A four-speed automatic transmission bridge for electric vehicles and a vehicle

Abstract

The present invention provides a four-speed automatic transmission axle for an electric vehicle and a vehicle. The four-speed automatic transmission axle for an electric vehicle includes a drive motor, a transmission, and a reducer. The transmission consists of an input shaft, a secondary shaft, a shift shaft, a main shaft, an intermediate shaft, 5 sets of gear pair mechanisms, and 2 sets of shift actuating mechanisms. The drive motor transmits power to the transmission. Through the combined actions of the shift actuating mechanisms, multi-stage deceleration of the transmission is achieved and power is input to the reducer. The reducer further decelerates and increases torque and distributes and outputs power from a differential. The present invention adopts a highly integrated transverse double-section single intermediate shaft multi-speed multi-stage transmission, which has the advantages of a wide speed ratio range, taking into account economy and high reliability, and a compact structure that saves space.

Description

Technical Field

[0001] The present invention relates to the technical field of automobiles, and particularly relates to a four-speed automatic transmission bridge for electric vehicles and a vehicle. Background Art

[0002] As new energy power system solutions, there are three new types of electric axles: in-wheel motors, wheel-side motors, and mid-mounted motor drive axles. The above-mentioned electric drive axles generally adopt direct drive and deceleration. Single-speed transmission needs to balance high and low speed performance, which requires high performance of the motor. During low-speed driving, the working efficiency of the motor is only 60%-70%.

[0003] At present, two sets of integrated motors and reducers are adopted in the market, which are arranged on both sides of the drive axle. While improving reliability, the overall bridge cost and product weight are greatly increased. Due to its own structural problems, the double-motor variable-speed electric drive axle solution has poor active regulation of motor operation, low motor operation efficiency, and high vehicle power consumption. Moreover, the double-motor drive technology requires coordinated balance control of two motors, which has higher technical requirements. The double-motor drive also has the matching problem of multiple motors with the gearbox and the reduction box. In order to improve the power performance and economy of the whole vehicle, the multi-speed transmission system is the development trend of the electric drive axle. The multi-speed transmission system has a large speed ratio range and can reduce the performance requirements of the drive motor. Summary of the Invention

[0004] Therefore, the present invention provides a four-speed automatic transmission bridge for electric vehicles and a vehicle, which can overcome the defect that single-speed transmission in the prior art needs to balance high and low speed performance, has high performance requirements for the motor, and during low-speed driving, the working efficiency of the motor is only 60%-70%.

[0005] To solve the above problems, the present invention provides a four-speed automatic transmission bridge for electric vehicles, including an input shaft, a secondary shaft, a shift shaft, an intermediate shaft arranged in parallel, and a main shaft coaxially arranged with the shift shaft. The input shaft is provided with the driving wheel of the first gear pair, and the drive motor is connected to the driving wheel of the first gear pair. The secondary shaft is successively provided with the driving wheel of the second gear pair and the driven wheel of the first gear pair. The shift shaft is successively and coaxially sleeved with the driven wheel of the second gear pair, the driven wheel of the third gear pair, and the driving wheel of the fourth gear pair. The intermediate shaft is successively provided with the driven wheel of the fourth gear pair and the driving wheel of the fifth gear pair. The main shaft is successively provided with the driving wheel of the sixth gear pair and the driven wheel of the fifth gear pair. The driven wheel of the sixth gear pair is arranged on the output shaft of the differential. The driving wheel and the driven wheel of the same gear pair are meshed with each other;

[0006] The four-speed automatic transmission for electric vehicles further includes a first shifting actuator and a second shifting actuator. The first shifting actuator is located between the driven wheel of the second gear pair and the driven wheel of the third gear pair. The second shifting actuator is located on the side of the driving wheel of the fourth gear pair away from the first shifting actuator.

