pair of bearings; the opening of one side of the middle support provided with the fourth groove is fixedly connected with the inner wall of the front shell through a bolt.
Furthermore, a fourth groove is formed in the side wall of the front end of the front shell, a fifth groove is formed in the side wall of the rear end of the rear shell, and one end of the front side of the intermediate shaft extends into the fourth groove and is rotatably connected with the inner wall of the fourth groove through a pair of bearings; one end of the rear side of the intermediate shaft extends into the fifth groove and is rotationally connected with the inner wall of the fifth groove through a pair of bearings.
Furthermore, a brake gear is fixedly sleeved on the outer side of the intermediate shaft between the second-stage driving gear and the fifth groove.
Furthermore, a seventh groove is formed in the side wall of the rear end of the rear shell, and the inside of the rear shell is communicated with the outside through the seventh groove; a gear shifting motor is fixedly arranged on the outer portion of the side wall of the rear end of the rear shell, the output end of the gear shifting motor is inserted into the rear shell through a seventh groove, and the axis of the gear shifting motor is parallel to the intermediate shaft.
Furthermore, the end part of the output end of the gear shifting motor in the installation cavity is in threaded connection with a coaxial shifting fork shaft, two ends of the shifting fork shaft are respectively connected to the front shell and the rear shell in a rotating mode through copper sleeves, a gear shifting fork is sleeved on the outer side of the middle of the shifting fork shaft, and the gear shifting fork is fixedly connected with the shifting fork shaft.
Furthermore, an inner concave ring groove is formed in the outer side face of the gear sleeve of the synchronizer, and the shifting fork is clamped inside the inner concave ring groove of the gear sleeve of the synchronizer.
The utility model discloses produced beneficial effect for prior art does:
the utility model provides a two keep off gearboxes of back drive formula is provided with two and keeps off the position, when electric vehicle traveles in the operating mode of difference, can satisfy different operating mode demands through switching different fender positions, make electric automobile obtain better maximum speed of a motor vehicle and the biggest slope of climbing, enable motor work in best efficiency district simultaneously.
Drawings
The present invention will be described in further detail with reference to the accompanying drawings:
fig. 1 is a schematic structural view of the whole of the present invention;
the automatic transmission comprises an input shaft 1, a front shell 2, a second-gear driving gear 3, a first-gear driving gear 4, a rear shell 5, a second-stage driven gear 6, an output shaft 7, an output flange 8, a brake gear 9, an intermediate shaft 10, a second-stage driving gear 11, a first-stage driven gear 12, a shift fork shaft 13, a shift fork 14, a synchronizer 15, a second-gear driven gear 16, a gear shifting motor 17 and a middle support 18.
Detailed Description
In order to make the technical problem, technical scheme and beneficial effect that the utility model will solve more clearly understand, combine embodiment and attached drawing, it is right to go on further detailed description the utility model discloses. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention. The technical solution of the present invention is described in detail below with reference to the embodiments and the drawings, but the scope of protection is not limited thereto.
As shown in fig. 1, the utility model provides a take middle support rear-guard formula two to keep off gearbox, including the gearbox box, thereby the gearbox box includes procapsid 2 and the rear housing 5 through the mutual fixed connection of bolt, and the rear side opening of procapsid 2 docks each other at the two inside installation cavity that constitutes with the front side opening of rear housing 5.
An input shaft 1 is provided on a front end side wall of the front housing 2. A first cylindrical recess is provided in a front end side wall of the front housing 2, the mounting cavity communicates with the front side outside of the front housing 2 through the first recess, and the first input shaft 1 is inserted into the front housing 2 from the outside of the front housing 2 through the first recess. One end of the input shaft 1 at the outer side of the front shell 2 is fixedly connected with an output shaft of a driving motor. The input shaft 1 is rotatably connected inside the first groove by a pair of deep groove ball bearings. An oil seal is arranged at the opening at the outer side of the first groove, so that oil in the installation cavity is prevented from escaping from the opening at the outer side of the first groove.
Input shaft 1 is fixed respectively on the regional section of 2 inside in the front casing and is provided with one and keeps off driving gear 4 and keep off driving gear 3, and one of them keeps off driving gear 4 and is located the one end of keeping away from 2 front end lateral walls of procapsid, and two keep off driving gear 3 and are located the one end of being close to 2 front end lateral walls of procapsid.
