Continuously variable transmission for a pure electric vehicle

Abstract

A continuously variable transmission for a pure electric vehicle, comprising a housing, an input shaft and an output shaft, the housing is provided with a transmission cavity, the input shaft and the output shaft respectively extend into the transmission cavity. The transmission cavity is provided with a transmission gear shift mechanism, the transmission gear shift mechanism comprises a first transmission shaft and a second transmission shaft. The first transmission shaft is provided with a first transition gear and a transmission gear. The second transmission shaft is provided with a second transition gear and a transmission bevel gear. The first transition gear and the second transition gear are in meshing connection. The input shaft is provided with an input gear, the input gear is in meshing connection with the transmission gear. The output shaft is provided with an output bevel gear, the output bevel gear side surface is in abutment with the transmission bevel gear side surface. Compared with the prior art, the application has the following beneficial effects: continuous stepless speed change can be realized, the output torque and speed can be freely adjusted according to the needs, gear shifting jerk is avoided, and the driving comfort and fuel efficiency of the vehicle are improved.

Description

Technical Field

[0001] This invention belongs to the field of electric vehicle transmission technology, and specifically relates to a continuously variable transmission (CVT) for pure electric vehicles. Background Technology

[0002] The transmission in a pure electric vehicle is a crucial power transmission device. Its main function is to convert the electric motor's rotational speed into the wheel's rotational speed, enabling the vehicle to accelerate, decelerate, and move. Currently, there are two main types of transmission technology for pure electric vehicles: single-speed transmissions and multi-speed transmissions. Single-speed transmissions are widely used in low-end pure electric vehicles due to their simple structure and low cost. Multi-speed transmissions, on the other hand, can better match different driving scenarios, improving vehicle performance and driving range, and are therefore gradually becoming the mainstream choice for high-end pure electric vehicles.

[0003] However, current pure electric vehicle transmission technology still has some shortcomings. Pure electric vehicle transmissions cannot achieve continuously variable transmissions (CVTs), meaning that during acceleration and deceleration, there may be intermittent speed changes, affecting vehicle smoothness and driving experience. Secondly, the transmission structure of pure electric vehicles is more complex, requiring higher technical costs and increasing maintenance difficulty, which also increases the owner's operating and maintenance costs.

[0004] Therefore, based on some of the situations in the prior art described above, this application has made further designs and improvements. Summary of the Invention

[0005] In view of the shortcomings of the prior art, the present invention provides a continuously variable transmission for pure electric vehicles, which can realize continuous continuously variable speed.

[0006] To solve the above-mentioned technical problems, the present invention provides the following technical solution.

[0007] A continuously variable transmission (CVT) for pure electric vehicles includes a housing, an input shaft, and an output shaft. The housing contains a transmission cavity into which the input and output shafts extend. The transmission cavity houses a transmission mechanism, which includes a first transmission shaft and a second transmission shaft. The first transmission shaft is equipped with a first intermediate gear and a transmission gear. The second transmission shaft is equipped with a second intermediate gear and a transmission conical gear. The first and second intermediate gears are meshed together. The input shaft has an input gear that meshes with the transmission gear. The output shaft has an output conical gear whose side abuts against the side of the transmission conical gear.

[0008] A first limiting member is mounted on the first drive shaft, and a first limiting groove that mates with the first limiting member is mounted on the inner wall of the transmission cavity. The first limiting groove is spirally arranged around the input shaft. A second limiting member is mounted on the second drive shaft, and a second limiting groove that mates with the second limiting member is mounted on the inner wall of the transmission cavity. The centerline of the second limiting groove is parallel to the generatrix of the point where the output conical wheel abuts against the transmission conical wheel.

[0009] The movement of the first and second drive shafts causes the drive conical wheel to move along the generatrix of the output conical wheel, resulting in a continuous change in the working radius of the output conical wheel, thus achieving stepless speed regulation.

[0010] In a preferred embodiment, an adjusting shaft is further installed inside the housing, with one end extending out of the housing. A first adjusting gear is mounted on the adjusting shaft, and the adjusting shaft is coaxially arranged with the input shaft. An adjusting seat is movably fitted onto the first transmission shaft, and a second adjusting gear, meshing with the first adjusting gear, is mounted on the adjusting seat. By rotating the adjusting shaft, the movement of the first transmission shaft can be controlled, achieving the purpose of speed change.