[0007] In some embodiments, the first shifting actuator includes a first coupling sleeve and coupling teeth A and B on two opposite side surfaces of the first coupling sleeve. The first coupling sleeve is arranged on the shifting shaft. The coupling teeth A are connected to the driven wheel of the second gear pair, and the coupling teeth B are connected to the driven wheel of the third gear pair. The second shifting actuator includes a second coupling sleeve and coupling teeth C and D on two opposite side surfaces of the second coupling sleeve. The second coupling sleeve is arranged on the shifting shaft. The coupling teeth C are connected to the driving wheel of the fourth gear pair, and the coupling teeth D are arranged at one end of the main shaft close to the shifting shaft.

[0008] In some embodiments, when the first coupling sleeve is connected to the coupling teeth A and the second coupling sleeve is connected to the coupling teeth C, the driving motor inputs power, and the power is transmitted through the first gear pair, the second gear pair, the fourth gear pair, and the fifth gear pair, and the power is output by the differential.

[0009] In some embodiments, when the first coupling sleeve is connected to the coupling teeth A and the second coupling sleeve is connected to the coupling teeth D, the driving motor inputs power, and the power is transmitted through the first gear pair and the second gear pair, and the power is output by the differential.

[0010] In some embodiments, when the first coupling sleeve is connected to the coupling teeth B and the second coupling sleeve is connected to the coupling teeth D, the driving motor inputs power, and the power is transmitted through the first gear pair and the third gear pair, and the power is output by the differential.

[0011] In some embodiments, when the first coupling sleeve is connected to the coupling teeth B and the second coupling sleeve is connected to the coupling teeth C, the driving motor inputs power, and the power is transmitted through the first gear pair, the third gear pair, the fourth gear pair, and the fifth gear pair, and the power is output by the differential.

[0012] In some embodiments, the first gear pair, the second gear pair, the third gear pair, the fourth gear pair, and the fifth gear pair are all external meshing gear pairs, and the gears are all helical cylindrical gears.

[0013] In some embodiments, the driving motor and the driving wheel of the first gear pair are coaxially arranged.

[0014] The present invention also provides a vehicle, including the four-speed automatic transmission axle for electric vehicles described in any one of the foregoing items.

[0015] A four-speed automatic transmission axle for electric vehicles and a vehicle provided by the present invention adopt a transmission including an input shaft, a secondary shaft, a shift shaft, a main shaft, an intermediate shaft, 5 sets of gear pair mechanisms, and 2 sets of shift execution mechanisms. Among them, the shift shaft and the main shaft are coaxially arranged, one set of shift execution mechanisms are respectively arranged on the shift shaft and the main shaft, and the other set of shift execution mechanisms are arranged on the shift shaft. The power transmission route of the present invention is: the driving motor transmits power to the transmission, and through the combined actions of the shift execution mechanisms, multi-stage deceleration of the transmission is achieved and power is input to the reducer, and the reducer further decelerates and increases torque to split and output power from the differential. The present invention adopts a highly integrated transverse double-section single intermediate shaft multi-speed multi-stage transmission, which has the advantages of a wide speed ratio range, taking into account economy and high reliability, and a compact structure that saves space. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 is a schematic structural diagram of the four-speed automatic transmission axle for electric vehicles according to an embodiment of the present invention;

[0017] Figure 2 is a schematic structural diagram of the first shift execution mechanism of the four-speed automatic transmission axle for electric vehicles according to an embodiment of the present invention;

[0018] Figure 3 is a schematic structural diagram of the second shift execution mechanism of the four-speed automatic transmission axle for electric vehicles according to an embodiment of the present invention;

[0019] Figure 4 is a power transmission route diagram of the four-speed automatic transmission axle for electric vehicles in working condition 1 according to an embodiment of the present invention;

[0020] Figure 5 is a power transmission route diagram of the four-speed automatic transmission axle for electric vehicles in working condition 2 according to an embodiment of the present invention;

[0021] Figure 6 is a power transmission route diagram of the four-speed automatic transmission axle for electric vehicles in working condition 3 according to an embodiment of the present invention;

[0022] Figure 7 is a power transmission route diagram of the four-speed automatic transmission axle for electric vehicles in working condition 4 according to an embodiment of the present invention.

