Transmission of electric vehicle

Abstract

The invention relates to an electric vehicle transmission which comprises a gear transmission system and a transmission gear shifting system. The transmission gear shifting system is characterized in that reverse gear combination and mutual switching of a neutral gear transmission path and a second gear transmission path are achieved through operation of a first shifting fork, and mutual switching of a third gear transmission path, a neutral gear, a first gear transmission path, a reverse neutral gear and a reverse first gear is achieved through operation of a second shifting fork; the two shifting forks are controlled by a double-slideway groove turntable and are connected with a large gear shifting knob to control the electric vehicle driving of a reverse first gear and a forward third gear; a sliding shaft is fixed above the middle of the front shaft and the rear shaft in the machine shell. The first shifting fork and the second shifting fork are installed on the sliding shaft in a sliding fit mode. A protruding block is arranged on a sliding sleeve of the first shifting fork and matched with the lower end of a lever, and a steel sheet fork is assembled at the upper end of the lever and matched with the reverse gear ratchet disc. The adaptive capacity of the electric vehicle transmission is improved, and the effects of saving electricity and increasing the endurance mileage are achieved.

Description

Technical Field

[0001] The present invention relates to a manual shift transmission in an electric tricycle or four-wheel vehicle drive system, and particularly to a gear shifting and speed changing device for a differential motor of a drive axle, which belongs to an electric vehicle transmission in the technical field of mechanical transmission. Background Art

[0002] In the existing manual gear shifting of the differential motor of the electric vehicle drive axle, the clutch is easily damaged during gear shifting while the vehicle is running. The transmission buffering of the motor type and electromagnetic type automatic gear shifting has not been well solved, resulting in poor driving comfort and high failure rate during gear shifting.

[0003] Generally, the driving power of an electric vehicle is mainly transmitted by adjusting the voltage and current of the input motor to change the speed of the motor. However, when the motor is adjusted to run at a low speed, the output power and torque thereof become smaller accordingly, making the electric vehicle powerless during uphill driving. During uphill driving, the current is amplified and the motor heats up, easily burning out the motor and the control system. For example, the Chinese utility model patent with the publication number CN101311578A discloses an electric vehicle drive transmission mechanism. This electric vehicle drive transmission mechanism can obtain different vehicle speeds and different torques at the same motor speed through drive transmission, thus effectively avoiding the burning out of the motor and the control system. However, if the axle of the electric vehicle is always in transmission connection with the motor rotating shaft, the motor power will inevitably decrease. On the other hand, the existing technology for the drive transmission of electric vehicles does not fully consider the actual needs of the situation, that is, it is necessary to set gears for high speed, medium speed, and low speed respectively. Even if some of them consider the needs of the above three gears, the gear change is mainly achieved through electronic control. The electronic device has a very limited torque range during long-term use and is not suitable for the needs of various road conditions. The occurrence of various faults is hard to guard against.

[0004] The above technologies cannot well solve the problems of driving comfort of the differential motor of the electric vehicle drive axle and meeting the actual needs of mountain road conditions during actual vehicle installation. This electric vehicle transmission is designed to solve the above problems. Summary of the Invention

[0005] The object of the present invention is to solve the problem that the current electric vehicle transmission technology is not suitable for climbing mountains in the application of the differential motor on the drive axle. Through a pure mechanical structure, the electric vehicle transmission not only ensures the actual needs of the electric vehicle for high speed, fast speed, slow speed, low-speed climbing and neutral gear coasting when the vehicle is empty, but also can obtain the durable load-bearing capacity of the battery, motor and transmission itself. The present invention provides an electric vehicle transmission applied to a differential motor on the drive axle, which has stable and reliable performance in shifting and speed changing, high mechanical efficiency, smooth shifting and comfortable driving. The roller ramp overrunning clutch and the rubber buffer device are adopted to solve the impact problems in transmission and shifting. In particular, the motor is matched with the corresponding load and torque to achieve shifting, which more scientifically optimizes the application of the motor's efficiency characteristics.