[0011] In a preferred embodiment, one end of the adjusting seat is provided with a limiting block, and one side of the transmission cavity is provided with a limiting groove that engages with the limiting block. The engagement of the limiting block and the limiting groove enables the adjusting seat to rotate around the input shaft, thereby controlling the first transmission shaft to move helically around the input shaft.

[0012] In a preferred embodiment, the bottom of the limiting groove is provided with a receiving cavity, into which the first drive shaft extends. The receiving cavity is used to accommodate the upper end of the first drive shaft.

[0013] In a preferred embodiment, a connector is provided between the first drive shaft and the second drive shaft. The connector is used to connect the first drive shaft and the second drive shaft, so that the first drive shaft drives the second drive shaft to move.

[0014] In a preferred embodiment, the first limiting member is provided with a first limiting protrusion, which is located in a first limiting groove. The length direction of the first limiting protrusion is consistent with its sliding direction. This prevents the first limiting member from getting stuck during sliding.

[0015] In a preferred embodiment, the second limiting member is provided with a second limiting protrusion, which is located in a second limiting groove; the length direction of the second limiting protrusion is consistent with its sliding direction. This prevents the second limiting member from getting stuck during sliding.

[0016] In a preferred embodiment, the cone angle of the output conical wheel ranges from 10° to 35°. Within this cone angle range, the transmission mechanism can ensure smooth movement, preventing the transmission conical wheel and the output conical wheel from colliding due to excessive resistance at the contact surface, thus avoiding damage to the components.

[0017] In a preferred embodiment, both the output conical wheel and the transmission conical wheel are made of frictional material to ensure the reliability and high efficiency of the transmission and reduce transmission losses caused by slippage.

[0018] Compared with existing technologies, this application has the following advantages: it can achieve continuous continuously variable transmission, freely adjust the output torque and speed as needed, ensure uninterrupted power during transmission, avoid shift jerking, and thus improve driving comfort and fuel efficiency. Furthermore, it has a compact and simple structure and is highly practical. Attached Figure Description

[0019] Figure 1 This is a three-dimensional schematic diagram of a continuously variable transmission (CVT).

[0020] Figure 2 This is a planar sectional view of a continuously variable transmission (CVT) as viewed from the front.

[0021] Figure 3 This is a planar sectional view of a continuously variable transmission (CVT) viewed from above.

[0022] Figure 4 Planar section view of the shell Figure 1 .

[0023] Figure 5 Planar section view of the shell Figure 2 .

[0024] Figure 6 This is a planar assembly drawing of the transmission structure.

[0025] Figure 7 A three-dimensional schematic diagram of the assembly of the first and second drive shafts. Detailed Implementation

[0026] The present invention will now be described in further detail with reference to the accompanying drawings and specific embodiments.

[0027] In the following embodiments, the same or similar reference numerals denote the same or similar components or components having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0028] In the description of this invention, it should be understood that terms such as center, longitudinal, transverse, length, width, thickness, upper, lower, front, rear, left, right, vertical, horizontal, top, bottom, inner, outer, clockwise, counterclockwise, etc., indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are only for the convenience of describing and simplifying the description of this invention; therefore, they should not be construed as limiting this invention. Furthermore, terms such as first, second, etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features shown. In the description of this invention, unless otherwise expressly specified and limited, terms such as installation, connection, linking, etc., should be interpreted broadly, and those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0029] refer to Figures 1 to 7 A continuously variable transmission (CVT) for pure electric vehicles includes a housing, an input shaft 2, and an output shaft 3. The housing has a transmission cavity 11, and the input shaft 2 and the output shaft 3 extend into the transmission cavity 11. The transmission cavity 11 is equipped with a transmission speed change mechanism, which includes a first transmission shaft 4 and a second transmission shaft 5.