[0023] The reference numerals are shown as:

[0024] 1. Driving motor; 2. Input shaft; 3. First gear pair; 4. Second shaft; 5. Second gear pair; 6. Shift shaft; 7. Clutch tooth A; 8. First clutch sleeve; 9. Clutch tooth B; 10. Fourth gear pair; 11. Intermediate shaft; 12. Clutch tooth C; 13. Second clutch sleeve; 14. Clutch tooth D; 15. Differential; 16. Sixth gear pair; 17. Fifth gear pair; 18. Main shaft; 19. Third gear pair. Detailed implementation mode

[0025] Refer to Figures 1 to 7 As shown, according to an embodiment of the present invention, a four-speed automatic transmission for an electric vehicle is provided, which includes an input shaft 2, a second shaft 4, a shift shaft 6, an intermediate shaft 11 arranged in parallel, and a main shaft 18 arranged coaxially with the shift shaft 6. The input shaft 2 is provided with a driving wheel of the first gear pair 3, and the driving motor 1 is connected to the driving wheel of the first gear pair 3. The second shaft 4 is sequentially provided with a driving wheel of the second gear pair 5 and a driven wheel of the first gear pair 3. The shift shaft 6 is sequentially and coaxially sleeved with a driven wheel of the second gear pair 5, a driven wheel of the third gear pair 19, and a driving wheel of the fourth gear pair 10. The intermediate shaft 11 is sequentially provided with a driven wheel of the fourth gear pair 10 and a driving wheel of the fifth gear pair 17. The main shaft 18 is sequentially provided with a driving wheel of the sixth gear pair 16, a driven wheel of the fifth gear pair 17, and a driven wheel of the sixth gear pair 16 is arranged on the output shaft of the differential 15. The driving wheels and driven wheels of the same gear pair mesh with each other.

[0026] The four-speed automatic transmission for an electric vehicle further includes a first shift execution mechanism and a second shift execution mechanism. The first shift execution mechanism is located between the driven wheel of the second gear pair 5 and the driven wheel of the third gear pair 19. The second shift execution mechanism is located on the side of the driving wheel of the fourth gear pair 10 away from the first shift execution mechanism. The difficulty of dual motors in the prior art lies in that in the face of changing driving scenarios, whether the two motors output simultaneously or a single motor outputs, and it is difficult to optimally allocate the power that each motor should output when outputting simultaneously, which will waste part of the power. At the same time, due to the excessive load of the vehicle, when the transmission generally has two gears, the speed ratio range is small, and the torque output by a single motor does not meet the requirements. In this application, with four gears and a large speed ratio range, under the same load condition, the demand for power is reduced, and a single motor can meet the requirements.

[0027] It should be noted that the driving wheel of the third gear pair 19 and the driven wheel of the first gear pair 3 are the same gear.

[0028] Working principle of the present invention: The drive motor is coaxially connected to the driving wheel of the first gear pair 3 of the transmission, and power is transmitted to the transmission through the first gear pair 3. The transmission shifts gears through the action of the shift actuator to achieve the purpose of reducing speed by multiple pairs of gear meshing pairs, and transmits the power to the reducer through the main shaft. The reducer reduces speed and increases torque, and the power is split and output through the output shaft of the differential.

[0029] Specifically, the driving wheel of the fourth gear pair 10 is supported by bearings and is sleeved on the shift shaft 6.

[0030] Specifically, the driving wheel and the driven wheel of the fifth gear pair 17 are located on the outermost side of the transmission as shown in Figure 1 shown, that is, the gears on a single shaft are arranged in sequence, and the pair of gear pairs on the rightmost side.

[0031] Specifically, the reducer is a single-stage reduction structure, including a sixth gear pair 16 and a differential 15.

