CN220082045U

CN220082045U - Two-gear pure electric transmission

Info

Publication number: CN220082045U
Application number: CN202321695775.6U
Authority: CN
Inventors: 郑勇; 郑未伟
Original assignee: Jifu Automotive Technology Suzhou Co ltd
Current assignee: Jifu Automotive Technology Suzhou Co ltd
Priority date: 2023-06-30
Filing date: 2023-06-30
Publication date: 2023-11-24
Anticipated expiration: 2033-06-30

Abstract

The utility model discloses a two-gear pure electric transmission, which comprises an input shaft assembly, an output shaft assembly and a clutch gear shifting mechanism, wherein the clutch gear shifting mechanism comprises a clutch assembly and a one-way clutch, the clutch assembly comprises a clutch outer hub, a clutch inner hub, a friction plate, a first steel sheet and a second steel sheet, a clutch piston and a return spring, the friction plate is connected with the clutch outer hub and used for transmitting power, the first steel sheet and the second steel sheet are connected with the clutch inner hub, the clutch piston is used for pressing the friction plate, the first steel sheet and the second steel sheet, the return spring is used for applying reaction force to the clutch piston, the clutch outer hub is connected with the output shaft assembly, and the clutch inner hub is connected with the input shaft assembly.

Description

Two-gear pure electric transmission

Technical Field

The utility model belongs to the technical field of speed changers, and particularly relates to a two-gear pure electric speed changer.

Background

With the continuous enhancement of environmental protection consciousness, new energy automobiles are rapidly developed in recent years. Compared with the traditional fuel oil vehicle, the new energy vehicle has the advantages of low energy consumption, light pollution and the like, and can solve the problems of energy shortage, environmental pollution and the like. Therefore, the development trend of the pure electric vehicles is increasing.

Compared with a single-gear pure electric vehicle, the two-gear pure electric vehicle has the advantages of comprehensive performances such as dynamic performance, acceleration performance, highest vehicle speed and the like. The existing pure electric gearboxes with two gears mostly adopt synchronizers for gear shifting, and power interruption conditions exist.

The patent document with the publication number of CN115467942A discloses a pure electric vehicle transmission with a disengagement function, which comprises an input shaft, an output shaft and an intermediate shaft, wherein an input shaft gear is sleeved on the input shaft and meshed with an intermediate gear on the intermediate shaft through the input shaft gear, the intermediate gear is meshed with an output gear on the output shaft, the input shaft is connected with an auxiliary driving motor, and the output shaft is connected with wheels; the transmission further comprises a synchronizer, and a meshing sleeve of the synchronizer can be driven by a gear shifting mechanism to switch between a meshing position and a disengaging position with the input shaft gear; the gear shifting mechanism comprises a BLDC motor, a gear shifting gear and a shifting fork, wherein the gear shifting gear is driven by the BLDC motor to drive the shifting fork to linearly move, and the linear movement of the shifting fork can drive the engagement sleeve of the synchronizer to be in switching with the input shaft gear. The technical solution disclosed in this patent document also fails to solve the above-described technical problems.

Disclosure of Invention

The utility model provides a two-gear pure electric transmission, and aims to avoid the problem of power interruption.

In order to achieve the above purpose, the technical scheme adopted by the utility model is as follows: the clutch gear shifting mechanism comprises a clutch assembly and a one-way clutch, wherein the clutch assembly comprises a clutch outer hub, a clutch inner hub, a friction plate, a first steel sheet, a second steel sheet, a clutch piston and a return spring, the friction plate is connected with the clutch inner hub and used for transmitting power, the clutch piston is used for compressing the friction plate, the first steel sheet and the second steel sheet, the return spring is used for applying reaction force to the clutch piston, the clutch outer hub is connected with the output shaft assembly, and the clutch inner hub is connected with the input shaft assembly.