[0030] The transmission path of this application is as follows: input shaft 2 (input gear 21) – first transmission shaft 4 (transmission gear 42 and first transition gear 41) – second transmission shaft 5 (second transition gear 51 and transmission conical wheel 52) – output shaft 3 (output conical wheel 31). Specifically, the first transmission shaft 4 is equipped with a first transition gear 41 and a transmission gear 42. The second transmission shaft 5 is equipped with a second transition gear 51 and a transmission conical wheel 52. The first transition gear 41 and the second transition gear 51 are meshed together. The input shaft 2 is equipped with an input gear 21, which meshes with the transmission gear 42. The output shaft 3 is equipped with an output conical wheel 31, the side of which abuts against the side of the transmission conical wheel 52.

[0031] In this application, the first drive shaft 4 is capable of spiral movement around the input shaft 2. The structure enabling this movement path is as follows: a first limiting member 43 is mounted on the first drive shaft 4; a first limiting groove 12 that mates with the first limiting member 43 is mounted on the inner wall of the transmission cavity 11; a first limiting protrusion 44 is provided on the first limiting member 43; and the first limiting protrusion 44 is located within the first limiting groove 12. The length direction of the first limiting protrusion 44 is consistent with its sliding direction. This prevents the first limiting member 43 from jamming during sliding. The first limiting groove 12 is spirally arranged around the input shaft 2, allowing the first drive shaft 4 to spirally displace around the input shaft 2.

[0032] In this application, the second drive shaft 5 can move parallel to the generatrix of the output conical wheel 31 at its contact side. The structure for achieving this movement path is as follows: a second limiting member 53 is mounted on the second drive shaft 5; a second limiting groove 13 that cooperates with the second limiting member 53 is mounted on the inner wall of the transmission cavity 11; a second limiting protrusion 54 is provided on the second limiting member 53, and the second limiting protrusion 54 is located in the second limiting groove 13. The length direction of the second limiting protrusion 54 is consistent with its sliding direction, preventing the second limiting member 53 from jamming during sliding. The centerline of the second limiting groove 13 is parallel to the generatrix at the point where the output conical wheel 31 abuts against the transmission conical wheel 52, ensuring that the transmission conical wheel 52 remains in contact with the output conical wheel 31 at all times.

[0033] Specifically, a connecting member 6 is provided between the first drive shaft 4 and the second drive shaft 5. The connecting member 6 connects the first drive shaft 4 and the second drive shaft 5, allowing the first drive shaft 4 to drive the second drive shaft 5. The movement of the first drive shaft 4 and the second drive shaft 5 causes the transmission conical wheel 52 to move along the generatrix of the output conical wheel 31, resulting in a continuous change in the working radius of the output conical wheel 31, achieving stepless speed regulation.

[0034] This application also includes an adjustment mechanism that allows for the adjustment and control of the first transmission shaft 4 and the second transmission shaft 5. The structure is as follows: an adjustment shaft 7 is installed inside the housing, with one end extending out of the housing. A first adjustment gear 71 is mounted on the adjustment shaft 7, which is coaxially arranged with the input shaft 2. An adjustment seat 45 is movably fitted onto the first transmission shaft 4, and a second adjustment gear 46, meshing with the first adjustment gear 71, is mounted on the adjustment seat 45. Rotating the adjustment shaft 7 controls the movement of the first transmission shaft 4, achieving speed change. A limiting block 47 is provided at one end of the adjustment seat 45, and a limiting groove 14, which engages with the limiting block 47, is provided on one side of the transmission cavity 11. The cooperation of the limiting block 47 and the limiting groove 14 allows the adjustment seat 45 to rotate around the input shaft 2, thereby controlling the first transmission shaft 4 to move helically around the input shaft 2. A receiving cavity 15 is provided at the bottom of the limiting groove 14, into which the first transmission shaft 4 extends. The receiving cavity 15 is used to accommodate the upper end of the first transmission shaft 4.

[0035] Preferably, both the output conical wheel 31 and the transmission conical wheel 52 are made of friction-resistant material to ensure reliable and efficient transmission and reduce transmission losses caused by slippage. The cone angle of the output conical wheel 31 ranges from 10° to 35°. Within this cone angle range of the output conical wheel 31, the transmission speed change mechanism can ensure smooth movement, preventing the transmission conical wheel 52 and the output conical wheel 31 from colliding due to excessive contact surface resistance, thus avoiding damage to the components.

[0036] The stepless adjustment principle of this application is to continuously change the working radius of the output conical wheel 31 by changing the contact position between the transmission conical wheel 52 and the output conical wheel 31, thereby achieving the purpose of stepless adjustment.