[0032] In a specific embodiment, the first shift actuator includes a first clutch sleeve 8 and engaging teeth A7 and engaging teeth B9 on two opposite sides of the first clutch sleeve 8. The first clutch sleeve 8 is arranged on the shift shaft 6. The engaging teeth A7 are connected to the driven wheel of the second gear pair 5, and the engaging teeth B9 are connected to the driven wheel of the third gear pair 19. The second shift actuator includes a second clutch sleeve 13 and engaging teeth C12 and engaging teeth D14 on two opposite sides of the second clutch sleeve 13. The second clutch sleeve 13 is arranged on the shift shaft 6. The engaging teeth C12 are connected to the driving wheel of the fourth gear pair 10, and the engaging teeth D14 are arranged at one end of the main shaft 18 close to the shift shaft 6. This shift actuator has a simple structure and is easy to implement. Through the connection between the clutch sleeve, the engaging teeth and the gear pair, 4-speed and 2-speed transmissions are achieved. When the second clutch sleeve 13 is connected to the engaging teeth C12, the transmission is in 4-speed; when the second clutch sleeve 13 is connected to the engaging teeth D, the transmission is in 2-speed.

[0033] In a specific embodiment, when the first clutch sleeve 8 is connected to the engaging teeth A7 and the second clutch sleeve 13 is connected to the engaging teeth C12 (i.e., working condition 1), the drive motor 1 inputs power, and power is transmitted through the first gear pair 3, the second gear pair 5, the fourth gear pair 10 and the fifth gear pair 17, and the power is output by the differential 15 to achieve 4-speed transmission.

[0034] In a specific embodiment, when the first engaging sleeve 8 is connected to the engaging tooth A 7 and the second engaging sleeve 13 is connected to the engaging tooth D 14 (i.e., working condition 2), the driving motor 1 inputs power, and the power is transmitted through the first gear pair 3 and the second gear pair 5, and the power is output by the differential 15 to achieve two-stage speed change.

[0035] In a specific embodiment, when the first engaging sleeve 8 is connected to the engaging tooth B 9 and the second engaging sleeve 13 is connected to the engaging tooth D 14 (i.e., working condition 3), the driving motor 1 inputs power, and the power is transmitted through the first gear pair 3 and the third gear pair 19, and the power is output by the differential 15 to achieve two-stage speed change.

[0036] In a specific embodiment, when the first engaging sleeve 8 is connected to the engaging tooth B 9 and the second engaging sleeve 13 is connected to the engaging tooth C 12 (i.e., working condition 4), the driving motor 1 inputs power, and the power is transmitted through the first gear pair 3, the third gear pair 19, the fourth gear pair 10 and the fifth gear pair 17, and the power is output by the differential 15 to achieve four-stage speed change.

[0037] In a specific embodiment, the first gear pair 3, the second gear pair 5, the third gear pair 19, the fourth gear pair 10 and the fifth gear pair 17 are all external meshing gear pairs, and the gears are all helical cylindrical gears.

[0038] In a specific embodiment, the driving motor 1 and the driving wheel of the first gear pair 3 are coaxially arranged.

[0039] The present invention also provides a vehicle, including the four-speed automatic transmission axle for electric vehicles described in any one of the preceding items.

[0040] The above are only the preferred embodiments of the present invention, and are not intended to limit the present invention. Any modifications, equivalent replacements, and improvements made within the spirit and principle of the present invention shall be included in the protection scope of the present invention. The above is only the preferred implementation manner of the present invention. It should be noted that for those of ordinary skill in the art, without departing from the technical principle of the present invention, several improvements and modifications can be made, and these improvements and modifications should also be regarded as the protection scope of the present invention.