The input shaft assembly comprises an input shaft, a second-gear driving gear and a first-gear driving gear, the output shaft assembly comprises an output shaft, a second-gear driven gear meshed with the second-gear driving gear, a first-gear driven gear meshed with the first-gear driving gear and a second-stage reduction driving gear meshed with a gear ring of the differential, the clutch inner hub is fixedly connected with the second-gear driven gear, and the clutch outer hub is connected with the output shaft through a spline.

The clutch shift mechanism is disposed between the second-speed driven gear and the first-speed driven gear.

The one-way clutch is radially arranged between the first-gear driven gear and the clutch outer hub and is close to one side of the second-gear driven gear, one side of the one-way clutch, which is close to the second-gear driven gear, is limited by the baffle plate, and the other side of the one-way clutch is limited by the shaft shoulder of the first-gear driven gear.

The baffle is provided with a protruding part, the clutch outer hub is provided with at least one groove for embedding the protruding part, the baffle is axially limited by a clamping ring after being embedded into the clutch outer hub, and the first steel sheet is limited by the protruding part on the baffle.

And a thrust bearing is arranged between the return spring and the clutch piston, the distance from the thrust bearing to a shaft shoulder limiting point arranged on the output shaft is larger than the stroke of the clutch piston, and at least 2 annular bosses are uniformly distributed on one side of the clutch piston, which is close to the clutch outer hub.

The two-gear pure electric transmission further comprises a motor stator, a rotary stator and a motor rotor shaft assembly, wherein the motor rotor shaft assembly comprises a motor rotor, a motor rotor shaft, a rotary rotor, a motor bearing and a stop block, the rotary rotor, the motor rotor and the motor bearing are sequentially arranged along the axial direction of the motor rotor shaft, one side of the motor rotor shaft is connected with the input shaft through a spline and supported by an inner hole on the input shaft, the motor rotor shaft is limited by the axial surface of the input shaft, the rotary rotor is axially positioned by the stop block, a waveform piece is arranged between the motor bearing and the front shell, the motor stator is fixed on the front shell, the rotary rotor is arranged on the front shell, and the rotary rotor are axially arranged in a centering way.

The input shaft assembly further comprises an input shaft rear bearing and an input shaft front bearing, wherein the input shaft rear bearing, the second-gear driving gear, the first-gear driving gear and the input shaft front bearing are sequentially arranged along the axial direction of the input shaft, the first-gear driving gear and the input shaft adopt an integrated structure, and the second-gear driving gear is connected with the input shaft through a spline; the front bearing of the input shaft is installed at one end of the input shaft, which is close to the motor, the rear bearing of the input shaft is installed at one end of the input shaft, which is far away from the motor, the side, which is close to the motor, of the second gear driving gear is positioned through a shaft shoulder on the input shaft, and the other side is positioned by the rear bearing of the input shaft.

The output shaft assembly further comprises a lock nut, an output shaft rear bearing and an output shaft front bearing, wherein the output shaft rear bearing, the lock nut, a second-gear driven gear, a clutch gear shifting mechanism, a first-gear driven gear, a second-stage reduction driving gear and the output shaft front bearing are sequentially arranged along the axial direction of the output shaft, the second-gear driven gear is loosely sleeved on the output shaft through a second-gear needle bearing, one side, close to the clutch gear shifting mechanism, is positioned through a shaft shoulder on the output shaft, and the other side is positioned through the lock nut; the first gear driven gear is loosely sleeved on the clutch inner hub through the first gear needle bearing, the secondary reduction driving gear and the output shaft adopt an integrated structure, the front bearing of the output shaft is installed at one end of the output shaft, which is close to the motor, in an interference manner, and the rear bearing of the output shaft is installed at one end of the output shaft, which is far away from the motor.

The output shaft and the clutch gear shifting mechanism are coaxially arranged, and the input shaft, the output shaft and the differential mechanism are arranged in parallel.

According to the two-gear pure electric transmission, two gears are realized through the single motor, the clutch and the one-way clutch, powerless interrupt gear shifting can be realized, and the dynamic property and driving comfort of the whole vehicle are improved. In addition, the clutch gear shifting mechanism is compact in arrangement, the axial size of the transmission is shortened, and the matching degree with the whole vehicle is improved.

