CN220980235U

CN220980235U - Transmission assembly

Info

Publication number: CN220980235U
Application number: CN202321624150.0U
Authority: CN
Inventors: 石刚; 朱恩强; 洪亮; 李凯; 王艳明; 戴振坤
Original assignee: Lvchuan Beijing Automotive Technology Co ltd
Current assignee: Lvchuan Beijing Automotive Technology Co ltd
Priority date: 2023-06-26
Filing date: 2023-06-26
Publication date: 2024-05-17
Anticipated expiration: 2033-06-26

Abstract

The present utility model relates to a transmission assembly comprising a transmission comprising: a housing forming a cavity; a gear set received in the cavity; a switching element received in the cavity; an oil passage including an oil passage for supplying hydraulic oil to the switching element and an oil passage for supplying lubrication and cooling oil to the respective elements of the gear set is formed on the housing, and the transmission assembly further includes a first oil pump that supplies hydraulic oil required for operation of the first clutch and the second clutch and a second oil pump that supplies cooling lubricating oil required for the transmission. According to the utility model, the plurality of oil ducts are integrated on the shell, so that the number of parts is reduced, the complexity of installation is reduced, and the assembly efficiency is improved.

Description

Transmission assembly

Technical Field

The utility model belongs to the technical field of vehicles, and particularly relates to a transmission assembly used in a vehicle.

Background

Electric vehicles have gained widespread popularity and market share is increasing. Many traditional automobile manufacturers have also begun to step up the investment in electric vehicles. The current common scheme of the electric drive assembly on the market is a combined scheme of a single-reduction-fit water-cooled motor, and the cooling medium of the water-cooled system is water and water which is conductive, so that the heat source positions such as windings cannot be directly cooled, and only a shell liquid cooling mode can be adopted for cooling.

For example, chinese patent application CN202011440601.6 discloses a three-in-one oil-cooled electric driving structure, which is implemented by adding an electric pump on the side of a speed reducer to provide cooling lubricant for an oil-cooled motor. By adopting an oil cooling mode, the efficiency and the power density of electric drive are improved to a certain extent, but the matched single-speed ratio speed reducer cannot well consider two working conditions of high speed and low speed at the same time, so that the highest vehicle speed requirement is considered, the peak rotating speed of the motor is required to be particularly high, and the efficiency and NVH performance are not good.

Disclosure of utility model

The following improved technical solutions are proposed herein in combination with research and practical experience of the applicant in this field.

A transmission assembly, comprising:

A housing forming a cavity;

a gear set received in the cavity;

A switching element received in the cavity, the switching element including a first clutch and a second clutch;

An oil passage including an oil passage for supplying hydraulic oil to the switching element and an oil passage for supplying lubrication and cooling oil to the respective elements of the gear set is formed on the housing, and the transmission assembly further includes a first oil pump that supplies hydraulic oil required for operation of the first clutch and the second clutch and a second oil pump that supplies cooling lubricating oil required for the transmission.

According to one aspect of the utility model, the gear set comprises a first shaft and a second shaft which are arranged in parallel, wherein a first gear and a second gear are arranged on the first shaft, a third gear and a fourth gear are arranged on the second shaft, the first gear and the third gear are in constant mesh, and the second gear and the fourth gear are in constant mesh.

According to one aspect of the utility model, the first clutch is for fixedly connecting the first gear to the first shaft, and the second clutch is for fixedly connecting the second gear to the first shaft.

According to an aspect of the utility model, the oil passage includes a first oil passage formed at one side surface of the housing perpendicular to an axial direction of the gear set.

According to an aspect of the utility model, the oil passage further includes a second oil passage formed in a portion of the housing between two side surfaces perpendicular to the axial direction of the gear set.

According to an aspect of the utility model, the oil passage includes a third oil passage formed in a side surface of the housing for connection with the motor.

According to an aspect of the utility model, the oil passage includes a fourth oil passage formed in a side surface of the housing axially opposite to a side surface of the third oil passage.

According to one aspect of the utility model, the housing has a first port providing access for oil to the stator of the motor and a second port providing access for oil to the rotor of the motor.

According to one aspect of the utility model, the aperture of the first interface is larger than the aperture of the second interface.

According to one aspect of the present utility model, a first oil pump and a second oil pump are located on the housing, the first oil pump being located between two sides of the transmission perpendicular to the axial direction, the second oil pump being located on one side of the transmission perpendicular to the axial direction.