[0006] The above object of the present invention is achieved by the following technical solutions: An electric vehicle transmission includes a housing encapsulating engine oil, a gear transmission system, and a transmission shifting system. The gear transmission system includes a transmission driven by a double-shaft multi-speed gear; the transmission shifting system is that the first coupling sleeve realizes the mutual switching of the transmission paths through the manipulation of the first shift fork to shift gears and change speeds, and the second coupling sleeve realizes the mutual switching of the transmission paths through the manipulation of the second shift fork to shift gears and change speeds.

[0007] The gear transmission system includes a transmission driven by a double-shaft three-speed gear. The transmission shifting system is that the first coupling sleeve realizes the mutual switching of the reverse gear engagement, neutral gear and second gear transmission paths through the manipulation of the first shift fork to shift gears and change speeds, and the second coupling sleeve realizes the mutual switching of the third gear transmission path, neutral gear, first gear transmission path, reverse neutral gear and reverse first gear through the manipulation of the second shift fork to shift gears and change speeds. The electric vehicle drive for reverse first gear and forward third gear can be controlled by a large shifting knob.

[0008] The first coupling sleeve is provided with a concave ring groove for slidingly mating and assembling the first shift fork, and the second coupling sleeve is provided with a concave ring groove for slidingly mating and assembling the second shift fork. A sliding shaft is fixed in the housing above the middle position between the front axle and the rear axle. The sliding sleeves of the first shift fork and the second shift fork are respectively slidingly fitted and installed on the sliding shaft. The sliding sleeve of the first shift fork is provided with a convex block, and the left end face of the convex block is fitted with the right convex arc surface at the lower end of the lever. The middle and lower part of the left side of the lever is provided with a shaft hole and is movably connected with the fulcrum seat through a pin shaft. The lower part of the fulcrum seat is provided with a compression spring seat, and a return compression spring is assembled between the compression spring seat at the swinging part of the lower end of the lever. Or a return torsion spring is assembled at the pin shaft part to play the same role. The fulcrum seat is fixed to the bottom of the left half shell by bolts. The upper part of the fulcrum seat is provided with a convex block adapted to the stroke adjusting nut assembled at the swinging part of the upper end of the lever. A steel plate fork is fixedly assembled at the swinging end of the upper end of the lever, and the right end face of the steel plate fork is adapted to the left end face of the reverse gear ratchet disc.

[0009] The gear transmission system consists of a front axle and a rear axle arranged in parallel. On the front axle, from left to right, there are a first coupling sleeve assembled on the hub, a second-gear shifting driving gear assembled in rotational fit through a shaft step and a retaining ring, a third-gear driving gear assembled and fixed through a shaft step and a retaining ring, and a first-gear driving gear. On the rear axle, from left to right, there are a second-gear driven gear assembled and fixed through a shaft step and a retaining ring, a third-gear shifting driven gear in rotational fit, a second coupling sleeve assembled on the hub, and a first-gear shifting driven gear in rotational fit. The first-gear shifting driven gear meshes with the first-gear driving gear, the third-gear shifting driven gear meshes with the third-gear driving gear, and the second-gear driven gear meshes with the second-gear shifting driving gear. The third-gear driving gear meshes with the shaft gear of the power input shaft or the shaft gear of the motor rotating shaft. The external spline at the right end of the power input shaft is assembled and drivably connected to the spline sleeve at the left end of the motor rotating shaft. The second-gear driven gear meshes with the driven large gear, and the driven large gear is assembled and drivably connected to the small transmission shaft through a roller ramp overrunning clutch. The shaft gear on the right side of the small transmission shaft meshes with the differential large gear, and the differential large gear is drivably connected to the spline half shaft to drive the hub to output power.

