CN218913612U - Gearbox for pure electric truck - Google Patents
Gearbox for pure electric truck Download PDFInfo
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- CN218913612U CN218913612U CN202223562838.9U CN202223562838U CN218913612U CN 218913612 U CN218913612 U CN 218913612U CN 202223562838 U CN202223562838 U CN 202223562838U CN 218913612 U CN218913612 U CN 218913612U
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Abstract
The utility model discloses a gearbox for a pure electric vehicle, wherein an input shaft, a first transmission shaft, a second transmission shaft and a front synchronizer are arranged in a front auxiliary box cavity, and the front synchronizer is arranged on the second transmission shaft and can be combined with a first gear on the input shaft and a fourth gear sleeved on the second transmission shaft; two gears are arranged on the first transmission shaft and meshed with the first gear and the fourth gear respectively. The main box cavity is internally provided with a first double intermediate shaft, a second double intermediate shaft, an output shaft and a rear synchronizer. The first double intermediate shaft and the second double intermediate shaft are respectively connected with the output shaft through two groups of gear pairs with different speed ratios, and the connection and interruption states are controlled through the rear synchronizer. The second transmission shaft drives the first double intermediate shaft and the second double intermediate shaft through the gear pair respectively. The gear shifter is installed in the shell, and the front synchronizer and the rear synchronizer are controlled to be combined with different gears. The utility model meets the dynamic requirements of the maximum climbing and starting acceleration of the heavy new energy automobile.
Description
Technical Field
The utility model belongs to the technical field of power assemblies of electric trucks, and particularly relates to a gear box for a pure electric truck, which is higher in gear shifting efficiency.
Background
The new energy heavy truck belongs to one of new energy automobiles, and refers to a heavy logistics transportation industry vehicle (a tractor, a dump truck, an oil tank truck and the like), an engineering construction industry vehicle (a city slag-soil vehicle, a city concrete mixer truck, a dump truck and the like), a new energy special vehicle (a sprinkler truck, a fire truck, a refrigerated truck, an sanitation truck and the like), a special vehicle (mainly a heavy truck chassis) and the like. Among them, pure electric trucks are gradually developing because of their zero emissions and reduced dependence on fossil fuels. The existing pure electric truck adopts up to six gears to change speed, and the gear shifting mode is complex, so that a pure electric truck gearbox with higher gear shifting efficiency is needed.
Disclosure of Invention
Aiming at the defects in the prior art, the utility model aims to provide a gear box for a pure electric vehicle, which is provided with two synchronizers, and realizes the switching of three gears by the combination of the interruption of the synchronizers and different gears and the cooperation of shafting combination. The vehicle speed control device not only meets the starting acceleration and climbing power output required by the heavy truck, but also can switch gears to meet the vehicle speed requirements of normal driving and high-speed power modes.
In order to achieve the above object, the present utility model provides a transmission for a pure electric vehicle, comprising: a shell, an input shaft, a first transmission shaft, a second transmission shaft, a first double intermediate shaft, a second double intermediate shaft and an output shaft,
the shell comprises a plurality of detachable and assembled parts to form a front auxiliary box cavity and a main box cavity, a driving motor is arranged at the front part of the shell and is connected with an input shaft,
an input shaft, a first transmission shaft, a second transmission shaft and a front synchronizer are arranged in the cavity of the front auxiliary box, and the front synchronizer is arranged on the second transmission shaft and can be combined with a first gear on the input shaft and a fourth gear sleeved on the second transmission shaft; two gears are arranged on the first transmission shaft and meshed with the first gear and the fourth gear respectively,
a first double intermediate shaft, a second double intermediate shaft, an output shaft and a rear synchronizer are arranged in the main box cavity; the first double intermediate shaft and the second double intermediate shaft are symmetrically arranged by taking the output shaft as a center, and a rear synchronizer is arranged on the output shaft; the first double intermediate shaft and the second double intermediate shaft are respectively connected with the output shaft through two groups of gear pairs with different speed ratios, the connection and interruption states are controlled through a rear synchronizer,
the second transmission shaft is provided with a gear, and the second transmission shaft drives the first double intermediate shaft and the second double intermediate shaft through a gear pair respectively,
the gear shifter is arranged in the shell, the gear shifter is provided with two shifting forks, the front and the rear of the joint sleeve of the front synchronizer and the rear synchronizer are respectively moved, the front synchronizer and the rear synchronizer are controlled to be combined with different gears, different tracks are arranged on the rotating hub of the gear shifter, and the shifting forks are driven to move when the rotating hub rotates.
