A two-speed gearbox for electric vehicles using dual clutches

Abstract

The present invention discloses a two-speed gearbox for electric vehicles using a dual clutch, specifically relating to the field of automotive mechanical accessories, including motor-related parts, gear shaft-related parts, actuator parts, and clutch parts; the motor-related parts include a rotor bracket and a gearbox housing, and the rotor bracket is mounted on the gearbox housing via a first ball bearing and a second ball bearing. The present invention uses a wet dual-clutch system to achieve smooth gear shifting, and the wet clutch retains a sliding friction function, making it extremely easy to calibrate the entire vehicle and ensure smooth gear shifting; the structure is compact, integrating the motor, clutch, and gear shaft parts in an extremely short space to form a complete and independent drive unit; the highly integrated dual-clutch module design enables switching between two gears of the gearbox, and through the sliding friction function of the clutch, the gearbox has excellent smooth gear shifting and a rapid gear shift response, thereby improving system efficiency.

Description

Technical Field

[0001] The present invention relates to the technical field of automobile mechanical accessories, and more particularly to a two-speed gearbox for an electric vehicle using a dual clutch. Background Art

[0002] Traditional electric drive systems all rely on single-speed gearboxes, which place high demands on motor performance, such as speed and torque. To achieve extended range, larger batteries are often required. Furthermore, single-speed systems often require very high motor speeds at top speeds, impacting vehicle NVH performance and reducing system efficiency. Therefore, the development of two- or multi-speed electric drive transmissions is urgent. Currently, there are no efficient and cost-effective two-speed electric vehicle transmission systems on the market. Summary of the Invention

[0003] In order to overcome the above-mentioned defects of the prior art, an embodiment of the present invention provides a two-speed gearbox for an electric vehicle using a dual clutch, thereby solving the technical problems mentioned in the above-mentioned background technology.

[0004] To achieve the above-mentioned object, the present invention provides the following technical solutions: a two-speed gearbox for an electric vehicle using a dual clutch, comprising motor-related components, gear shaft-related components, actuator components, and clutch components;

[0005] The motor-related components include a rotor bracket and a gearbox housing. The rotor bracket is mounted on the gearbox housing via a first ball bearing and a second ball bearing. A retaining spring is provided on one side of the second ball bearing to position the above components axially. The motor rotor is fixedly mounted on the outer side of the rotor bracket. The electronic stator is movably connected to the outer side of the motor rotor.

[0006] The actuator components include an actuator housing, which is movable on other components and has an oil passage thereon, so that the pressure oil is introduced into the corresponding oil chamber to push the corresponding piston to move;

[0007] The clutch component includes an outer clutch housing fixed to a rotor support by welding, and the torque of the motor is transmitted to the clutch through the rotor support;

[0008] The outer clutch separator plate and the outer clutch friction plate form a friction pair of the outer clutch; the outer clutch separator plate is movably connected to the outer clutch outer shell through a spline; the outer clutch friction plate is movably connected to the outer clutch inner shell through a spline;

[0009] When the outer clutch actuator disc overcomes the spring force of the outer clutch spring disc and presses the friction pair of the outer clutch to the right, the clutch is engaged; when the spring force of the outer clutch spring disc pushes the outer clutch actuator disc to the left, the clutch is disengaged;

[0010] The outer clutch inner housing is fixedly connected to the outer clutch hub by welding, so that the outer clutch torque is further transmitted to the first gear input shaft through the outer clutch inner housing and the outer clutch hub;

[0011] The outer side of the clutch drive plate is connected to the outer clutch housing through splines, and the inner diameter is connected to the inner clutch housing through rivets, so that the motor torque is transmitted to the inner clutch, that is, the inner clutch housing, through the outer clutch housing and the clutch drive plate.

[0012] In a preferred embodiment, the gear shaft-related components include a first gear input shaft and a second gear input shaft, one end of the first gear input shaft is fixedly connected to the first gear input gear, and the second gear input shaft is fixedly connected to the second gear input gear; the second gear output gear and the first gear output gear are fixedly connected to the gearbox output shaft;

[0013] The second gear input shaft is movably connected to the inner clutch hub via an external spline, so that the torque is transmitted to the second gear input shaft via the inner clutch;

[0014] The first gear input shaft is movably connected to the external clutch hub through the external spline, so that the torque is transmitted to the first gear input shaft through the external clutch.