The scheme has the following advantages that:

① The first gear large speed ratio improves the acceleration and climbing performances of the whole vehicle, the second gear small speed ratio reduces the requirement of the highest rotating speed of the motor, improves the problems of high-frequency howling and dynamic balance vibration, and improves the NVH performance;

② The two gears can meet the requirements of high torque required by electric drive at low speed and high rotation speed output required by high speed, so that the motor works in a high-efficiency area to the greatest extent;

③ The scheme of controlling gear shifting by adopting the wet clutch can realize the gear switching without power interruption and improve driving experience;

④ The double-pump strategy is adopted, so that the accurate control requirements of high-pressure oil pressure and low-pressure oil flow can be met;

⑤ The high-pressure oil way generally needs higher pressure, but the flow demand is not large, the low-pressure oil way does not need too high pressure, but the flow demand is large, and the scheme of separating the high-pressure oil way and the low-pressure oil way can furthest reduce the leakage of a hydraulic system and improve the system efficiency;

⑥ The oil cooler can reduce the oil temperature of the lubricating oil entering the motor, the cooling effect is improved, the filter press can filter impurities of the lubricating oil entering the motor, the cleanliness is improved, and the adverse effect of excessive impurities on the operation of the motor is avoided;

⑦ All oil ways are designed on the shell, so that complex pipelines are avoided, and the complexity of the structure is reduced;

⑧ The oil way for supplying oil to the motor on the speed changer and the two outlets which are finally separated can realize the respective lubrication of the stator and the rotor of the motor, can precisely control the flow and improve the cooling effect.

Drawings

Exemplary embodiments of the present utility model are described with reference to the accompanying drawings, in which:

Fig. 1 shows a schematic diagram of a transmission of the present utility model.

Fig. 2 shows a perspective view of the transmission of the present utility model from one perspective.

Fig. 3 shows a perspective view of the transmission of the present utility model from another perspective.

Detailed Description

Embodiments of the present utility model are described below with reference to the accompanying drawings. In the following description, numerous specific details are set forth in order to provide a thorough understanding and enabling description of the utility model to one skilled in the art. It will be apparent, however, to one skilled in the art that the present utility model may be practiced without some of these specific details. Furthermore, it should be understood that the utility model is not limited to specific described embodiments. Rather, any combination of the features and elements described below is contemplated to implement the utility model, whether or not they relate to different embodiments. Thus, the following aspects, features, embodiments and advantages are merely illustrative and should not be considered features or limitations of the claims except where explicitly set out in a claim.

Description of orientations such as "upper", "lower", "inner", "outer", "radial", "axial", etc. which may be used in the following description are for convenience of description only and are not intended to limit the inventive arrangements in any way unless explicitly stated. Furthermore, terms such as "first," "second," and the like, are used hereinafter to describe elements of the present utility model, and are merely used for distinguishing between the elements and not intended to limit the nature, sequence, order, or number of such elements.

Fig. 1 shows a schematic diagram of a transmission of the present utility model. The transmission is connected with the motor and outputs the power of the motor to wheels. The transmission includes a housing in which a plurality of gears and two clutches are disposed. The output shaft 1 of the motor is connected to the input shaft of the transmission, then via a gear mechanism inside the transmission to the input gear 2 of the differential, finally the power is transmitted by the differential to the axle of the vehicle, driving the wheels in rotation.

The transmission comprises two parallel shafts, a first gear wheel 3 and a second gear wheel 4 being arranged on the first shaft and being supported on the first shaft by means of bearings. The transmission housing is also provided with two clutches, wherein a first clutch C1 is capable of fixedly connecting the first gear 3 with the first shaft so that the first gear 3 and the first shaft rotate at the same angular velocity, and a second clutch C2 is capable of fixedly connecting the second gear 4 with the first shaft so that the second gear 4 and the first shaft rotate at the same angular velocity.

Two gears are arranged on the second shaft 5, the two gears are a third gear and a fourth gear respectively, and the third gear and the fourth gear are fixedly connected with the second shaft 5 respectively. The third gear is in constant mesh with the first gear 3 to form a first gear pair TG1, and the fourth gear is in constant mesh with the second gear 4 to form a second gear pair TG2. A fifth gear wheel fixed to the second shaft 5 is also provided on the second shaft 5, which is in constant mesh with the input gear wheel 2 of the differential, so as to form a third gear pair TG3.

