TWM481159U - Transmission system of electric vehicle - Google Patents

Description

Electric vehicle transmission system

The present invention relates to a transmission system, and more particularly to an electric vehicle transmission system that can improve driving comfort and stability.

The transmission system of a car (including a fuel car and an electric car) basically consists of a transmission, a differential, a transmission shaft and an axle. Depending on the drive train configuration, there may be no drive shaft. The job of the transmission system is to transmit the power generated by the engine (ie, the engine of the fuel vehicle and the drive motor of the electric vehicle) to the drive wheels to move the vehicle.

The engine and transmission are generally connected to the frame by the engine foot and the transmission foot respectively to suppress the vibration generated by the engine and the transmission during operation. Because the engine foot and the gearbox foot have only a single characteristic, they can only slow down the vibration of the up and down, and do not help to counter the centrifugal force generated by the inertia when the vehicle turns. Once the vehicle turns faster, the centrifugal force is too large, it is easy. Unbalanced and accidental slip or roll.

The present invention has been made to solve the above problems, and an object thereof is to provide an electric vehicle transmission system, which is connected to a universal suspension mechanism between a transmission and a frame, so that the transmission system can be relatively smooth when the vehicle passes through uneven roads and turns. Swinging up and down the frame and rotating left and right to reduce the up and down jump caused by the road undulation, while countering the centrifugal force and increasing the stability during cornering.

The electric vehicle transmission system specifically implementing the present invention includes a gearbox that generates different speed ratios between its engine and the driving wheels while the vehicle is running, and power that receives the gearbox to overcome the difference in speed between the driving wheels. And a second axle that transmits power from the differential to the drive wheel; wherein the transmission is coupled to the frame of the electric vehicle by a universal suspension mechanism.

In another embodiment, the electric vehicle transmission system includes a transmission that generates different speed ratios between its engine and the drive wheels while the vehicle is running, a transmission shaft that transmits power output from the transmission to the drive wheels, Receiving power of the transmission shaft to overcome a differential between the driving wheels and a transmission of power from the differential to the two axles of the driving wheel; wherein the transmission is a universal suspension mechanism Connected to the frame of the electric vehicle.

In another embodiment, the two axles respectively pass through the two sleeves and have two shock absorbers respectively connected between the two sleeves and the frame.

In another embodiment, the gearbox includes a casing, and a joint is formed on the top of the casing for connecting the gimbal suspension mechanism, the gimbal suspension mechanism includes: a connecting member having a fork And a journal formed on the fork portion, the fork portion is sleeved on the joint of the casing, and is pivotally connected together by a pivot shaft passing through the fork portion and the joint; a bearing is mounted on the joint a bracket, a bracket including a bottom plate having a bearing hole mounted on an outer circumference of the bearing, and a side plate for being coupled to the frame; and a bolt passing through a bottom plate of the bracket The washer and the inner ring of the bearing are then threaded into the journal of the connector to lock the bracket to the connector to retain the bearing within the bearing bore of the bracket.

In another embodiment, the gearbox includes an input shaft, an output shaft, and a shifting carriage, the input shaft is provided with a plurality of driving gears, and the output shaft is provided with a plurality of shifting gears, wherein the shifting carriage moves to a desired gear position synchronously with the shifting gear by pulling a row of gears, so that one of the shifting gears on the output shaft is meshed with a corresponding driving gear on the input shaft, And get the gear ratio you need.

In another embodiment, the input shaft of the transmission is engaged with a power output gear disposed on the main shaft of the engine using a one-way transmission member to impart a one-way rotational motion from the main shaft of the engine.

In another embodiment, the gear shifting carriage and the shifting gear use a return spring as a source of power for moving to the desired gear position when the reverse gear is reversed.

The advantage of this creation over conventional technology is that by the action of the universal suspension mechanism connected between the gearbox and the frame, the up and down vibration of the vehicle body due to the unevenness of the road surface can be effectively reduced, and the body factor during cornering is reduced. The degree of roll caused by centrifugal force improves driving comfort and stability.

The detailed technical contents and other objects and features of the present invention can be fully understood by referring to the following description of embodiments with reference to the accompanying drawings.