An output shaft 7 is arranged on the rear end side wall of the rear shell 5, and the output shaft 7 is arranged coaxially with the input shaft 1. A cylindrical second groove is formed in the side wall of the rear end of the rear shell 5, the mounting cavity is communicated with the outer portion of the rear side of the rear shell 5 through the second groove, and the output shaft 7 is inserted into the rear shell 5 from the outer side of the rear shell 5 through the second groove. The output shaft 7 is rotatably connected to the inside of the second groove through a pair of tapered roller bearings, and the tapered roller bearings are located at one end of the inner side opening of the second groove. An oil seal is arranged at the opening at the outer side of the second groove, so that oil liquid in the mounting cavity is prevented from escaping from the opening at the outer side of the second groove.
An output flange 8 is fixedly arranged at one end of the outer side of the rear shell 5 of the output shaft 7, and the output flange 8 is fixedly connected with the output shaft 7 through a locking nut. The output shaft 7 is fixedly provided with a secondary driven gear 6 at one end of the inner side of the rear shell 5, and the secondary driven gear 6 extends into the mounting cavity.
A cylindrical third groove is fixedly arranged on the end surface of the inner side of the output shaft 7, and an intermediate support 18 is rotatably connected inside the third groove. The middle support 18 is provided with a cylindrical protrusion at one side close to the rear shell, a cylindrical fourth groove at one side close to the front shell, the cylindrical protrusion is inserted into the third groove of the output shaft and is rotationally connected with the inner wall of the third groove through a pair of bearings, and the bearings are tapered roller bearings or deep groove ball bearings. One end of the inner side of the input shaft 1 extends into the fourth groove of the middle support 18, and one end of the inner side of the input shaft 1 is rotatably connected with the inner wall of the fourth groove through a pair of radial bearings. The opening of the intermediate support 18, which is provided with a fourth groove, is fixedly connected with the inner wall of the front housing by bolts. The input shaft and the output shaft are in a transitional support connection through an intermediate support 18, and the input shaft and the output shaft rotate relatively on the inner side and the outer side of the intermediate support 18 respectively.
An intermediate shaft 10 is provided inside the mounting cavity of the front housing 2 and the rear housing 5, and the intermediate shaft 10 is parallel to the input shaft 1 and the output shaft 7. A fifth groove is formed in the side wall of the front end of the front shell 2, a sixth groove is formed in the side wall of the rear end of the rear shell 5, and the fifth groove and the sixth groove are not communicated with the outside of the mounting cavity. One end of the front side of the intermediate shaft 10 extends into the fifth groove and is rotationally connected with the inner wall of the fifth groove through an auxiliary bearing, and the bearing is a deep groove ball bearing or a tapered roller bearing; one end of the rear side of the intermediate shaft 10 extends into the sixth groove and is rotationally connected with the inner wall of the sixth groove through a pair of bearings, and the bearings are deep groove ball bearings or tapered roller bearings.
A first-gear driven gear 12 and a second-gear driven gear 16 are respectively arranged on one side of the intermediate shaft 10 close to the front housing 2, and the first-gear driven gear 12 and the second-gear driven gear 16 are sleeved on the outer side of the intermediate shaft 10 through needle bearings. The first-gear driven gear 12 is engaged with the first-gear driving gear 4, and the second-gear driving gear 3 is engaged with the second-gear driven gear 16.
A synchronizer 15 is sleeved on the outer side of the intermediate shaft 10 between the first-gear driven gear 12 and the second-gear driven gear 16, and a gear sleeve of the synchronizer 15 can axially slide on the intermediate shaft 10. When the gear sleeve of the synchronizer 15 slides to be engaged with the first-gear driven gear 12, the first-gear driven gear 12 rotates synchronously with the intermediate shaft 10 through the synchronizer 15, and the second-gear driven gear 16 idles relative to the intermediate shaft 10; when the gear sleeve of the synchronizer 15 slides to be engaged with the second-gear driven gear 16, the second-gear driven gear 16 rotates synchronously with the intermediate shaft 10 through the synchronizer 15, and the first-gear driven gear 12 and the intermediate shaft 10 idle relatively.
A secondary driving gear 11 is fixedly arranged on one side of the intermediate shaft 10 close to the rear shell 5, and the secondary driving gear 11 is meshed with the secondary driven gear 6.
A brake gear 9 is fixedly sleeved on the outer side of the intermediate shaft 10 between the secondary driving gear 11 and the sixth groove.