[0015] In a preferred embodiment, the inner clutch piston is movably connected to the actuator housing, and an oil chamber is provided on one side of the inner clutch piston. When the oil pressure in the oil chamber is large enough, the inner clutch piston and the inner clutch thrust bearing will be pushed to the right, thereby pushing the inner clutch actuator disc to the right, pressing the inner clutch partition plate and the inner clutch friction plate, so that the inner clutch is engaged and torque is transmitted; correspondingly, when the oil pressure in the oil chamber decreases, the inner clutch spring disc will push the inner clutch actuator disc to the left, thereby pushing the inner clutch thrust bearing and the inner clutch piston to move to the left, thereby separating the inner clutch and interrupting torque transmission.

[0016] In a preferred embodiment, the outer clutch piston is movably connected to the actuator housing, and an oil chamber is provided on its left side. When the oil pressure in the oil chamber is large enough, the outer clutch piston and the outer clutch thrust bearing will be pushed to the right, thereby pushing the outer clutch actuator disc to the right, pressing the outer clutch partition plate and the outer clutch friction plate, so that the outer clutch is engaged and torque is transmitted; correspondingly, when the oil pressure in the oil chamber decreases, the outer clutch spring disc will push the outer clutch actuator disc to the left, thereby pushing the outer clutch thrust bearing and the outer clutch piston to move to the left, thereby separating the outer clutch and interrupting torque transmission.

[0017] In a preferred embodiment, the inner clutch separator plate and the inner clutch friction plate constitute the friction pair of the inner clutch; the inner clutch separator plate is movably connected to the inner clutch outer shell through a spline; the inner clutch friction plate is movably connected to the inner clutch inner shell through a spline.

[0018] In a preferred embodiment, when the inner clutch actuator plate overcomes the spring force of the inner clutch spring plate and thereby presses the friction pair of the inner clutch to the right, the clutch engages; when the spring force of the inner clutch spring plate pushes the inner clutch actuator plate to the left, the clutch disengages.

[0019] In a preferred embodiment, the inner clutch inner housing is fixedly connected to the inner clutch hub by welding, so that the inner clutch torque is further transmitted to the inner clutch inner housing and the inner clutch hub.

[0020] Technical effects and advantages of the present invention:

[0021] The present invention adopts a wet dual-clutch system to achieve smooth gear shifting, and the wet clutch retains the slipping function, which is extremely easy to calibrate the entire vehicle and ensure smooth gear shifting; the structure is compact, and the motor, clutch and gear shaft parts are integrated in an extremely short space to form a complete and independent drive unit; the highly integrated dual-clutch module design can achieve switching between two gears of the transmission, and through the slipping function of the clutch, the transmission has excellent smooth gear shifting and rapid gear shifting response, thereby improving system efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 It is a structural schematic diagram of the motor-related components, gear shaft-related components and actuator components of the present invention.

[0023] Figure 2 It is a schematic structural diagram of the clutch components of the present invention.

[0024] Figure 3 Schematic diagram of the torque transmission path of the present invention.

[0025] Figure 4 This is a schematic diagram of the clutch execution principle of the present invention.

[0026] The accompanying drawings are numerals: 1 motor-related parts, 2 gear shaft-related parts, 3 actuator parts, 4 clutch parts;

[0027] 1.1 Gearbox housing, 1.2 circlip, 1.3 First ball bearing, 1.4 Second ball bearing, 1.5 Rotor bracket, 1.6 Motor rotor, 1.7 Motor stator;

[0028] 2.1 Second gear input gear, 2.2 Second gear input shaft, 2.3 First gear input shaft, 2.4 First gear input gear, 2.5 Second gear output gear, 2.6 First gear output gear, 2.7 Transmission output shaft;