10‧‧‧Drive system

11‧‧‧Transmission

12‧‧‧Differential

13‧‧‧Axle

14‧‧‧ universal suspension mechanism

15‧‧‧ engine

16‧‧‧ casing

17‧‧‧Installation holes

18‧‧‧ Shock absorbers

21‧‧‧ Input shaft

22‧‧‧ Output shaft

23‧‧‧range slide

24‧‧‧Chassis

25‧‧‧ one-way bearing

26‧‧‧Into the gear

27‧‧‧ Spindle

28‧‧‧Output gear

29a, 29b, 29c‧‧‧ drive gear

30a, 30b, 30c‧‧‧Transmission gear

31‧‧‧ 排索

32‧‧‧Return spring

33‧‧‧ fixed pulley

34‧‧‧shift head

35‧‧‧ Alignment box

36‧‧‧Connectors

37‧‧‧Axis hole

41‧‧‧Connecting parts

42‧‧‧ bearing

43‧‧‧ bracket

44‧‧‧ bolt

45‧‧‧Washers

46‧‧‧Fork

47‧‧‧ journal

48‧‧‧ pivot

49‧‧‧floor

50‧‧‧ bearing hole

51‧‧‧ side panels

Figure 1 is a front view of the drive system of the authored electric vehicle.

Figure 2 is a side view of the creation.

Figure 3 is a front cross-sectional view of the creation.

Figure 4 is a cross-sectional view of the gearbox of the present invention.

Fig. 1 is a front view of the electric vehicle transmission system 10 of the present invention, Fig. 2 is a side view thereof, and Fig. 3 is a cross section thereof for explaining the technical contents of the present creation. The transmission system 10 includes a gearbox 11, a differential 12 and an axle 13. among them:

The gearbox 11 is used to generate different speed ratios between its engine 15 and wheels (not shown) during vehicle travel. The engine 15 is referred to herein as a drive motor. The gearbox 11 includes an input shaft 21, an output shaft 22 and a gear slide 23, which are collectively mounted for movement within a casing 24. The input shaft 21 is coupled to an input gear 26 via a one-way bearing 25, and the input gear 26 meshes with the output gear 28 on the engine main shaft 27, so that a single-direction rotational motion can be transmitted from the engine main shaft 27 to the input shaft 21. Avoid passing power in the opposite direction. Other one-way transmission elements that can only transmit power to a certain direction of rotation, but do not transmit power when rotated in the opposite direction, such as freewheels, can also be used, and are not limited by one-way bearings. Since the engine engine requires the engine brake function, the one-way transmission component cannot be used instead of the clutch, and the electric vehicle is driven by the motor. When the one-way transmission component is used instead of the clutch, the manufacturing cost is low, the shifting operation is easy, and Avoiding the potential for damage to the motor controller caused by back-EMF feedback from the output when the downhill is running at high speed. In addition, the input shaft 21 is fixed with a plurality of driving gears 29a, 29b, 29c arranged in a size, and the output shaft 22 is correspondingly provided with a plurality of shifting gears 30a, 30b, 30c, one side of the gear shifting seat 23 and a row of gears 31 is connected, and the other side is connected to a return spring 32 which acts by pulling force, and the other end of the return spring 32 is fixed as a power source for moving to a desired gear position in reverse gear. One end of the gear line 31 is connected to a row of gears 34 after bypassing a certain pulley 33, and the fixed pulley 33 is rotatably disposed in a row of cable boxes 35. Therefore, when the shifting head 34 is manually operated to move the shifting cable 31 around the fixed pulley 33, the shifting carriage 23 can be pulled to synchronously move the shifting gears 30a, 30b, 30c, and the shifting gears 30a, 30b or 30c are moved to When the gear position is required, it can mesh with a corresponding driving gear 29a, 29b or 29c, thereby generating several gear ratios (or gear ratios, The gear ratio) transmits the rotational power generated by the engine 15 to the wheels via the differential 12 and the axle 13 at different rotational speeds and torques to enable the vehicle to travel.

The differential 12 is configured to receive the power of the output shaft 22 to overcome the difference in the rotational speed between the driving wheels, so that the vehicle allows the inner and outer wheels to rotate at different rotational speeds while traveling along a curve.

An axle 13 for transmitting power from the differential 12 to a shaft that drives the wheels. The axle is also known as the "half axle" or "drive shaft." In front-engine front-wheel drive (FF), rear-engine rear-wheel drive (RR), and mid-engine rear-wheel drive (MR), these three transmissions are not equipped with a transmission shaft, and the transmission 11 After the power output of the differential 12 is output, the axle 13 is directly connected. That is, as shown in Fig. 3, the engine 15, the transmission 11 and the differential 12 are connected together, and the left and right axles 13 are directly connected. After that, the power is transmitted directly to the left and right wheels to drive the vehicle. The two axles 13 respectively pass through the two sleeves 16, and a mounting hole 17 is arranged at a predetermined position of each sleeve 16 for mounting a shock absorber 18, and the upper end of the shock absorber 18 is connected to the frame (not shown), the upper and lower vibrations of the wheel due to the unevenness of the road surface are absorbed or weakened.

