Two-gear structure of pure electric transmission and electric vehicle

Abstract

This utility model discloses a two-speed structure for a pure electric transmission and an electric vehicle in the field of electric vehicle transmission technology. It includes a planetary gear train, an input shaft, an intermediate shaft, a one-way clutch, a shift clutch, a first-speed drive gear, a second-speed drive gear, a first-speed driven gear, and a second-speed driven gear. The planetary gear train is connected to the input shaft. The one-way clutch is installed between the input shaft and the first-speed drive gear. The first-speed driven gear and the second-speed driven gear are installed on the intermediate shaft, and the first-speed driven gear meshes with the first-speed drive gear. The shift clutch is installed on the input shaft, and the second-speed drive gear is loosely fitted on the input shaft and connected to the shift clutch. The second-speed driven gear meshes with the second-speed drive gear. This utility model uses a combination of a planetary gear train and a parallel shaft system to achieve a wide range of adjustable speed ratios, broad vehicle adaptability, reduced structural costs, and improved efficiency.

Description

Technical Field

[0001] This utility model relates to the field of electric vehicle transmission technology, specifically to a two-speed structure of a pure electric transmission and an electric vehicle. Background Technology

[0002] In the field of new energy vehicles, although traditional single-stage reducers are simple in structure and easy to implement, they have many problems. For example, a single speed ratio design cannot simultaneously meet the high-performance requirements of the motor in both low-speed start-up and high-speed driving conditions, resulting in a trade-off between performance characteristics such as low-speed acceleration, high-speed cruising speed, and climbing ability. At the same time, the motor's efficient operating range is limited, and the vehicle's power consumption increases significantly at high speeds, while the regenerative braking effect is generally poor, affecting the vehicle's economy and driving range.

[0003] With the development of electric vehicle technology, users are increasingly demanding higher performance, efficiency, and driving range, while their sensitivity to weight and cost is relatively decreasing. To meet users' higher requirements for vehicle power, economy, comfort, safety, and reliability, two-speed reduction gearboxes have begun to emerge. Most two-speed reduction gearboxes on the market are parallel shaft two-speed structures. For example, patent document CN111677831A discloses a two-speed reducer with a P-gear structure for pure electric vehicles. This reducer achieves two-speed reduction by connecting the first and second gears separately via a synchronizer, but it is prone to power interruption during gear shifting, affecting the user experience. Patent document CN211398436U discloses a dual-clutch two-speed reduction device suitable for electric vehicles. This device achieves two-speed reduction by driving the two gear transmission mechanisms separately via dual clutches, but it suffers from problems such as complex structure, large space occupation, and the need for calibration control during gear shifting. Summary of the Invention

[0004] In view of this, the purpose of this utility model is to provide a two-speed structure for a pure electric transmission to address the above-mentioned technical problems, so as to achieve adjustable speed ratio range and have the characteristics of compact structure, high efficiency, low cost and wide vehicle compatibility.

[0005] The technical solution adopted by this utility model is as follows: a two-speed structure of a pure electric transmission, including: a planetary gear train, an input shaft, an intermediate shaft, a one-way clutch, a shift clutch, a first-speed driving gear, a second-speed driving gear, a first-speed driven gear, a second-speed driven gear, and an intermediate gear. The input shaft and the intermediate shaft are arranged in parallel, and the intermediate gear is mounted on the intermediate shaft.

[0006] The planetary gear train includes a sun gear shaft, a sun gear, planet gears, a planet carrier, and an internal gear ring. One end of the planet carrier is connected to the input shaft, and the other end of the planet carrier is connected to the planet gears. The sun gear shaft is coaxial with the input shaft. The sun gear is mounted on the sun gear shaft and meshes with the planet gears for transmission. The internal gear ring is fixedly mounted on the housing and meshes with the planet gears for transmission.

[0007] The one-way clutch is mounted on the input shaft, the first gear drive gear is mounted on the one-way clutch, the first gear driven gear is mounted on the intermediate shaft, and the first gear driven gear is meshed with the first gear drive gear for transmission connection.

[0008] The shift clutch is mounted on the input shaft, the second gear drive gear is loosely fitted on the input shaft and connected to the shift clutch, the second gear driven gear is mounted on the intermediate shaft, and the second gear driven gear is meshed with the second gear drive gear for transmission.

[0009] Preferably, the planetary gear train, one-way clutch, and shift clutch are arranged sequentially along the axial direction of the input shaft.

[0010] Preferably, the intermediate gear, the first driven gear, and the second driven gear are arranged sequentially along the axial direction of the intermediate shaft.