A gear map and power flows in two gears are shown in fig. 1.

When the motor is operated so that the output shaft 1 of the motor rotates, the first shaft rotates therewith. When neither clutch is engaged, there is no synchronous rotation relationship between the first gear 3 and the second gear 4 and the first shaft, and therefore the first gear 3 and the second gear 4 are supported on the first shaft only by bearings and do not rotate with the first shaft, and power cannot be further transmitted rearward through both gear pairs, thereby forming a neutral gear of the transmission, i.e., N-gear.

When the first clutch C1 is engaged and the second clutch C2 is not engaged, the motor is operated to drive the first shaft to rotate through the output shaft 1, the first gear 3 is fixedly connected to the first shaft through the first clutch C1 to rotate together with the first shaft, the third gear is driven to rotate through the first gear pair TG1, the third gear in turn drives the fifth gear also positioned on the second shaft to rotate, and power is transmitted to the differential through the third gear pair TG 3. The transmission thus operates in the first gear.

When the first clutch C1 is not engaged and the second clutch C2 is engaged, the motor is operated to rotate the first shaft through the output shaft 1, the second gear 4 is fixedly connected to the first shaft through the second clutch C2 to rotate together with the first shaft, the fourth gear is driven to rotate through the second gear pair TG2, and the fourth gear in turn is driven to rotate the fifth gear also positioned on the second shaft, so that power is transmitted to the differential through the third gear pair TG 3. The transmission thus operates in the second gear.

When the first clutch C1 is engaged and the second clutch C2 is not engaged, the motor rotates in reverse to drive the first shaft to rotate through the output shaft 1, the first gear 3 is fixedly connected to the first shaft through the first clutch C1 to rotate together with the first shaft, the third gear is driven to rotate through the first gear pair TG1, the third gear in turn drives the fifth gear also positioned on the second shaft to rotate, and power is transmitted to the differential through the third gear pair TG 3. Thus, the operating gear of the transmission is the same as the first gear, but the vehicle travels rearward due to the reverse rotation of the motor.

The operation of the first clutch C1 and the second clutch C2 is effected by hydraulic oil. For this purpose, the transmission according to the utility model is equipped with an oil pump for supplying the two clutches with hydraulic oil required for operation, by means of which a powerless interrupted shift of a first gear large speed ratio and a second gear small speed ratio is achieved.

Fig. 2 shows a perspective view of the transmission of the present utility model from one perspective. As can be seen from fig. 2, the transmission of the present utility model is provided with a first oil pump 14. The first oil pump 14 may take the form of an electronic oil pump. In addition, in order to achieve lubrication of the various parts within the transmission, the utility model is provided with a second oil pump 13. The second oil pump 13 may take the form of an electronic oil pump.

The present utility model achieves accurate control of the pressure of the high pressure oil and accurate control of the flow of the low pressure oil by using two electronic oil pumps to provide the high pressure oil required by the two clutches and to provide the low pressure cooling oil required by the transmission and/or motor, respectively.

Fig. 3 shows a perspective view of the transmission of the present utility model from another perspective. Fig. 3 shows the input shaft of the transmission, which is connected to the input shaft 1 of the electric machine. The housing 12 of the transmission is connected to the housing of the motor by means of a joint surface. The connection between the two may be achieved by threaded fasteners or the like.

In connection with fig. 2 and 3, it can be seen that the side of the transmission housing facing away from the motor is shown in fig. 2. The side of the transmission housing that engages the motor is referred to herein as a first side, and the side axially opposite the first side is referred to herein as a second side. As can be seen from fig. 2, on the second side, the housing 12 has a plurality of support portions for supporting the shaft, and a plurality of oil passages. On the housing 12, a first oil passage 7 is provided extending in a direction perpendicular to the axial direction of the transmission, so as to provide lubrication and cooling of a plurality of parts inside the housing.

On the second side, a fourth oil passage 8-2 is also provided for supplying one of the two clutches with pressurized oil. It can be seen from fig. 3 that a third oil duct 8-1 is provided on the first side, which duct serves to supply pressure oil to the other of the two clutches. The first oil pump 14 is provided on the first side.