Drawings

The present specification includes the following drawings, the contents of which are respectively:

FIG. 1 is a layout of a two speed electric only transmission of the present utility model;

FIG. 2 is a schematic flow of pressurized oil and lubrication oil within a two-speed electric only transmission of the present utility model;

marked in the figure as: 1. a motor stator; 2. a rotating stator; 3. a second gear needle bearing; 4. a first gear needle bearing; 5. a clasp; 6. a front housing; 7. a rear housing; 8. a seal ring; 9. a wave plate; 11. a small O-ring; 20. a motor rotor assembly; 21. a motor rotor; 22. a motor rotor shaft; 23. a stop block; 24. a rotor; 25. a motor bearing; 26. a bowl-shaped plug; 30. an input shaft assembly; 31. an input shaft; 32. an input shaft rear bearing; 33. a second gear drive gear; 34. a first gear drive gear; 35. an input shaft front bearing; 40. an output shaft assembly; 41. an output shaft; 42. a rear bearing of the output shaft; 43. a second gear driven gear; 44. a first gear driven gear; 45. a secondary reduction drive gear; 46. a front bearing of the output shaft; 47. a lock nut; 50. a clutch shift mechanism; 501. a one-way clutch; 502. a clasp; 503. a baffle; 510. a clutch assembly; 511. a first steel sheet; 512. friction plate, 513, second steel sheet; 514. a return spring; 515. a thrust bearing; 516. a clutch piston; 517. a large O-ring; 518. a clutch outer hub; 519. a clutch inner hub; 60. a differential mechanism; 61. a differential ring gear.

Detailed Description

The following detailed description of the embodiments of the utility model, given by way of example only, is presented in the accompanying drawings to aid in a more complete, accurate and thorough understanding of the concepts and aspects of the utility model, and to aid in its practice, by those skilled in the art.

As shown in fig. 1, the present utility model provides a two-gear purely electric transmission, which comprises a motor stator 1, a torque converter stator 2, a motor rotor shaft assembly 20, an input shaft assembly 30, a clutch shift mechanism 50, an output shaft assembly 40, a differential mechanism 60, a front housing 6 and a rear housing 7. The motor rotor shaft assembly 20 includes a motor rotor 21, a motor rotor shaft 22, a rotor 24, a stop 23, a motor bearing 25, and a bowl-shaped plug 26. The input shaft assembly 30 includes an input shaft 31, an input shaft rear bearing 32, a second gear drive gear 33, a first gear drive gear 34, and an input shaft front bearing 35. The output shaft assembly 40 includes an output shaft 41, an output shaft rear bearing 42, a second-gear driven gear 43, a lock nut 47, a first-gear driven gear 44, a second-stage reduction drive gear 45, and an output shaft front bearing 46. The clutch shift mechanism 50 includes a clutch assembly 500 and a one-way clutch 501, and is disposed between the second-speed driven gear 43 and the first-speed driven gear 44. The differential mechanism 60 includes a differential gear 61 that meshes with the secondary reduction drive gear 45. The motor rotor shaft 22 is arranged coaxially with the input shaft 31, the output shaft 41 is arranged coaxially with the clutch shift mechanism 50, and the input shaft 31, the output shaft 41, and the differential mechanism 60 are arranged in parallel.

Specifically, as shown in fig. 1, the stopper 23, the rotary rotor 24, the motor rotor 21, and the motor bearing 25 are sequentially arranged axially along the motor rotor shaft 22. One side of the motor rotor shaft 22 is connected with the input shaft 31 through a spline, and is supported by an inner hole on the input shaft 31, and the motor bearing 25 is installed on the other side of the motor rotor shaft 22 in an interference mode. The motor rotor shaft 22 is limited by the end face of the input shaft 31, the rotary-variable rotor 24 is axially positioned by the stop block 23, and a waveform piece is arranged between the motor bearing 25 and the front shell 6.