[0029] 3.1 Actuator housing, 3.2 Inner clutch piston, 3.3 Inner clutch thrust bearing, 3.4 Outer clutch piston, 3.5 Outer clutch thrust bearing;

[0030] 4.1 Inner clutch outer housing, 4.2 Inner clutch retaining spring, 4.3 Inner clutch separator plate, 4.4 Inner clutch friction plate, 4.5 Inner clutch back plate, 4.6 Inner clutch inner housing, 4.7 Inner clutch hub, 4.8 Outer clutch hub, 4.9 First thrust bearing, 4.10 Second thrust bearing, 4.11 Corrugated spring, 4.12 Bearing seat, 4.13 Oil guide plate, 4.14 Outer clutch inner housing, 4.15 Outer clutch outer housing, 4.16 Outer clutch friction plate, 4.17 Outer clutch separator plate, 4.18 Outer clutch retaining ring, 4.19 Outer clutch spring plate, 4.20 Outer clutch actuator plate, 4.21 Rivet, 4.22 Inner clutch actuator plate, 4.23 Inner clutch spring plate, 4.24 Clutch ball bearing, 4.25 Clutch drive plate. Implementation Method

[0031] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0032] The present invention provides a two-speed gearbox for an electric vehicle using a dual clutch, comprising motor-related components 1, gear shaft-related components 2, actuator components 3, and clutch components 4;

[0033] The motor-related components 1 include a rotor support 1.5 and a gearbox housing 1.1. The rotor support 1.5 is mounted on the gearbox housing 1.1 via a first ball bearing 1.3 and a second ball bearing 1.4. A retaining spring 1.2 is provided on one side of the second ball bearing 1.4 to axially position the aforementioned components. A motor rotor 1.6 is fixedly mounted on the outer side of the rotor support 1.5. An electronic stator 1.7 is movably connected to the outer side of the motor rotor 1.6.

[0034] The actuator component 3 includes an actuator housing 3.1, which is movable on other components and has an oil passage thereon, allowing pressurized oil to be introduced into the corresponding oil chamber to drive the corresponding piston to move;

[0035] The clutch component 4 includes an outer clutch housing 4.15 fixed to the rotor support 1.5 by welding. The torque of the motor is transmitted to the clutch through the rotor support 1.5.

[0036] The outer clutch separator plate 4.17 and the outer clutch friction plate 4.16 form the friction pair of the outer clutch; the outer clutch separator plate 4.17 is movably connected to the outer clutch outer housing 4.15 via a spline; the outer clutch friction plate 4.16 is movably connected to the outer clutch inner housing 4.14 via a spline;

[0037] When the outer clutch actuator disc 4.20 overcomes the spring force of the outer clutch spring disc 4.19 and presses the friction pair of the outer clutch to the right, the clutch is engaged; when the spring force of the outer clutch spring disc 4.19 pushes the outer clutch actuator disc 4.20 to the left, the clutch is disengaged;

[0038] The outer clutch inner housing 4.14 is fixedly connected to the outer clutch hub 4.8 by welding, so that the outer clutch torque is further transmitted to the first gear input shaft 2.3 by the outer clutch inner housing 4.14 and the outer clutch hub 4.8;

[0039] The outer side of the clutch drive plate 4.25 is connected to the outer clutch housing 4.15 through splines, and the inner diameter is connected to the inner clutch housing 4.1 through rivets, so that the motor torque is transmitted to the inner clutch, that is, the inner clutch housing 4.1, through the outer clutch housing 4.15 and the clutch drive plate 4.25.

[0040] The gear shaft-related components 2 include a first gear input shaft 2.3 and a second gear input shaft 2.2. One end of the first gear input shaft 2.3 is fixedly connected to a first gear input gear 2.4, and the second gear input shaft 2.2 is fixedly connected to a second gear input gear 2.1. The second gear output gear 2.5 and the first gear output gear 2.6 are fixedly connected to the transmission output shaft 2.7.