[0037] The adjustment process is as follows: Rotating the adjusting shaft 7, with the cooperation of the first adjusting gear 71 and the second adjusting gear 46, the adjusting seat 45 rotates, driving the first transmission shaft 4 to rotate around the adjusting shaft 7. Simultaneously, with the cooperation of the first limiting member 43, the first transmission shaft 4 moves downwards spirally along the first limiting slide groove 12. With the cooperation of the connecting member 6 and the second limiting member 53, the first transmission shaft 4 drives the second transmission shaft 5 to move along the second limiting slide groove 13. During this process, the transmission conical wheel 52 remains in contact with the surface of the output conical wheel 31 and moves downwards, causing the working radius of the output conical wheel 31 involved in the transmission to continuously change, achieving stepless adjustment.

[0038] The scope of protection of this invention includes, but is not limited to, the above embodiments. The scope of protection of this invention is defined by the claims. Any substitutions, modifications, or improvements to this technology that are easily conceived by those skilled in the art fall within the scope of protection of this invention.

Claims

1. A continuously variable transmission for a pure electric vehicle, comprising a housing, an input shaft (2) and an output shaft (3), a transmission cavity (11) is arranged in the housing, the input shaft (2) and the output shaft (3) respectively extend into the transmission cavity (11), characterized in that, The transmission cavity (11) is equipped with a transmission speed change mechanism, which includes a first transmission shaft (4) and a second transmission shaft (5); a first transition gear (41) and a transmission gear (42) are mounted on the first transmission shaft (4); a second transition gear (51) and a transmission conical wheel (52) are mounted on the second transmission shaft (5); the first transition gear (41) and the second transition gear (51) are meshed together. The input shaft (2) is provided with an input gear (21), which meshes with the transmission gear (42); the output shaft (3) is provided with an output conical wheel (31), the side of which abuts against the side of the transmission conical wheel (52); The first transmission shaft (4) is equipped with a first limiting member (43), and the inner wall of the transmission cavity (11) is equipped with a first limiting groove (12) that cooperates with the first limiting member (43). The first limiting groove (12) is spirally arranged around the input shaft (2). The second drive shaft (5) is equipped with a second limiting member (53), and the inner wall of the transmission cavity (11) is equipped with a second limiting groove (13) that cooperates with the second limiting member (53). The center line of the second limiting groove (13) is parallel to the generatrix at the point where the output conical wheel (31) abuts against the transmission conical wheel (52). The housing is also equipped with an adjusting shaft (7), one end of which extends out of the housing; a first adjusting gear (71) is mounted on the adjusting shaft (7), and the adjusting shaft (7) is coaxially arranged with the input shaft (2); an adjusting seat (45) is movably sleeved on the first transmission shaft (4), and a second adjusting gear (46) that meshes with the first adjusting gear (71) is mounted on the adjusting seat (45). The first limiting member (43) is provided with a first limiting protrusion (44), which is located in the first limiting groove (12); the length direction of the first limiting protrusion (44) is consistent with its sliding direction; the second limiting member (53) is provided with a second limiting protrusion (54), which is located in the second limiting groove (13); the length direction of the second limiting protrusion (54) is consistent with its sliding direction.

2. The continuously variable transmission (CVT) for pure electric vehicles according to claim 1, characterized in that, The adjusting seat (45) has a limiting block (47) at one end, and the transmission cavity (11) has a limiting groove (14) that matches the limiting block (47) on one side.

3. The continuously variable transmission (CVT) for pure electric vehicles according to claim 2, characterized in that, The bottom of the limiting groove (14) is provided with a receiving cavity (15), and the first drive shaft (4) extends into the receiving cavity (15).

4. The continuously variable transmission (CVT) for pure electric vehicles according to claim 3, characterized in that, A connector (6) is connected between the first drive shaft (4) and the second drive shaft (5).

5. The continuously variable transmission (CVT) for pure electric vehicles according to claim 1, characterized in that, The cone angle of the output conical wheel (31) ranges from 10° to 35°.

6. The continuously variable transmission (CVT) for pure electric vehicles according to claim 5, characterized in that, Both the output conical wheel (31) and the transmission conical wheel (52) are made of friction material.

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