[0011] The second objective of this utility model is to provide an electric vehicle, including the two-speed structure of the pure electric transmission described above, and also including a drive motor and a differential. The drive motor is connected to the input shaft for transmission, and a differential shaft gear is installed on the differential, which is meshed with an intermediate gear for transmission.

[0012] The beneficial effects of this utility model are:

[0013] This utility model adopts a combination of planetary gear train and parallel shaft system, which not only achieves a wide range of adjustable speed ratio, but also realizes a compact structure of two-speed reducer, reduces the layout space, reduces structural weight and structural cost, and has the advantages of strong impact resistance, high efficiency and wide vehicle compatibility.

[0014] This invention employs a combination of a one-way clutch and a shift clutch for gear shifting. A one-way clutch is installed between the first-gear drive gear and the input shaft, while a shift clutch connected to the second-gear drive gear is installed on the input shaft. Through the unidirectional transmission of the one-way clutch and the engagement and disengagement of the shift clutch, not only can the reducer arbitrarily switch between first and second gear, but the power transmission is also smoother and more continuous. This avoids the jerking and power interruption that may occur when shifting with a synchronizer, and also avoids the calibration and control complexity required for dual-clutch shifting. It improves transmission efficiency and vehicle ride smoothness while maintaining a compact reducer structure, simplifying shifting operation and control, and reducing structural costs. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the two-speed structure of the pure electric transmission of this utility model.

[0016] Explanation of the reference numerals in the figure:

[0017] 10. Input shaft; 11. First gear drive gear; 12. Second gear drive gear;

[0018] 20. Intermediate shaft; 21. First gear driven gear; 22. Second gear driven gear; 23. Intermediate gear;

[0019] 30. One-way clutch;

[0020] 40. Gear shifting clutch;

[0021] 50. Planetary gear train; 51. Sun gear shaft; 52. Sun gear; 53. Planet gears; 54. Planet carrier; 55. Internal gear ring;

[0022] 60. Drive motor;

[0023] 70. Differential; 71. Differential shaft gear; 72. Differential shaft. Detailed Implementation

[0024] The specific embodiments of this utility model will be further described in detail below with reference to the accompanying drawings. These embodiments are only for illustrating this utility model and are not intended to limit it.

[0025] In the description of this utility model, it should be noted that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the accompanying drawings and are only for the convenience of describing this utility model and simplifying the description. They do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on this utility model. In addition, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0026] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0027] Furthermore, in the description of this utility model, unless otherwise stated, "a plurality of" means two or more.

[0028] Examples, such as Figure 1 As shown, a two-speed structure of a pure electric transmission includes: an input shaft 10, an intermediate shaft 20, a one-way clutch 30, a shift clutch 40, a first-speed drive gear 11, a second-speed drive gear 12, a first-speed driven gear 21, a second-speed driven gear 22, and an intermediate gear 23. The input shaft 10 and the intermediate shaft 20 are arranged in parallel, and the intermediate gear 23 is mounted on the intermediate shaft 20.

[0029] The one-way clutch 30 is mounted on the input shaft 10, the first gear drive gear 11 is mounted on the one-way clutch 30, the first gear driven gear 21 is mounted on the intermediate shaft 20, and the first gear driven gear 21 is meshed with the first gear drive gear 11 for transmission.

[0030] The shift clutch 40 is mounted on the input shaft 10. The second gear drive gear 12 is loosely fitted on the input shaft 10 and connected to the shift clutch 40. The second gear driven gear 22 is mounted on the intermediate shaft 20 and is meshed with the second gear drive gear 12 for transmission.

[0031] This utility model employs a combination of a one-way clutch 30 and a shift clutch 40 for gear shifting. A one-way clutch 30 is installed between the first gear drive gear 11 and the input shaft 10, while a shift clutch 40 connected to the second gear drive gear 12 is installed on the input shaft 10. Through the one-way transmission of the one-way clutch 30 and the engagement and disengagement of the shift clutch 40, not only is gear shifting between first and second gear achieved, but the power transmission is also made smoother and more continuous. This avoids the jerking and power interruption that may occur when the synchronizer shifts gears, improving transmission efficiency and vehicle ride smoothness. At the same time, it ensures the compact structure of the reducer, simplifies the operation and control of gear shifting, and reduces structural costs.

[0032] Specific embodiments, such as Figure 1 As shown, a two-speed structure of a pure electric transmission includes: an input shaft 10, an intermediate shaft 20, a one-way clutch 30, a shift clutch 40, a planetary gear train 50, a first-speed drive gear 11, a second-speed drive gear 12, a first-speed driven gear 21, a second-speed driven gear 22, and an intermediate gear 23.