[0010] A cylindrical sliding column is provided at the upper end of both the first fork and the second fork. A double-channel groove turntable that can rotate back and forth is provided at a position higher than the first fork and the second fork. A shaft rod is fixed at the center position on the upper surface of the double-channel groove turntable. The shaft rod passes through the sliding sleeve fixed on the upper surface of the machine shell and protrudes outwards. The machine shell is assembled and fixed by a left half shell and a right half shell. The semi-circular notches on the upper surface of the left half shell and the semi-circular notches on the upper surface of the right half shell are combined and assembled with a sliding sleeve having an externally protruding positioning step at the lower end. An external snap ring groove is provided at the upper end of the sliding sleeve and is assembled and fixed through a washer and an external snap ring or fixed on the machine shell by screwing a nut and a washer. An external spline is provided at the upper end of the shaft rod and is connected to the spline sleeve at the rear end of the flexible shaft. The front end of the flexible shaft is connected to the spline shaft in the middle of the large shift knob. The large shift knob can rotate back and forth by an angle of 180 degrees. Angular grooves are provided at corresponding thirteen-equal-division radian positions on the outer circle of the large shift knob and are marked with three forward gears and one reverse gear. Angular grooves are provided at corresponding thirteen-equal-division radian positions on the inner circle of the large shift knob to be adapted and positioned with the top teeth. Marks indicating the gear positions pointed by a triangular head are marked on the base on which the large shift knob is assembled, which is convenient for the driver to identify when operating the shift.

[0011] The slideway grooves of the double slideway groove turntable are provided with an outwardly convex arc-shaped bend and an inwardly convex concave arc-shaped bend relative to the perfect circle. The outwardly convex arc-shaped bend and the inwardly concave arc-shaped bend are alternately connected through the perfect circle track to form a connected slideway groove. The slide columns of the two shift forks are respectively on the two slideway grooves. The two large arc-shaped slideway grooves of the double slideway groove turntable are shaped like two semi-circles combined into a large circle. When the slide columns at the upper ends of the first shift fork and the second shift fork corresponding to the lower part are both in the neutral position, they are respectively assembled at two parts of the perfect circle of the two slideway grooves. The connection line of the centers of the upper ends of the two slide columns passes through the center of the slideway groove turntable and is parallel to the axis line of the slide shaft. When shifting up gears counterclockwise on the slideway groove of the double slideway groove turntable, they are in turn the first gear position of the second shift fork, the neutral position of the first shift fork, both shift forks are in the neutral position, the second gear position of the first shift fork, the neutral position of the second shift fork, both shift forks are in the neutral position, the third gear position of the second shift fork, the neutral position of the first shift fork. When downshifting, it rotates clockwise on the slideway groove of the double slideway groove turntable. The downshifting steps are in turn third gear, neutral gear, second gear, neutral gear, first gear. When reverse is needed, rotate clockwise, the reverse gear engagement position of the first shift fork, the reverse gear neutral position of the second shift fork, the reverse gear engagement position of the first shift fork, the first gear position of the reverse gear of the second shift fork. The slide columns of the two shift forks shift gears alternately and are interrelated to prevent gear mixing. The rotation arc of the perfect circle neutral position slideway groove is larger than the rotation angle of the outwardly convex arc-shaped bend groove, and the rotation arc of the perfect circle neutral position slideway groove is larger than the rotation angle of the inwardly concave arc-shaped bend groove, and it is transitioned through the neutral slideway. The slideway groove is provided with an outwardly convex arc-shaped bend and an inwardly convex concave arc-shaped bend relative to the perfect circle. The outwardly convex arc-shaped bend and the inwardly concave arc-shaped bend are alternately connected through the perfect circle track to form a connected slideway groove. The slide columns of the first shift fork and the second shift fork are respectively on the two slideway grooves.