Further, the bearings are respectively arranged at two ends of the first transmission shaft, the first double intermediate shaft and the second double intermediate shaft and are matched with the inner side of the shell, the bearing is arranged at the front end of the input shaft, the second transmission shaft is inserted into the input shaft and is arranged at the contact position with the inner wall of the input shaft, the other end of the second transmission shaft is arranged in the shell through the bearing, and the double-row tapered roller bearing is arranged at the rear end of the output shaft.
Further, the shell comprises a front shell, a middle shell, a rear shell and a gear shifting shell, wherein the front shell and the middle shell form a front auxiliary box, the middle shell and the rear shell form a main box, and a gear shifter is installed in the gear shifting shell.
Further, the output shaft is connected with a driving shaft of the wheel through a flange, the driving shaft is connected with a driving axle, and the flange is arranged at the rear part of the shell.
Further, the driving motor is an axial flux motor with a rotation speed of 7000rpm or more.
The utility model has the beneficial effects that:
the gearbox for the pure electric truck is more convenient to control and more compact in structure. The first gear is four-stage transmission, and a large speed ratio can be realized, so that the power requirements of maximum climbing and starting acceleration of the heavy new energy automobile are met. 2. The three gears are in two-stage transmission, the efficiency is high, the speed ratio covers the common speed and the maximum speed, the pure electric condition truck can be enabled, the novel electric vehicle is suitable for urban road conditions and urban overhead roads, and the economical requirement of high endurance mileage of a heavy new energy automobile is met.
Drawings
Fig. 1 is a schematic perspective view of a gear box for a pure electric vehicle according to the present utility model;
fig. 2 is a schematic perspective view of a gear box for a pure electric car without a driving motor according to the present utility model;
FIG. 3 is an exploded view of the assembly of the housing according to the present utility model;
FIG. 4 is a perspective view of the shafting connections of the present utility model;
FIG. 5 is a schematic top view of the present utility model with shafting connections of the shifter removed;
fig. 6 is a schematic left view of a gear box for a pure electric vehicle according to the present utility model;
fig. 7 isbase:Sub>A schematic cross-sectional view of fig. 6 alongbase:Sub>A-base:Sub>A.
In the figure: 1. a driving motor; 2. a housing; 3. a flange; 4. an input shaft; 5. a first drive shaft; 6. a shifter; 7. a preamble; 8. a rear synchronizer; 9. a first double intermediate shaft; 10. a second drive shaft; 11. an output shaft; 12. and a second double intermediate shaft.
Detailed Description
The preferred embodiments of the present utility model will be described below with reference to the accompanying drawings, it being understood that the preferred embodiments described herein are for illustration and explanation of the present utility model only, and are not intended to limit the present utility model.
As shown in fig. 1 and 2, a transmission for a pure electric vehicle includes: the device comprises a shell 2, an input shaft 4, a first transmission shaft 5, a second transmission shaft 10, a first double intermediate shaft 9 and a second double intermediate shaft 12. The drive motor 1 is an axial flux motor having a rotational speed of 7000rpm or more. As shown in fig. 3, the housing 2 includes a front casing, a middle casing, a rear casing, and a gear shifting casing, the front casing and the middle casing form a front sub-box, the middle casing and the rear casing form a main box, and the gear shifter 6 is installed in the gear shifting casing. The shell 2 comprises a plurality of detachable and assembled parts, a front auxiliary box cavity and a main box cavity are formed, the driving motor 1 is arranged at the front part of the shell, and the driving motor 1 is connected with an input shaft 4. As shown in fig. 5, bearings are respectively mounted at two ends of the first transmission shaft 5, the first double intermediate shaft 9 and the second double intermediate shaft 12 to be matched with the inner side of the casing 2. The front end of the input shaft 4 is provided with a bearing, the second transmission shaft 10 is inserted in the input shaft 4, the bearing is arranged at the contact part with the inner wall of the input shaft 4, the other end of the second transmission shaft 10 is arranged in the shell 2 through the bearing, and the rear end of the output shaft 11 is provided with a double-row tapered roller bearing. The output shaft 11 is connected to the drive shaft of the wheel via a flange 3, which flange 3 is mounted at the rear of the housing 2.