[0033] The input shaft 10 and the intermediate shaft 20 are arranged in parallel, and the input shaft 10 and the intermediate shaft 20 are rotatably connected to the housing of the reducer.

[0034] The one-way clutch 30 is fixedly installed on the input shaft 10, and the first gear drive gear 11 is fixedly installed on the one-way clutch 30. That is, the one-way clutch 30 is installed between the input shaft 10 and the first gear drive gear 11, and the inner ring of the one-way clutch 30 is fixedly connected to the input shaft 10, and the outer ring of the one-way clutch 30 is fixedly connected to the first gear drive gear 11.

[0035] The driven gear 21 is fixedly mounted on the intermediate shaft 20, and the driven gear 21 meshes with the driving gear 11 to achieve a first-speed transmission connection between the input shaft 10 and the intermediate shaft 20, that is, to achieve a low-speed transmission connection between the input shaft 10 and the intermediate shaft 20.

[0036] The shift clutch 40 is fixedly mounted on the input shaft 10. The second gear drive gear 12 is sleeved on the input shaft 10, that is, the second gear drive gear 12 is loosely sleeved on the input shaft 10. The second gear drive gear 12 is rigidly connected to the shift clutch 40. The shift clutch 40 can be disengaged or engaged with the second gear drive gear 12 through control.

[0037] The second driven gear 22 is mounted on the intermediate shaft 20, and the second driven gear 22 meshes with the second driving gear 12 to achieve a second-gear transmission connection between the input shaft 10 and the intermediate shaft 20, that is, to achieve a high-speed transmission connection between the input shaft 10 and the intermediate shaft 20.

[0038] It should be noted that the shift clutch 40 is a common clutch, and the control method of a common clutch can be electric motor control, hydraulic control, or electromagnetic control.

[0039] The planetary gear train 50 is installed at one end of the input shaft 10 to realize a wide range of speed ratio adjustment of the two-speed reducer, thereby achieving a compact structure of the two-speed reducer, reducing structural weight, and reducing the structural cost of the two-speed reducer.

[0040] Specifically, the planetary gear train 50 includes a sun gear shaft 51, a sun gear 52, planet gears 53, a planet carrier 54, and an internal gear ring 55. The internal gear ring 55 is fixedly connected to the housing. One end of the planet carrier 54 is fixedly connected to the input shaft 10, and the other end of the planet carrier 54 is connected to the planet gears 53. The sun gear shaft 51 is coaxially arranged with the input shaft 10. The sun gear 52 is fixedly mounted on the sun gear shaft 51, and the planet gears 53 are meshed and driven between the sun gear 52 and the internal gear ring 55.

[0041] The intermediate gear 23 is mounted on the intermediate shaft 20.

[0042] Preferred, such as Figure 1 As shown, the planetary gear train 50, the one-way clutch 30, and the shift clutch 40 are arranged sequentially along the axial direction of the input shaft 10.

[0043] More preferably, such as Figure 1 As shown, the intermediate gear 23, the first driven gear 21, and the second driven gear 22 are arranged sequentially along the axial direction of the intermediate shaft 20.

[0044] The radial dimension of the intermediate gear 23 is smaller than the radial dimension of the first driven gear 21, and the radial dimension of the second driven gear 22 is smaller than the radial dimension of the first driven gear 21.

[0045] Specific embodiment 2, such as Figure 1 As shown, an electric vehicle includes the two-speed structure of the pure electric transmission described above, a drive motor 60, and a differential 70. The drive motor 60 is mounted on one side of the two-speed structure, and the power output shaft of the drive motor 60 is connected to one end of the sun gear shaft 51.

[0046] The differential 70 is installed on one side of the two-speed structure, and a differential shaft gear 71 and a differential shaft 72 are mounted on the differential 70. The differential shaft gear 71 is meshed with the intermediate gear 23 for transmission.

[0047] The working process of the two-stage structure of this utility model is as follows:

[0048] When the shift clutch 40 is disengaged, the power of the drive motor 60 is input through the sun gear 52 and output to the input shaft 10 through the planetary carrier 54. It is transmitted to the intermediate shaft 20 through the meshing of the first gear drive gear 11 (with the one-way clutch 30 locked) and the first gear driven gear 21. Then, through the meshing of the intermediate gear 23 and the differential shaft gear 71, it is output to the wheel end through the differential 70, thus realizing the first gear.