[0041] The second gear input shaft 2.2 is movably connected to the inner clutch hub 4.7 via an external spline, so that the torque is transmitted to the second gear input shaft 2.2 through the inner clutch;

[0042] The first gear input shaft 2.3 is movably connected to the external clutch hub 4.8 via an external spline, so that the torque is transmitted to the first gear input shaft 2.3 through the external clutch;

[0043] The inner clutch piston 3.2 is movably connected to the actuator housing 3.1. There is an oil chamber on one side of the inner clutch piston 3.2. When the oil pressure in the oil chamber is large enough, it will push the inner clutch piston 3.2 and the inner clutch thrust bearing 3.3 to move to the right, thereby pushing the inner clutch actuator disc 4.22 to the right, pressing the inner clutch partition plate 4.3 and the inner clutch friction plate 4.4, so that the inner clutch is engaged and the torque is transmitted; accordingly, when the oil pressure in the oil chamber decreases, the inner clutch spring disc 4.23 will push the inner clutch actuator disc 4.22 to the left, thereby pushing the inner clutch thrust bearing 3.3 and the inner clutch piston 3.2 to move to the left, thereby disengaging the inner clutch and interrupting the torque. The outer clutch piston 3.4 is movably connected to the actuator housing 3.1, with an oil chamber on its left side. When the oil pressure in the oil chamber is high enough, it pushes the outer clutch piston 3.4 and the outer clutch thrust bearing 3.5 to the right, which in turn pushes the outer clutch actuator plate 4.20 to the right, pressing the outer clutch separator plate 4.17 and the outer clutch friction plate 4.16, engaging the outer clutch and transmitting torque. Correspondingly, when the oil pressure in the oil chamber decreases, the outer clutch spring plate 4.19 pushes the outer clutch actuator plate 4.20 to the left, pushing the outer clutch thrust bearing 3.5 and the outer clutch piston 3.4 to the left, thereby disengaging the outer clutch and interrupting torque transmission.

[0044] The inner clutch separator plate 4.3 and the inner clutch friction plate 4.4 form the friction pair of the inner clutch; the inner clutch separator plate 4.3 is movably connected to the inner clutch outer housing 4.1 via a spline; the inner clutch friction plate 4.4 is movably connected to the inner clutch inner housing 4.6 via a spline. When the inner clutch actuator disc 4.22 overcomes the spring force of the inner clutch spring disc 4.23 and thereby presses the inner clutch friction pair to the right, the clutch engages; when the spring force of the inner clutch spring disc 4.23 pushes the inner clutch actuator disc 4.22 to the left, the clutch disengages. The inner clutch inner housing 4.6 is fixedly connected to the inner clutch hub 4.7 by welding, so that the inner clutch torque is further transmitted to the inner clutch inner housing 4.6 and the inner clutch hub 4.7.

[0045] like Figure 1-4 As shown, the specific implementation method is as follows: the core shifting element in the transmission is a dual-clutch module; the electric drive transmission has extremely high requirements for the clutch design, which needs to transmit extremely large torque and be compact, with the axial length and radial dimensions both limited to a very small space; and the clutch is required to respond quickly, quickly interrupting and engaging torque in milliseconds;

[0046] The outer clutch is used to connect or disconnect the torque transmitted by the motor to the first gear, and the inner clutch is used to connect or disconnect the torque transmitted by the motor to the second gear;

[0047] By switching and selecting the inner and outer clutches, the gearbox executes the first gear or the second gear accordingly, so that the vehicle always runs in the gear with higher efficiency;

[0048] Specific as Figure 3 As shown, the transmission torque is transmitted in three paths: path 1 - solid arrow is the motor input; path 2 - hollow arrow is the first gear clutch (outer clutch) input; path 3 - single line arrow is the second gear clutch (inner clutch) input;

[0049] Specific as Figure 4 As shown, the clutch actuation principle: there is an oil channel on the actuator housing 3.1, which is connected to another transmission housing 1.1 with an oil channel;

[0050] Oil circuit 2 is the oil circuit diagram of the outer clutch; oil circuit 1 is the oil circuit diagram of the inner clutch;

[0051] When the oil pressure increases, it will push the piston to move, and then push the bearing and the actuator plate to move, and then press the friction pair to transmit torque; conversely, when the oil pressure decreases, the clutch is disengaged;

[0052] The pressure oil in oil circuit 1 and oil circuit 2 provides pressure alternately, which enables the two clutches to engage and disengage alternately; that is, correspondingly, the switching between the two gears.