As shown in fig. 3, 4 and 5, an input shaft 4, a first transmission shaft 5, a second transmission shaft 10 and a front synchronizer 7 are arranged in the front auxiliary box cavity, and the front synchronizer 7 is arranged on the second transmission shaft 10 and can be combined with a first gear on the input shaft 4 and a fourth gear sleeved on the second transmission shaft 10. Two gears are arranged on the first transmission shaft 5 and meshed with the first gear and the fourth gear respectively.
As shown in fig. 3, 4 and 5, a first double intermediate shaft 9, a second double intermediate shaft 12, an output shaft 11 and a rear synchronizer 8 are arranged in the main box cavity; the first double intermediate shaft 9 and the second double intermediate shaft 12 are symmetrically arranged by taking the output shaft 11 as a center, and the output shaft 11 is provided with a rear synchronizer 8; the first double intermediate shaft 9 and the second double intermediate shaft 12 are respectively connected with the output shaft 11 through two gear pairs with different speed ratios, and the connection and interruption states are controlled through the rear synchronizer 8.
As shown in fig. 3, 4 and 5, a gear is mounted on the second transmission shaft 10, and the second transmission shaft 10 drives the first double intermediate shaft 9 and the second double intermediate shaft 12 through gear pairs, respectively. The gear shifter 6 is arranged in the shell 2, the gear shifter 6 is provided with two shifting forks which respectively move the front and the back of the joint sleeve of the front synchronizer 7 and the back synchronizer 8, the front synchronizer 7 and the back synchronizer 8 are controlled to be combined with different gears, different tracks are arranged on the rotating hubs of the gear shifter 6, and the shifting forks are driven to move when the rotating hubs rotate.
The working principle of the utility model is as follows:
the maximum rotating speed of the traditional motor is about 3000rpm, the driving motor 1 adopts a high-speed motor with low torque and rotating speed of over 7000rpm, the defect that the traditional motor occupies a large volume is avoided through large-speed-ratio transmission, and meanwhile, the driving motor adopts a double-intermediate shaft structure, so that the cost can be saved on the premise of ensuring the transmission efficiency. Compared with the traditional new energy electric drive system, the gear speed ratio and the order ratio selection range are wider, and the gear speed ratio and the order ratio can be matched with the whole vehicle better. The gear shifter 6 adopts a single motor, reduces the configuration of a gear selecting motor, has lower cost, and simultaneously relies on the rotation of the rotating hub to switch the combination of the synchronizer, so that the control method is more convenient.
The utility model can realize neutral mode: the front synchronizer 7 is combined with a rear gear of the front synchronizer, the rear synchronizer 8 is not combined, and a power transmission route is from the input shaft 4 to the first transmission shaft 5 and the second transmission shaft 10, so that the first double intermediate shaft 9 and the second double intermediate shaft 12 are driven, for example, a power takeoff is additionally arranged on the double intermediate shaft, and the power can be stopped at the moment;
first gear mode: the front synchronizer 7 is combined with a rear side gear of the front synchronizer, the rear synchronizer 8 is combined with a rear side gear of the output shaft 11, power transmission sequentially comprises a route input shaft 4, a first transmission shaft 5, a second transmission shaft 10, a first double intermediate shaft 9 and a second double intermediate shaft 12, first-gear torque is output from the rear side gear of the output shaft 11, and a front auxiliary box and a main box are subjected to four-stage transmission to realize high speed ratio and high torque so as to climb a slope or start;
second gear mode: the front synchronizer 7 is combined with a front side gear of the front synchronizer, the rear synchronizer 8 is combined with a rear side gear of the output shaft 11, a power transmission route sequentially comprises an input shaft 4, a second transmission shaft 10, a first double intermediate shaft 9 and a second double intermediate shaft 12, a second gear torque is output from the rear side gear of the output shaft 11, a front auxiliary box is directly driven, a main box is in secondary transmission, the efficiency is high, and the front auxiliary box is suitable for urban road conventional speed driving;
three gears: the front synchronizer 7 is combined with a front side gear of the front synchronizer, the rear synchronizer 8 is combined with a front side gear of the output shaft 11, the power transmission route input shaft 4, the second transmission shaft 10, the first double intermediate shaft 9 and the second double intermediate shaft 12 are combined, three-gear torque is output from the front side gear of the output shaft 11, the front auxiliary box is directly driven, the main box is in secondary transmission, the efficiency is high, and the front auxiliary box is suitable for highway high-speed driving.