[0012] The gear transmission system further includes a transmission driven by a two-shaft four-speed gear. The transmission shifting system is such that the first coupling sleeve is manipulated by the first shift fork to achieve mutual switching among the first-gear transmission path, neutral gear, and third-gear transmission path for gear shifting and speed change. Also, the second coupling sleeve is manipulated by the second shift fork to achieve mutual switching among the fourth-gear transmission path, neutral gear, and second-gear transmission path for gear shifting and speed change. The transmission shifting system has a front axle and a rear axle arranged in parallel. On the front axle, from left to right, are sequentially assembled through shaft steps and snap rings: a first-gear shifting driving gear in rotational fit, a first coupling sleeve in spline sliding fit, a third-gear shifting driving gear in rotational fit, a fourth-gear driving gear fixed by spline, and a second-gear driving gear fixed by spline. On the rear axle, from left to right, are sequentially assembled through shaft steps and snap rings: a first-gear driven gear fixed by spline, a third-gear driven gear fixed by spline, a fourth-gear shifting driven gear in rotational fit, a second coupling sleeve in spline sliding fit, and a second-gear shifting driven gear in rotational fit. The first-gear shifting driving gear meshes with the first-gear driven gear, the third-gear shifting driving gear meshes with the third-gear driven gear, the fourth-gear driving gear meshes with the fourth-gear shifting driven gear, and the second-gear driving gear meshes with the second-gear shifting driven gear. The fourth-gear driving gear meshes with the shaft gear of the power input shaft or the shaft gear of the motor rotating shaft. The external spline at the right end of the power input shaft is assembled and drivingly connected to the spline sleeve at the left end of the motor rotating shaft. The third-gear driven gear meshes with the driven large gear. The driven large gear is assembled and drivingly connected to the small transmission shaft through a roller ramp overrunning clutch. The shaft gear on the right side of the small transmission shaft meshes with the differential large gear. The differential large gear is drivingly connected to the spline half shaft and the wheel hub to output power to drive the electric vehicle.

[0013] To reduce the impact of the transmission, the driven large gear is also equipped with a rubber buffer device. At the right end of the large outer convex ring on the right end of the inner ring seat body, a plurality of right convex blocks are arranged in a circumferential pattern and assembled with the driven large gear through rubber blocks and internal circlips. At the left end of the inner convex ring at the right end of the inner circular hole of the driven large gear, a plurality of left convex blocks are arranged in a circumferential pattern. A polyurethane rubber block is assembled between each right convex block and each left convex block. The outer circular surface and the right end circular ring end face for positioning and sliding fit are provided on the outer circle of the large outer convex ring at the right end of the inner ring seat body. The inner circular surface and the left end circular ring end face for positioning and sliding fit are provided at the left end of the inner circular hole of the driven large gear. The outer circular surface for positioning and sliding fit on the right side of the right convex block of the inner ring seat body is in sliding fit with the inner circular surface of the inner convex ring at the right end of the inner circular hole of the driven large gear. The right end face of the inner convex ring is in sliding contact with the wear-resistant retaining ring. The right end face of the wear-resistant retaining ring is in contact and positioning with the external circlip. The external circlip is assembled on the external circlip groove at the right end part of the inner ring seat body. The left part of the inner ring seat body is that the inner ring is assembled with the outer ring seat body through rollers. On the small transmission shaft, from left to right, are sequentially assembled a reverse ratchet disc, a small tower spring, a concave ring spring seat, an external circlip, a retaining ring, an inner ring seat body, a wear-resistant ring, and a shaft gear. The reverse ratchet disc is in axial sliding fit with the external spline at the left end of the small transmission shaft through a spline hole. The left end face of the reverse ratchet disc is in fit with the steel sheet fork. Or a reverse jaw clutch disc is used and then meshed with the jaw teeth at the left end of the driven large gear.

[0014] The concave ring spring seat is provided with a left end face of the concave ring for the spring seat to bear force and a right end face of the inner circle for the external snap ring to bear force and be positioned. The inner circle surface on the right side of the right end face of the inner circle is adapted to the outer circle edge of the opening part of the external snap ring, which can control the opening of the external snap ring and prevent it from falling off. The external snap ring can be assembled with two overlapped and oppositely opened ones. The inner circle surface can be provided with two inner convex teeth adapted to the opening of the external snap ring. The combined sleeve described above is a spline type combined sleeve or a jaw type combined sleeve.