[0053] Specific as Figure 1-2 As shown, regarding gear shifting smoothness:

[0054] Parts of Group A: Figure 2 In the embodiment, the inner clutch partition plate 4.3 and the outer clutch partition plate 4.17 are partition plates. The partition plates of the inner and outer clutches rotate synchronously (ie, with the rotation of the inner and outer clutches). Figure 3 together with path 1 in the

[0055] Parts of Group B: Figure 2 Middle: outer clutch friction plate 4.16 Figure 3 The part on path 2 in the rotation;

[0056] Group C parts: Figure 2 Inner clutch friction plate 4.4 Figure 3 The part on path 3 rotates;

[0057] Before the clutch engages, the rotational speeds of the three groups of parts, ABC, are different;

[0058] - When the outer clutch is engaged, a large speed difference between group A and group B is allowed during the engagement process, which allows engagement with a speed difference while still transmitting torque. As a result, during the engagement process, the power intervention is relatively "smooth" and does not bring about an "intrusive" feeling;

[0059] At the same time, it can effectively reduce the accuracy requirements for the motor controller, allowing for larger errors between the motor controller and the motor control system, facilitating vehicle calibration and system matching;

[0060] The meshing process of the inner clutch, group A parts and group C parts is similar to the above.

[0061] Finally, a few points should be explained: First, in the description of this application, it should be noted that, unless otherwise specified or limited, the terms "mounted," "connected," and "connected" should be understood in a broad sense, and may refer to mechanical or electrical connections, internal communication between two components, or direct connection. "Up," "down," "left," and "right" are only used to indicate relative positional relationships. When the absolute positions of the objects being described change, the relative positional relationships may also change.

[0062] Secondly: The drawings of the embodiments disclosed in the present invention only involve structures related to the embodiments disclosed in the present invention. Other structures may refer to conventional designs. The same embodiment and different embodiments of the present invention may be combined with each other without conflict.

[0063] Finally: The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A two-speed gearbox for an electric vehicle using a dual-clutch transmission, characterized in that: Including motor related parts (1), gear shaft related parts (2), actuator parts (3) and clutch parts (4); The motor-related components (1) include a rotor bracket (1.5) and a gearbox housing (1.1); the rotor bracket (1.5) is mounted on the gearbox housing (1.1) via a first ball bearing (1.3) and a second ball bearing (1.4); a retaining spring (1.2) is provided on one side of the second ball bearing (1.4); the retaining spring (1.2) positions the above components axially; a motor rotor (1.6) is fixedly mounted on the outer side of the rotor bracket (1.5); and an electronic stator (1.7) is movably connected to the outer side of the motor rotor (1.6); The actuator component (3) includes an actuator housing (3.1), which is movable on other components and has an oil path thereon, so that pressure oil is introduced into the corresponding oil chamber to drive the corresponding piston to move; The clutch component (4) includes an outer clutch housing (4.15) fixed to a rotor support (1.5) by welding, and the torque of the motor is transmitted to the clutch via the rotor support (1.5); The outer clutch separator plate (4.17) and the outer clutch friction plate (4.16) form a friction pair of the outer clutch; the outer clutch separator plate (4.17) is movably connected to the outer clutch outer housing (4.15) via a spline; the outer clutch friction plate (4.16) is movably connected to the outer clutch inner housing (4.14) via a spline; When the outer clutch actuator disc (4.20) overcomes the spring force of the outer clutch spring disc (4.19) and thereby presses the friction pair of the outer clutch to the right, the clutch is engaged; when the spring force of the outer clutch spring disc (4.19) pushes the outer clutch actuator disc (4.20) to the left, the clutch is disengaged; The outer clutch inner housing (4.14) is fixedly connected to the outer clutch hub (4.8) by welding, so that the outer clutch torque is further transmitted to the outer clutch inner housing (4.14) and the outer clutch hub (4.8) to the first gear input shaft (2.3); The outer side of the clutch drive plate (4.25) is connected to the outer clutch housing (4.15) through a spline, and the inner diameter is connected to the inner clutch housing (4.1) through rivets, so that the motor torque is transmitted to the inner clutch, that is, the inner clutch housing (4.1) through the outer clutch housing (4.15) and the clutch drive plate (4.25).