When the transmission system 10 is in operation, the gearbox 11 is manually operated to perform the action of changing the gear position. It is understood that the gear shifting head 34 is manually operated to move the gear shifting carriage 23 toward the required gear position. The gears 30a, 30b, 30c move synchronously with the gear shifting carriage 23, so that one of the shifting gears 30a, 30b or 30c on the output shaft 22 is engaged with a corresponding driving gear 29a, 29b or 29c on the input shaft 21 to generate a certain In this case, the rotational speed of a certain rotational speed is transmitted from the input shaft 21 to the output shaft 22, and the power is distributed by the differential 12 that receives the power of the output shaft 22, and then sent to the two drives via the left and right axles 13 Wheel Move the vehicle.

In Figs. 3 and 4, the shift gear 30a is shown in mesh with the drive gear 29a, which is defined herein as the third gear. Similarly, the gears 30b and 30c are meshed with the drive gears 29b and 29c, respectively, and are defined as 2nd gear and 1st gear, respectively. In the embodiment of the drawing, from the 3rd gear to the 2nd gear to the 1st gear, that is, when the downshift is performed, the return spring 32 using the tension spring is elongated to reserve the elastic energy to move to the required position when the gear is upshifted. The power source of the gear. It is understood that, from the 1st gear to the 2nd gear to the 3rd gear, the gear shifting carriage 23 and the shifting gears 30a, 30b, 30c are moved to the desired gear position by the elastic force of the return spring 32.

It should be noted that this creation is mainly designed for use on small electric vehicles, such as electric tricycles or other light electric vehicles, so the transmission 11 has only forward gear and no reverse gear.

Since the general device is between the engine and the manual transmission, the clutch responsible for transmitting the power of the engine to the manual transmission is no longer needed in the inventive transmission system 10, making the shifting operation easier (again, without having to use both hands and feet) The shifting smoothness is also better, so that the driver who is not good at operating the manual transmission can also easily drive the vehicle, and the transmission system 10 of the clutch is eliminated, and the structure is simple, so that the production and maintenance costs are significantly reduced.

In addition, in the front engine rear wheel drive (FR) or the front engine four-wheel drive model, since the rear wheel needs to be driven, the power must be transmitted to the rear axle differential through the transmission shaft, and then Transfer power to the rear wheels. In other words, the present invention can also be modified in accordance with the different configurations of the transmission system and the engine described above, and the power output from the transmission 11 is transmitted to the differential 12 via a transmission shaft (not shown), and then from the differential 12 via the differential 12 The axle 13 is delivered to the wheel. Specifically, The transmission system of the present invention may also include: a gearbox 11 that generates different speed ratios between the engine 15 and the drive wheels in the vehicle running program, a transmission shaft that transmits the power output from the transmission 11 to the drive wheels, and a transmission transmission The differential power of the shaft to overcome the differential speed between the driving wheels and the transmission of power from the differential 12 to the axle 13 for driving the wheels are not limited by the above embodiments.

In order to reduce the ups and downs of the vehicle due to road undulations, or to tilt the body due to the centrifugal force during steering, in a preferred embodiment, as shown in Figures 1 to 2, the gearbox 11 is formed through A joint 36 at the top of the casing 24 is coupled to a gimbal suspension mechanism 14. The gimbal suspension mechanism 14 connected between the gearbox 11 and the frame (not shown) is mainly composed of a connecting member 41, a bearing 42, a bracket and a bolt 44. Wherein, the connecting member 41 includes a fork portion 46 which is sleeved on the joint 36 of the casing 24, and is pivotally connected together by a pivot 48 passing through the fork portion 46 and the shaft hole 37 (Fig. 3) of the joint 36. The connecting member 41 and the casing 24 are swingable up and down with respect to each other; the connecting member 41 further has a journal 47 formed above the fork portion 46 for mounting the bearing 42 to support the rotation of the bracket 43. The bracket 43 includes a bottom plate 49 having a bearing hole 50 mounted on the outer circumference of the bearing 42, and a side plate 51 for connecting the frame to intersect the bottom plate 49 in an L shape. After the connector 41, the bearing 42 and the bracket 43 are properly positioned for positioning, the bolt 44 is threaded through a washer 45 placed on the bracket bottom plate 49 and the inner ring of the bearing 42 and screwed into the journal of the coupling member 41. 47, in this manner, the bracket 43 is locked to the connecting member 41, and the bearing 42 is held between the washer 45 and the bracket bottom plate 49 and held in the bearing hole 50 of the bracket bottom plate 49 to support the connecting member 41. And the bracket 43 rotates. Thus, the universal suspension mechanism 14 connected between the transmission 11 and the frame allows the transmission system 10 to swing up and down with respect to the frame and to rotate left and right, or the frame can swing up and down with respect to the transmission system 10. And rotating left and right to reduce the up and down vibration of the body due to the unevenness of the road surface, and reduce the degree of roll caused by the centrifugal force when turning, and improve driving comfort and stability.