[0049] When the shift clutch 40 is engaged, the power of the drive motor 60 is input through the sun gear 52 and output to the input shaft 10 through the planetary carrier 54. It is then transmitted to the intermediate shaft 20 through the meshing of the second gear drive gear 12 and the second gear driven gear 22 (at this time, the speed of the outer ring of the one-way clutch 30 is greater than the speed of the inner ring of the one-way clutch 30, the one-way clutch 30 is in a free state, and the first gear drive gear 11 is in an idle state). Then, through the meshing of the intermediate gear 23 and the differential shaft gear 71, it is output to the wheel end through the differential 70 to realize the second gear.

[0050] Compared with the prior art, the present invention has at least the following beneficial technical effects:

[0051] This invention combines planetary gear trains and parallel shaft systems, which not only enables adjustable speed ratio range but also maintains the advantages of compact structure, strong impact resistance, and high efficiency.

[0052] The two-speed reducer of this invention can provide a more suitable transmission ratio at different vehicle speeds, enabling the motor to operate in the high-efficiency speed range, thereby improving the overall transmission efficiency and reducing power consumption.

[0053] This utility model utilizes a one-way clutch and a shift clutch to form a shifting structure, which not only reduces the layout space, simplifies shifting control, and lowers structural costs, but also makes shifting action faster and more accurate. Furthermore, it makes power transmission smoother and more continuous, avoiding the jerking and power interruption that may occur when the synchronizer shifts gears, and further improves transmission efficiency and vehicle ride smoothness.

[0054] This invention utilizes a one-way clutch for gear shifting, which enables the clutch to engage and disengage more quickly and accurately, thereby improving the vehicle's response speed and handling performance.

[0055] This invention simplifies the shifting structure, reduces friction loss and sliding resistance during operation, thereby reducing energy loss during transmission and improving transmission efficiency.

[0056] The above description is only a preferred embodiment of the present utility model. It should be noted that for those skilled in the art, several improvements and substitutions can be made without departing from the technical principles of the present utility model, and these improvements and substitutions should also be considered within the protection scope of the present utility model.

Claims

1. A two-gear structure of a pure electric transmission, characterized by, include: The input shaft (10), intermediate shaft (20), one-way clutch (30), shift clutch (40), first gear drive gear (11), second gear drive gear (12), first gear driven gear (21), second gear driven gear (22) and intermediate gear (23) are provided. The input shaft (10) and intermediate shaft (20) are arranged in parallel, and the intermediate gear (23) is mounted on the intermediate shaft (20). The one-way clutch (30) is mounted on the input shaft (10), the first gear drive gear (11) is mounted on the one-way clutch (30), the first gear driven gear (21) is mounted on the intermediate shaft (20), and the first gear driven gear (21) is meshed with the first gear drive gear (11) for transmission connection. The shift clutch (40) is mounted on the input shaft (10), the second gear drive gear (12) is loosely fitted on the input shaft (10) and connected to the shift clutch (40), the second gear driven gear (22) is mounted on the intermediate shaft (20), and the second gear driven gear (22) is meshed with the second gear drive gear (12) for transmission.

2. A two-speed configuration of a purely electric transmission according to claim 1, characterized in that It also includes a planetary gear train (50), which includes a sun gear shaft (51), a sun gear (52), planet gears (53), a planet carrier (54), and an internal gear ring (55). One end of the planet carrier (54) is connected to the input shaft (10), and the other end of the planet carrier (54) is connected to the planet gears (53). The sun gear shaft (51) is coaxially arranged with the input shaft (10). The sun gear (52) is mounted on the sun gear shaft (51), and the sun gear (52) is meshed with the planet gears (53). The internal gear ring (55) is mounted on the housing, and the internal gear ring (55) is meshed with the planet gears (53).

3. A two-speed configuration of a purely electric transmission according to claim 2, characterized in that The planetary gear train (50), one-way clutch (30) and shift clutch (40) are arranged sequentially along the axial direction of the input shaft (10).

4. The two-speed configuration of a purely electric transmission according to claim 1, characterized in that, The intermediate gear (23), the first driven gear (21), and the second driven gear (22) are arranged sequentially along the axial direction of the intermediate shaft (20).

5. An electric vehicle, characterized by The pure electric transmission includes a two-speed structure as described in any one of claims 1-4, and further includes a drive motor (60) and a differential (70). The drive motor (60) is connected to the input shaft (10) for transmission. A differential shaft gear (71) is mounted on the differential (70), and the differential shaft gear (71) is connected to the intermediate gear (23) for transmission.

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