The foregoing has outlined and described the basic principles, features, and advantages of the present utility model. It should be understood by those skilled in the art that the foregoing embodiments are merely illustrative of the technical concept and features of the present utility model, and the present utility model can be implemented by those skilled in the art without limiting the scope of the utility model, therefore, all equivalent changes or modifications that are made according to the spirit of the present utility model should be included in the scope of the present utility model.
Claims (5)
1. A transmission for a pure electric vehicle, comprising: shell (2), input shaft (4), its characterized in that: also comprises a first transmission shaft (5), a second transmission shaft (10), a first double intermediate shaft (9) and a second double intermediate shaft (12),
the inside of the shell (2) comprises a plurality of detachable and assembled parts, a front auxiliary box cavity and a main box cavity are formed, the driving motor (1) is arranged at the front part of the shell, the driving motor (1) is connected with an input shaft (4),
an input shaft (4), a first transmission shaft (5), a second transmission shaft (10) and a front synchronizer (7) are arranged in the cavity of the front auxiliary box, and the front synchronizer (7) is arranged on the second transmission shaft (10) and can be combined with a first gear on the input shaft (4) and a fourth gear sleeved on the second transmission shaft (10); two gears are arranged on the first transmission shaft (5) and meshed with the first gear and the fourth gear respectively,
a first double intermediate shaft (9), a second double intermediate shaft (12), an output shaft (11) and a rear synchronizer (8) are arranged in the main box cavity; the first double intermediate shaft (9) and the second double intermediate shaft (12) are symmetrically arranged by taking the output shaft (11) as a center, and a rear synchronizer (8) is arranged on the output shaft (11); the first double intermediate shaft (9) and the second double intermediate shaft (12) are respectively connected with the output shaft (11) through two groups of gear pairs with different speed ratios, the connection and interruption states are controlled through the rear synchronizer (8),
the second transmission shaft (10) is provided with a gear, the second transmission shaft (10) drives the first double intermediate shaft (9) and the second double intermediate shaft (12) through gear pairs respectively,
the gear shifter (6) is arranged in the shell (2), the gear shifter (6) is provided with two shifting forks, the front and the rear of the joint sleeve of the front synchronizer (7) and the rear synchronizer (8) are respectively moved, the front synchronizer (7) and the rear synchronizer (8) are controlled to be combined with different gears, different tracks are arranged on the rotating hubs of the gear shifter (6), and the shifting forks are driven to move when the rotating hubs rotate.
2. The transmission for a pure electric vehicle according to claim 1, wherein: the two ends of the first transmission shaft (5), the first double intermediate shaft (9), the second double intermediate shaft (12) and the output shaft (11) are respectively provided with bearings which are matched with the inner side of the shell (2), the front end of the input shaft (4) is provided with bearings, the second transmission shaft (10) is inserted into the input shaft (4) and is provided with bearings at the contact part with the inner wall of the input shaft (4), the other end of the second transmission shaft (10) is arranged in the shell (2) through the bearings, and the rear end of the output shaft (11) is provided with double-row tapered roller bearings.
3. The transmission for a pure electric vehicle according to claim 1, wherein: the shell (2) comprises a front shell, a middle shell, a rear shell and a gear shifting shell, wherein the front shell and the middle shell form a front auxiliary box, the middle shell and the rear shell form a main box, and a gear shifter (6) is arranged in the gear shifting shell.
4. The transmission for a pure electric vehicle according to claim 1, wherein: the output shaft (11) is connected with a driving shaft of the wheel through a flange (3), the driving shaft is connected with a driving axle, and the flange (3) is arranged at the rear part of the shell (2).
5. The transmission for a pure electric vehicle according to claim 1, wherein: the driving motor (1) is an axial flux motor with a rotation speed of 7000rpm or more.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202223562838.9U CN218913612U (en) | 2022-12-30 | 2022-12-30 | Gearbox for pure electric truck |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202223562838.9U CN218913612U (en) | 2022-12-30 | 2022-12-30 | Gearbox for pure electric truck |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN218913612U true CN218913612U (en) | 2023-04-25 |
Family
ID=86015404
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202223562838.9U Active CN218913612U (en) | 2022-12-30 | 2022-12-30 | Gearbox for pure electric truck |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN218913612U (en) |
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2022
- 2022-12-30 CN CN202223562838.9U patent/CN218913612U/en active Active
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