As can be seen from fig. 2, on the part of the housing 12 between the first side and the second side, a second oil duct 9 is provided for cooling the motor. Correspondingly, the utility model is also provided with a first port 11 and a second port 10 on the first side, which are in fluid connection with the stator and the rotor of the electric machine, so that lubricating oil is fed to the stator and the rotor of the electric machine, respectively, via the second oil duct 9, under the influence of the second oil pump 13, whereby cooling and lubrication are achieved. The first port 11 and the second port 10 may both be provided with a circular aperture, and the aperture of the first port 11 is larger than the aperture of the second port 10, preferably one or two times larger than the aperture of the second port 10, to achieve a better lubrication of the stator. The first interface 11 may be located radially outside the second interface 10, with the oil channels on the motor for rotor lubrication extending from the second interface 10 through the oil channels on the motor housing to the motor rear end cap, and then from the structure on the rear end cap into the rotor shaft.

The lubricating oil circuit does not need to be provided with a distributing valve, and the flow distribution is realized through the throttle aperture of each lubricating port. Thus, the present utility model provides active lubrication of rotating parts inside the transmission, as well as active lubrication of the stator and rotor of the motor, by means of a separate second oil pump 13 providing low pressure lubrication oil. In addition, through the physical isolation of two low pressure oil ducts and two high pressure oil ducts, the effect of high low pressure oil duct separation is realized.

On the housing 12, a filter 15 and a cooler 16 are also provided in order to ensure a lower oil temperature and a better cleanliness of the lubricating oil entering the motor. The filter 15 and the cooler 16 are provided at a position between the first side and the second side so as not to increase the axial dimension of the transmission. For the same purpose, the second oil pump 13 is also provided at a position between the first side and the second side, and is provided closer to the second side.

As an improvement of the present utility model, all the oil passages are provided on the housing 12, and are formed on the housing 12 by machining without using an oil pipe. This reduces the number of parts, reduces the complexity of installation, and improves assembly efficiency.

What has been described above is merely illustrative of the embodiments of the present utility model with respect to the spirit and principles of the utility model. It will be apparent to those skilled in the art that various changes may be made to the described examples and equivalents thereof without departing from the spirit and principles of the utility model, which are intended to be within the scope of the utility model as defined in the following claims.

Claims

1. A transmission assembly comprising a transmission, the transmission comprising:

A housing forming a cavity;

a gear set received in the cavity;

It is characterized in that the method comprises the steps of,

2. The transmission assembly of claim 1, wherein the transmission assembly is configured to transmit, via the transmission,

The gear set comprises a first shaft and a second shaft which are arranged in parallel, a first gear and a second gear are arranged on the first shaft, a third gear and a fourth gear are arranged on the second shaft, the first gear and the third gear are in constant mesh, and the second gear and the fourth gear are in constant mesh.

3. A transmission assembly as defined in claim 2, wherein,

The first clutch is for fixedly connecting the first gear to the first shaft, and the second clutch is for fixedly connecting the second gear to the first shaft.

4. A transmission assembly according to any one of claims 1-3, wherein,

The oil passage includes a first oil passage formed in one side face of the housing perpendicular to an axial direction of the gear set.

5. The transmission assembly of claim 4, wherein the transmission assembly is configured to transmit, via the transmission,

The oil passage further includes a second oil passage formed in a portion of the housing between two side surfaces perpendicular to an axial direction of the gear set.

6. A transmission assembly according to any one of claims 1-3, wherein,

The oil passage includes a third oil passage formed in a side surface of the housing for connection with the motor.

7. The transmission assembly of claim 6, wherein the transmission assembly is configured to transmit,

The oil passage includes a fourth oil passage formed in a side surface of the housing that is axially opposite to a side surface of the housing where the third oil passage is located.

8. A transmission assembly according to any one of claims 1-3, wherein,

The housing has a first interface providing a passage for oil into the stator of the motor and a second interface providing a passage for oil into the rotor of the motor.

9. The transmission assembly of claim 8, wherein the transmission assembly is configured to transmit,

The aperture of the first interface is larger than the aperture of the second interface.

10. A transmission assembly according to any one of claims 1-3, wherein,

The first oil pump and the second oil pump are positioned on the shell, the first oil pump is positioned between two sides of the transmission, which are perpendicular to the axial direction, and the second oil pump is positioned on one side of the transmission, which is perpendicular to the axial direction.