As shown in fig. 1, an input shaft rear bearing 32, a second-gear drive gear 33, a first-gear drive gear 34, and an input shaft front bearing 35 are sequentially arranged axially along the input shaft 31. The first gear drive gear 34 and the input shaft 31 are integrally formed. The second gear driving gear 33 is connected with the input shaft 31 through a spline; the front input shaft bearing 35 is installed at one end of the input shaft 31 close to the motor in an interference manner, and the rear input shaft bearing 32 is installed at one end of the input shaft 31 far away from the motor in an interference manner. The side of the second gear drive gear 33, which is close to the motor, is positioned by a shoulder on the input shaft 31 and the other side is positioned by the input shaft rear bearing 32.

As shown in fig. 1, the clutch shift mechanism 50 includes a one-way clutch 501, a baffle 503, a snap ring 502, and a clutch assembly 510; the clutch assembly 510 includes a clutch outer hub 518, a clutch inner hub 519, a friction plate 512 connected to the clutch outer hub 518 for transmitting power, first and second steel plates 511 and 513 connected to the clutch inner hub 519 for transmitting power, a clutch piston 516 for compressing the friction plate 512 and the second steel plate 513, a return spring 514 for applying a reaction force to the clutch piston 516, a large O-ring 517, and a thrust bearing 515.

As shown in fig. 1, the clutch outer 518 is connected to the output shaft 41 by a spline, and the clutch inner 519 and the second-gear driven gear 43 are welded integrally. The one-way clutch 501 is radially disposed on a side between the first-speed driven gear 44 and the clutch outer 518 near the second-speed driven gear 43. One side of the one-way clutch 501, which is close to the second-gear driven gear 43, is limited by a baffle plate, and the other side is limited by a shaft shoulder of the first-gear driven gear 44. The baffle 503 comprises a protruding part, the clutch outer hub 518 comprises at least one groove which can be embedded into the protruding part of the baffle 503, and the baffle 503 is axially limited by the clamping ring 5 after being embedded into the clutch outer hub 518. From the first gear driven gear 44 to the second gear driven gear 43, the second steel sheet 513, the friction plates 512 and … … are sequentially arranged, the second steel sheet 513 and the friction plates 512 are respectively arranged in a plurality, each second steel sheet 513 is respectively arranged adjacent to one adjacent friction plate 512, the first steel sheet 511 is arranged one, the first steel sheet 511 and one friction plate 512 are arranged adjacent, the friction plates 512 are used for being in contact with the second steel sheet 513 and the first steel sheet 511, and the first steel sheet 511 is limited by the protruding portion of the baffle 503. A thrust bearing 515 is arranged between the return spring 514 and the clutch piston 516, the distance from the thrust bearing 515 to a shoulder limiting point on the output shaft 41 is larger than the stroke of the clutch piston 516, and at least 2 annular bosses are uniformly distributed on one side of the clutch piston 516 close to the clutch outer hub 518. The clutch piston 516 is radially provided with a through hole for discharging oil. The clutch piston 516, the clutch outer hub 518 and the output shaft 41 form a piston cavity, the outer circle of the clutch piston 516 is provided with a sealing groove for installing a large O-shaped ring 517, and the sealing groove forms a seal with the inner diameter of the clutch outer hub 518; the output shaft 41 is provided with two sealing grooves for mounting the small O-rings 11, and the output shaft 41 forms a seal with the clutch piston 516 and the minimum inner hole of the clutch outer hub 518 through the two small O-rings 11.

As shown in fig. 1, an output shaft rear bearing 42, a lock nut 47, a second-gear driven gear 43, a clutch shift mechanism 50, a first-gear driven gear 44, a second-stage reduction driving gear 45, and an output shaft front bearing 46 are sequentially arranged in the axial direction of the output shaft 41. The second-gear driven gear 43 is loosely sleeved on the output shaft 41 through the second-gear needle bearing 3, one side close to the clutch gear shifting mechanism 50 is positioned through a shaft shoulder on the output shaft 41, and the other side is positioned through a locking nut 47. The first-gear driven gear 44 is loosely sleeved on the clutch inner hub 519 through the first-gear needle bearing 4, and the secondary reduction driving gear 45 and the output shaft 41 are integrated; the front bearing 46 of the output shaft is arranged at one end of the output shaft 41 close to the motor in an interference manner; the output shaft rear bearing 42 is interference mounted at the end of the output shaft remote from the motor.