The universal suspension mechanism 14 and the shock absorber 18 together connect the transmission system 10 to the frame to form a three-point support effect. At the same time, the engine 15, the gearbox 11, the differential 12, the axle 13, the axle sleeve 16, and the shock absorber 18 can be modularized to improve the assembly efficiency of the electric vehicle and reduce the manufacturing cost.

Of course, the above embodiments may be modified without departing from the scope of the present invention, and all the matters included in the above description and the drawings should be regarded as illustrative, and not intended to limit the scope of patent application of the present invention. .

10‧‧‧Drive system

11‧‧‧Transmission

13‧‧‧Axle

14‧‧‧ universal suspension mechanism

15‧‧‧ engine

16‧‧‧ casing

18‧‧‧ Shock absorbers

24‧‧‧Chassis

31‧‧‧ 排索

34‧‧‧shift head

35‧‧‧ Alignment box

41‧‧‧Connecting parts

42‧‧‧ bearing

43‧‧‧ bracket

44‧‧‧ bolt

45‧‧‧Washers

46‧‧‧Fork

47‧‧‧ journal

48‧‧‧ pivot

49‧‧‧floor

50‧‧‧ bearing hole

51‧‧‧ side panels

Claims (7)

An electric vehicle transmission system includes a gearbox that generates different speed ratios between its engine and a drive wheel while the vehicle is running, a power that receives the power of the transmission to overcome a difference in speed between the drive wheels, and Power is transmitted from the differential to the two axles of the drive wheel; wherein the transmission is coupled to the frame of the electric vehicle by a universal suspension mechanism. An electric vehicle transmission system includes a gearbox that generates different speed ratios between its engine and a drive wheel while the vehicle is running, a power transmission shaft that transmits power output from the gearbox to the drive wheel, and power to receive the drive shaft a differential that overcomes the difference in rotational speed between the driving wheels, and a two-axle that transmits power from the differential to the driving wheel; wherein the transmission is connected to the electric motor by a universal suspension mechanism On the frame of the vehicle. The electric vehicle transmission system according to claim 1 or 2, wherein the two axles respectively pass through the two sleeves, and the two shock absorbers are respectively connected between the two sleeves and the frame. The electric vehicle transmission system of claim 1 or 2, wherein the transmission includes a casing, and a joint is formed at a top of the casing for connecting the gimbal suspension mechanism, the gimbal suspension mechanism comprising a connecting member having a fork portion and a journal formed above the fork portion, the fork portion is sleeved on the joint of the casing, and is pivotally connected together by a pivot shaft passing through the fork portion and the joint a bearing mounted on the journal of the connecting member; a bracket including a bottom plate having a bearing hole mounted on an outer circumference of the bearing, and a side plate for being coupled to the frame; a bolt passing through a washer disposed on the bottom plate of the bracket and an inner ring of the bearing and screwed into the journal of the connecting member to lock the bracket on the connecting member to hold the bearing in the bracket Inside the bearing bore of the frame. The electric vehicle transmission system according to claim 1 or 2, wherein the transmission includes an input shaft, an output shaft, and a shifting carriage, the input shaft is provided with a plurality of driving gears, and the output shaft has a plurality of gears The gear shifting carriage moves to the required gear position synchronously with the shifting gear by pulling a row of gears, so that one of the shifting gears on the output shaft is meshed with a corresponding driving gear on the input shaft to obtain the required Gear ratio. The electric vehicle transmission system according to claim 5, wherein the input shaft of the transmission uses a one-way transmission component and an input force gear, and the input gear meshes with a power output gear provided on the main shaft of the engine to The engine main axis of the input shaft conveys a one-way rotational motion. The electric vehicle transmission system according to claim 5, wherein the shifting carriage and the shifting gear use a return spring as a power source for moving to a desired gear position when the reverse gear is reversed.