A seventh groove is provided in the rear end side wall of the rear case 5, and the inside of the rear case 5 communicates with the outside through the seventh groove. A shift motor 17 is fixedly provided outside the rear end side wall of the rear housing 5, the output end of the shift motor 17 is inserted into the rear housing 5 through the seventh groove, and the axis of the shift motor 17 is parallel to the intermediate shaft 10. The end part of the gear shifting motor 17 in the installation cavity is in threaded connection with a coaxial shifting fork shaft 13, two ends of the shifting fork shaft 13 are respectively connected to the front shell 2 and the rear shell 5 in a rotating mode through copper sleeves, a gear shifting fork 14 is sleeved on the outer side of the middle of the shifting fork shaft 13, and the gear shifting fork 14 is fixedly connected with the shifting fork shaft 13. An inner concave ring groove is arranged on the outer side surface of the gear sleeve of the synchronizer 15, and the gear shifting fork 14 is clamped inside the inner concave ring groove of the gear sleeve of the synchronizer 15. When the shift motor 17 drives the shift fork shaft 13 and the shift fork 14 to synchronously move towards one side of the front shell 2, the shift fork 14 drives the synchronizer 15 to synchronously move, so that the synchronizer 15 is combined with the two-gear driven gear 16; when the shift motor 17 drives the shift fork shaft 13 and the shift fork 14 to synchronously move toward the rear housing 5, the shift fork 14 drives the synchronizer 15 to synchronously move, so that the synchronizer 15 is combined with the first-gear driven gear 12. The shifting takes place by driving the fork shaft 13 and thus the synchronizer 15 along the axial movement of the countershaft 10.
The utility model discloses a theory of operation does:
when the vehicle needs to run in a low gear, the shift motor 17 is operated to retract the shift fork 14, and the synchronizer 15 is fixedly connected with the first-gear driven gear 12. In this way, the driving motor drives the input shaft 1 to rotate, the input shaft 1 drives the intermediate shaft 10 to rotate through the mutual meshing of the first-gear driving gear 4 and the first-gear driven gear 12, the intermediate shaft 10 drives the output shaft 7 to rotate through the mutual meshing of the second-stage driving gear 11 and the second-stage driven gear 6, and the gearbox is at a low-speed gear at this moment.
When the vehicle needs to run in a high-speed gear, the gear shifting motor 17 is operated to extend the gear shifting fork 14, and the synchronizer 15 is fixedly connected with the two-gear driven gear 16. In this way, the driving motor drives the input shaft 1 to rotate, the input shaft 1 drives the intermediate shaft 10 to rotate through the mutual meshing of the two-stage driving gear 3 and the two-stage driven gear 16, the intermediate shaft 10 drives the output shaft 7 to rotate through the mutual meshing of the two-stage driving gear 11 and the two-stage driven gear 6, and the gearbox is in a high-speed gear at the moment.
When the forward gear is needed, the motor rotates forwards, and when the reverse gear is needed, the motor rotates backwards; through switching different gears, the electric automobile obtains better maximum speed and maximum climbing gradient, and simultaneously the motor can work in the best efficiency area.
It is obvious to a person skilled in the art that the invention is not restricted to details of the above-described exemplary embodiments, but that it can be implemented in other specific forms without departing from the spirit or essential characteristics of the invention. The present embodiments are therefore to be considered in all respects as illustrative and not restrictive, the scope of the invention being indicated by the appended claims rather than by the foregoing description, and all changes which come within the meaning and range of equivalency of the claims are therefore intended to be embraced therein. Any reference sign in a claim should not be construed as limiting the claim concerned.
Claims (10)
1. The utility model provides a take middle support rear-drive formula two to keep off gearbox which characterized in that: the transmission device comprises a transmission box body, wherein the transmission box body comprises a front shell (2) and a rear shell (5) which are fixedly connected with each other through bolts, an input shaft (1) is rotatably arranged on the side wall of the front end of the front shell (2), an output shaft (7) is rotatably arranged on the side wall of the rear end of the rear shell (5), the input shaft (1) and one end of the inner side of the output shaft (7) are in transition connection through a middle support (18), a first-gear driving gear (4) and a second-gear driving gear (3) are fixedly arranged on the input shaft (1), and a second-stage driven gear (6) is fixedly arranged on the output shaft (7); an intermediate shaft (10) is rotatably arranged in the gearbox body, a first-gear driven gear (12) and a second-gear driven gear (16) are sleeved on the outer side of the intermediate shaft (10), the first-gear driven gear (12) is meshed with a first-gear driving gear (4), and a second-gear driving gear (3) is meshed with the second-gear driven gear (16); a synchronizer (15) is sleeved on the outer side of the intermediate shaft (10) between the first-gear driven gear (12) and the second-gear driven gear (16); a secondary driving gear (11) is fixedly arranged on the intermediate shaft (10), and the secondary driving gear (11) is meshed with the secondary driven gear (6).
2. The belt intermediate support rear-drive type two-gear gearbox of claim 1, characterized in that: the rear side opening of the front shell (2) and the front side opening of the rear shell (5) are mutually butted so as to form a mounting cavity inside the two.