As shown in fig. 1, the motor stator 1 is fixed to the front housing 6, the resolver stator 2 is mounted to the front housing 6, and the resolver rotor 24 and the resolver stator 2 are axially aligned.

As shown in fig. 1, the front housing 6 includes a boss portion that contacts the inner hole of the output shaft 41, and the seal ring 8 is provided in the boss portion.

As shown in fig. 1, the first-gear drive gear 34 meshes with the first-gear driven gear 44, and the second-gear drive gear 33 meshes with the second-gear driven gear 43; the secondary reduction drive gear 45 meshes with the differential ring gear 61. The differential mechanism 60 includes left and right splines connected by a propeller shaft of the whole vehicle.

When the transmission is operating in first gear, the one-way clutch 501 of the clutch shift mechanism 50 is operated and the clutch pack 510 is not operated. The power is output to the outside by the motor rotor shaft 22, the input shaft 31, the first-gear drive gear 34, the first-gear driven gear 44, the one-way clutch 501, the clutch outer hub 518, the output shaft 41, the secondary reduction drive gear 45, the differential gear ring 61, and the differential mechanism 60.

When the transmission is operating in second gear, the one-way clutch 501 of the clutch shift mechanism 50 is deactivated and the clutch pack 510 is activated. The power is output to the outside by the motor rotor shaft 22, the input shaft 31, the second gear driving gear 33, the second gear driven gear 43, the clutch inner hub 519, the second steel sheet 513, the friction sheet 512, the clutch outer hub 518, the output shaft 41, the second reduction driving gear 45, the differential gear ring 61, and the differential mechanism 60.

When the transmission is operating in reverse, at which time the motor is reversed, the one-way clutch 501 of the clutch shift mechanism 50 is deactivated and the clutch pack 510 is activated. The power is output to the outside by the motor rotor shaft 22, the input shaft 31, the second gear driving gear 33, the second gear driven gear 43, the clutch inner hub 519, the second steel sheet 513, the friction sheet 512, the clutch outer hub 518, the output shaft 41, the second reduction driving gear 45, the differential gear ring 61, and the differential mechanism 60.

The utility model is described above by way of example with reference to the accompanying drawings. It will be clear that the utility model is not limited to the embodiments described above. As long as various insubstantial improvements are made using the method concepts and technical solutions of the present utility model; or the utility model is not improved, and the conception and the technical scheme are directly applied to other occasions and are all within the protection scope of the utility model.

Claims

1. Two gear pure electric transmission, including input shaft subassembly and output shaft subassembly, its characterized in that: the clutch gear shifting mechanism comprises a clutch assembly and a one-way clutch, wherein the clutch assembly comprises a clutch outer hub, a clutch inner hub, a friction plate, a first steel sheet, a second steel sheet, a clutch piston and a return spring, the friction plate is connected with the clutch outer hub and used for transmitting power, the first steel sheet and the second steel sheet are connected with the clutch inner hub, the clutch piston is used for pressing the friction plate, the first steel sheet and the second steel sheet, the return spring is used for applying reaction force to the clutch piston, the clutch outer hub is connected with the output shaft assembly, and the clutch inner hub is connected with the input shaft assembly.

2. The two-gear purely electric transmission of claim 1, wherein: the input shaft assembly comprises an input shaft, a second-gear driving gear and a first-gear driving gear, the output shaft assembly comprises an output shaft, a second-gear driven gear meshed with the second-gear driving gear, a first-gear driven gear meshed with the first-gear driving gear and a second-stage reduction driving gear meshed with a gear ring of the differential, the clutch inner hub is fixedly connected with the second-gear driven gear, and the clutch outer hub is connected with the output shaft through a spline.