2. The electric vehicle two-speed gearbox using a dual clutch according to claim 1, characterized in that: The gear shaft related components (2) include a first gear input shaft (2.3) and a second gear input shaft (2.2); one end of the first gear input shaft (2.3) is fixedly connected to a first gear input gear (2.4); the second gear input shaft (2.2) is fixedly connected to a second gear input gear (2.1); the second gear output gear (2.5) and the first gear output gear (2.6) are fixedly connected to a gearbox output shaft (2.7); The second gear input shaft (2.2) is movably connected to the inner clutch hub (4.7) via an external spline, so that the torque is transmitted to the second gear input shaft (2.2) via the inner clutch; The first gear input shaft (2.3) is movably connected to the external clutch hub (4.8) via an external spline, so that the torque is transmitted to the first gear input shaft (2.3) via the external clutch.

3. The electric vehicle two-speed gearbox with a dual clutch according to claim 1, characterized in that: The inner clutch piston (3.2) is movably connected to the actuator housing (3.1). An oil chamber is provided on one side of the inner clutch piston (3.2). When the oil pressure in the oil chamber is large enough, the inner clutch piston (3.2) and the inner clutch thrust bearing (3.3) are pushed to the right, thereby pushing the inner clutch actuator disc (4.22) to the right, pressing the inner clutch partition plate (4.3) and the inner clutch friction plate (4.4), so that the inner clutch is engaged and torque is transmitted. Accordingly, when the oil pressure in the oil chamber decreases, the inner clutch spring disc (4.23) pushes the inner clutch actuator disc (4.22) to the left, thereby pushing the inner clutch thrust bearing (3.3) and the inner clutch piston (3.2) to the left, thereby separating the inner clutch and interrupting torque transmission.

4. The electric vehicle two-speed gearbox with a dual clutch according to claim 1, characterized in that: The outer clutch piston (3.4) is movably connected to the actuator housing (3.1), and an oil chamber is provided on the left side thereof. When the oil pressure in the oil chamber is large enough, the outer clutch piston (3.4) and the outer clutch thrust bearing (3.5) are pushed to the right, thereby pushing the outer clutch actuator disc (4.20) to the right, pressing the outer clutch partition plate (4.17) and the outer clutch friction plate (4.16), so that the outer clutch is engaged and torque is transmitted; accordingly, when the oil pressure in the oil chamber decreases, the outer clutch spring disc (4.19) pushes the outer clutch actuator disc (4.20) to the left, thereby pushing the outer clutch thrust bearing (3.5) and the outer clutch piston (3.4) to the left, thereby separating the outer clutch and interrupting torque transmission.

5. The electric vehicle two-speed gearbox with a dual clutch according to claim 1, characterized in that: The inner clutch partition plate (4.3) and the inner clutch friction plate (4.4) form a friction pair of the inner clutch; the inner clutch partition plate (4.3) is movably connected to the inner clutch outer shell (4.1) via a spline; and the inner clutch friction plate (4.4) is movably connected to the inner clutch inner shell (4.6) via a spline.

6. The electric vehicle two-speed gearbox using a dual clutch according to claim 5, characterized in that: When the inner clutch actuator disc (4.22) overcomes the spring force of the inner clutch spring disc (4.23) and thereby presses the friction pair of the inner clutch to the right, the clutch is engaged; when the spring force of the inner clutch spring disc (4.23) pushes the inner clutch actuator disc (4.22) to the left, the clutch is disengaged.

7. The electric vehicle two-speed gearbox using a dual clutch according to claim 5, characterized in that: The inner clutch inner housing (4.6) is fixedly connected to the inner clutch hub (4.7) by welding, so that the inner clutch torque is further transmitted to the second gear input shaft (2.2) through the inner clutch inner housing (4.6) and the inner clutch hub (4.7).

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