3. The belt intermediate support rear-drive type two-gear transmission case according to claim 2, characterized in that: a cylindrical first groove is formed in the side wall of the front end of the front shell (2), the mounting cavity is communicated with the outer portion of the front side of the front shell (2) through the first groove, and the first input shaft (1) is inserted into the front shell (2) from the outer side of the front shell (2) through the first groove; one end of the input shaft (1) at the outer side of the front shell (2) is fixedly connected with an output shaft of a driving motor; the input shaft (1) is rotatably connected inside the first groove through a pair of bearings.
4. The belt intermediate support rear-drive type two-gear transmission case according to claim 2, characterized in that: a cylindrical second groove is formed in the side wall of the rear end of the rear shell (5), the mounting cavity is communicated with the outer portion of the rear side of the rear shell (5) through the second groove, the output shaft (7) is inserted into the rear shell (5) from the outer side of the rear shell (5) through the second groove, and an output flange (8) is fixedly arranged at one end of the outer side of the output shaft (7) of the rear shell (5); the output shaft (7) is rotatably connected to the inside of the second groove through a pair of bearings.
5. The belt intermediate support rear-drive type two-gear transmission case according to claim 1, characterized in that: the output shaft (7) and the input shaft (1) are coaxially arranged, a cylindrical third groove is fixedly arranged on the end face of the inner side of the output shaft (7), the inside of the third groove is rotatably connected with the middle support (18) through a pair of bearings, a cylindrical bulge is arranged on one side, close to the rear shell, of the middle support (18), a cylindrical fourth groove is arranged on one side, close to the front shell, of the middle support (18), the cylindrical bulge is rotatably connected to the inside of the third groove, one end of the inner side of the input shaft (1) extends into the fourth groove of the middle support (18), and one end of the inner side of the input shaft (1) is rotatably connected to the inside of the fourth groove through a pair of bearings; an opening at one side of the middle support (18) provided with the fourth groove is fixedly connected with the inner wall of the front shell through a bolt.
6. The belt intermediate support rear-drive type two-gear gearbox of claim 1, characterized in that: a fifth groove is formed in the side wall of the front end of the front shell (2), a sixth groove is formed in the side wall of the rear end of the rear shell (5), and one end of the front side of the intermediate shaft (10) extends into the fifth groove and is rotatably connected with the inner wall of the fifth groove through a pair of bearings; one end of the rear side of the intermediate shaft (10) extends into the sixth groove and is rotationally connected with the inner wall of the sixth groove through a pair of bearings.
7. The belt intermediate support rear-drive type two-gear transmission case according to claim 6, characterized in that: a brake gear (9) is fixedly sleeved on the outer side of the intermediate shaft (10) between the secondary driving gear (11) and the sixth groove.
8. The belt intermediate support rear-drive type two-gear transmission case according to claim 1, characterized in that: a seventh groove is formed in the side wall of the rear end of the rear shell (5), and the interior of the rear shell (5) is communicated with the exterior through the seventh groove; a gear shifting motor (17) is fixedly arranged on the outer portion of the side wall of the rear end of the rear shell (5), the output end of the gear shifting motor (17) is inserted into the rear shell (5) through a seventh groove, and the axis of the gear shifting motor (17) is parallel to the intermediate shaft (10).
9. The belt intermediate support rear-drive type two-gear gearbox of claim 8, characterized in that: the end part of the output end of the gear shifting motor (17) in the installation cavity is in threaded connection with a coaxial shifting fork shaft (13), two ends of the shifting fork shaft (13) are respectively connected to the front shell (2) and the rear shell (5) through copper sleeves in a rotating mode, a gear shifting fork (14) is sleeved on the outer side of the middle of the shifting fork shaft (13), and the gear shifting fork (14) is fixedly connected with the shifting fork shaft (13).
10. The belt intermediate support rear-drive type two-gear transmission case according to claim 9, characterized in that: an inner concave ring groove is arranged on the outer side surface of a gear sleeve of the synchronizer (15), and the gear shifting fork (14) is clamped inside the inner concave ring groove of the gear sleeve of the synchronizer (15).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202222741614.8U CN218817912U (en) | 2022-10-18 | 2022-10-18 | Rear-drive type two-gear gearbox with intermediate support |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202222741614.8U CN218817912U (en) | 2022-10-18 | 2022-10-18 | Rear-drive type two-gear gearbox with intermediate support |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN218817912U true CN218817912U (en) | 2023-04-07 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202222741614.8U Active CN218817912U (en) | 2022-10-18 | 2022-10-18 | Rear-drive type two-gear gearbox with intermediate support |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN218817912U (en) |
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2022
- 2022-10-18 CN CN202222741614.8U patent/CN218817912U/en active Active
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