3. The two-gear purely electric transmission as claimed in claim 2, characterized in that: the clutch shift mechanism is disposed between the second-speed driven gear and the first-speed driven gear.

4. The two-gear purely electric transmission as claimed in claim 2, characterized in that: the one-way clutch is radially arranged between the first-gear driven gear and the clutch outer hub and is close to one side of the second-gear driven gear, one side of the one-way clutch, which is close to the second-gear driven gear, is limited by the baffle plate, and the other side of the one-way clutch is limited by the shaft shoulder of the first-gear driven gear.

5. The two-gear purely electric transmission of claim 4, wherein: the baffle is provided with a protruding part, the clutch outer hub is provided with at least one groove for embedding the protruding part, the baffle is axially limited by a clamping ring after being embedded into the clutch outer hub, and the first steel sheet is limited by the protruding part on the baffle.

6. The two-gear purely electric transmission according to any one of claims 2 to 5, characterized in that: and a thrust bearing is arranged between the return spring and the clutch piston, the distance from the thrust bearing to a shaft shoulder limiting point arranged on the output shaft is larger than the stroke of the clutch piston, and at least 2 annular bosses are uniformly distributed on one side of the clutch piston, which is close to the clutch outer hub.

7. The two-gear purely electric transmission according to any one of claims 2 to 5, characterized in that: still include motor stator, change stator and motor rotor axle subassembly soon, motor rotor axle subassembly includes motor rotor, motor rotor axle, changes rotor soon, motor bearing and dog, change rotor soon, motor rotor and motor bearing in proper order follow motor rotor axle axial arrangement, motor rotor axle one side pass through the spline with the input shaft links to each other, and supports through the epaxial hole of input, and motor rotor axle is spacing by the input shaft end face, and change rotor axial is fixed a position by the dog, installs the wave form piece between motor bearing and the procapsid, and motor stator is fixed on the procapsid, changes the rotor soon and changes stator soon and arrange in the axial centering.

8. The two-gear purely electric transmission according to any one of claims 2 to 5, characterized in that: the input shaft assembly further comprises an input shaft rear bearing and an input shaft front bearing, wherein the input shaft rear bearing, the second-gear driving gear, the first-gear driving gear and the input shaft front bearing are sequentially arranged along the axial direction of the input shaft, the first-gear driving gear and the input shaft adopt an integrated structure, and the second-gear driving gear is connected with the input shaft through a spline; the front bearing of the input shaft is installed at one end of the input shaft, which is close to the motor, the rear bearing of the input shaft is installed at one end of the input shaft, which is far away from the motor, the side, which is close to the motor, of the second gear driving gear is positioned through a shaft shoulder on the input shaft, and the other side is positioned by the rear bearing of the input shaft.

9. The two-gear purely electric transmission according to any one of claims 2 to 5, characterized in that: the output shaft assembly further comprises a lock nut, an output shaft rear bearing and an output shaft front bearing, wherein the output shaft rear bearing, the lock nut, a second-gear driven gear, a clutch gear shifting mechanism, a first-gear driven gear, a second-stage reduction driving gear and the output shaft front bearing are sequentially arranged along the axial direction of the output shaft, the second-gear driven gear is loosely sleeved on the output shaft through a second-gear needle bearing, one side, close to the clutch gear shifting mechanism, is positioned through a shaft shoulder on the output shaft, and the other side is positioned through the lock nut; the first gear driven gear is loosely sleeved on the clutch inner hub through the first gear needle bearing, the secondary reduction driving gear and the output shaft adopt an integrated structure, the front bearing of the output shaft is installed at one end of the output shaft, which is close to the motor, in an interference manner, and the rear bearing of the output shaft is installed at one end of the output shaft, which is far away from the motor.

10. The two-gear purely electric transmission according to any one of claims 2 to 5, characterized in that: the output shaft and the clutch gear shifting mechanism are coaxially arranged, and the input shaft, the output shaft and the differential mechanism are arranged in parallel.