Claims

1. A four-speed automatic transmission bridge for an electric vehicle, characterized in that, It includes an input shaft (2), a secondary shaft (4), a shift shaft (6), an intermediate shaft (11) arranged in parallel, and a main shaft (18) arranged coaxially with the shift shaft (6). A driving wheel of a first gear pair (3) is provided on the input shaft (2), and a driving motor (1) is connected to the driving wheel of the first gear pair (3). A driving wheel of a second gear pair (5) and a driven wheel of the first gear pair (3) are sequentially provided on the secondary shaft (4). A driven wheel of the second gear pair (5), a driven wheel of a third gear pair (19), and a driving wheel of a fourth gear pair (10) are sequentially and coaxially sleeved on the shift shaft (6). A driven wheel of the fourth gear pair (10) and a driving wheel of a fifth gear pair (17) are sequentially provided on the intermediate shaft (11). A driving wheel of a sixth gear pair (16), a driven wheel of the fifth gear pair (17) are sequentially provided on the main shaft (18), and a driven wheel of the sixth gear pair (16) is provided on an output shaft of a differential (15). The driving wheel and the driven wheel of the same gear pair mesh with each other. It further includes a first shift actuator and a second shift actuator. The first shift actuator is between the driven wheel of the second gear pair (5) and the driven wheel of the third gear pair (19). The second shift actuator is on a side of the driving wheel of the fourth gear pair (10) away from the first shift actuator. The first shift actuator includes a first spline sleeve (8) and engaging teeth A (7), engaging teeth B (9) on two opposite sides of the first spline sleeve (8). The first spline sleeve (8) is provided on the shift shaft (6). The engaging teeth A (7) are connected to the driven wheel of the second gear pair (5), and the engaging teeth B (9) are connected to the driven wheel of the third gear pair (19). The second shift actuator includes a second spline sleeve (13) and engaging teeth C (12), engaging teeth D (14) on two opposite sides of the second spline sleeve (13). The second spline sleeve (13) is provided on the shift shaft (6). The engaging teeth C (12) are connected to the driving wheel of the fourth gear pair (10), and the engaging teeth D (14) are provided at one end of the main shaft (18) close to the shift shaft (6).

2. The four-speed automatic transmission bridge for electric vehicles according to claim 1, wherein When the first spline sleeve (8) is connected to the engaging teeth A (7) and the second spline sleeve (13) is connected to the engaging teeth C (12), the driving motor (1) inputs power, and power is transmitted through the first gear pair (3), the second gear pair (5), the fourth gear pair (10), and the fifth gear pair (17), and the power is output by the differential (15).

3. The four-speed automatic transmission bridge for electric vehicles according to claim 1, characterized in that, When the first spline sleeve (8) is connected to the engaging teeth A (7) and the second spline sleeve (13) is connected to the engaging teeth D (14), the driving motor (1) inputs power, and power is transmitted through the first gear pair (3) and the second gear pair (5), and the power is output by the differential (15).

4. The four-speed automatic transmission bridge for electric vehicles according to claim 1, characterized in that, When the first engaging sleeve (8) is connected to the engaging tooth B (9) and the second engaging sleeve (13) is connected to the engaging tooth D (14), the driving motor (1) inputs power, and the power is transmitted through the first gear pair (3) and the third gear pair (19), and the power is output by the differential (15).

5. The four-speed automatic transmission bridge for electric vehicles according to claim 1, wherein When the first engaging sleeve (8) is connected to the engaging tooth B (9) and the second engaging sleeve (13) is connected to the engaging tooth C (12), the driving motor (1) inputs power, and the power is transmitted through the first gear pair (3), the third gear pair (19), the fourth gear pair (10) and the fifth gear pair (17), and the power is output by the differential (15).

6. The four-speed automatic transmission bridge for electric vehicles according to claim 1, characterized in that, The first gear pair (3), the second gear pair (5), the third gear pair (19), the fourth gear pair (10) and the fifth gear pair (17) are all external meshing gear pairs, and the gears are all helical cylindrical gears.

7. The four-speed automatic transmission bridge for electric vehicles according to claim 1, characterized in that, The driving motor (1) and the driving wheel of the first gear pair (3) are coaxially arranged.

8. A vehicle, characterized in that, Comprising the four-speed automatic transmission bridge for electric vehicles according to any one of claims 1-7.

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