[0015] The rotation axis lines of the power input shaft, the front shaft, the rear shaft, the small transmission shaft and the differential large gear are distributed on the same parting surface. The power input shaft includes an external single motor rotating shaft.

[0016] A first combined sleeve is axially slidably fitted on the left part of the front shaft through a spline drum. On the left side of the first combined sleeve is a first gear shift driving gear that can be rotatably and slidably fitted. The right end of the first gear shift driving gear is provided with a gear ring adapted to the first combined sleeve to achieve transmission connection. On the right side of the first combined sleeve is a third gear shift driving gear that can be rotatably and slidably fitted. The left end of the third gear shift driving gear is provided with a gear ring adapted to the first combined sleeve to achieve transmission connection. A fourth gear driving gear and a second gear driving gear are fixedly assembled on the right part of the front shaft through splines, shaft steps and retaining rings.

[0017] A first gear driven gear and a third gear driven gear are fixedly assembled on the left part of the rear shaft through splines, shaft steps and retaining rings. A second combined sleeve is axially slidably fitted on the right part of the rear shaft through a spline drum. On the left side of the second combined sleeve is a fourth gear shift driven gear that can be rotatably and slidably fitted. The right end of the fourth gear shift driven gear is provided with a gear ring adapted to the second combined sleeve to achieve transmission connection. On the right side of the second combined sleeve is a second gear shift driving gear that can be rotatably and slidably fitted. The left end of the second gear shift driving gear is provided with a gear ring adapted to the second combined sleeve to achieve transmission connection.

[0018] A concave ring groove is provided in the middle of the outer circle of the first combined sleeve for slidably fitting a first fork. A concave ring groove is provided in the middle of the outer circle of the second combined sleeve for slidably fitting a second fork. A sliding shaft is fixed on the machine case at a position above the middle of the front shaft and the rear shaft. The first fork and the second fork are respectively slidably fitted on the sliding shaft.

[0019] Both the upper ends of the first shift fork and the second shift fork are provided with cylindrical sliding columns. At a position on the housing higher than the first shift fork and the second shift fork, there is a reciprocally rotatable slideway groove turntable. In the middle position on the upper surface of the slideway groove turntable, a shaft rod is fixed. The shaft rod protrudes outwards through the hole on the upper surface of the housing. An externally splined driven bevel gear is assembled on the upper end of the shaft rod. The driven bevel gear meshes with the driving bevel gear. The driven bevel gear is the same as the driving bevel gear and can achieve synchronous rotation. The driving bevel gear is assembled and connected through the rear end of the telescopic connecting rod. The front end of the telescopic connecting rod is in transmission connection with the cap-shaped large shift knob. The telescopic connecting rod can be in transmission connection through axially sliding splines. The large shift knob rotates back and forth through an arc of 180 degrees. The large shift knob is marked with five gear positions at corresponding equally divided arc positions and is positioned by a top ball.

[0020] To save effort in operation, the number of teeth of the driven bevel gear can be twice that of the driving bevel gear. The driving bevel gear is assembled and connected through the rear end of the telescopic connecting rod. The front end of the telescopic connecting rod is in transmission connection with the cap-shaped large shift knob. The telescopic connecting rod can be in transmission connection through axially sliding splines. The large shift knob rotates back and forth through 360 degrees. The large shift knob is marked with four gear positions at corresponding equally divided arc positions and is positioned by a top tooth. The top tooth is arranged inside the large shift knob and cooperates with the angular grooves arranged on the inner circumference of the large shift knob. It can cooperate with three equally arranged top teeth. On the base for assembling the large shift knob, there are marks with a triangular head pointing to the gear positions. Concave grooves corresponding to the gear position identifications are distributed on the outer circumference of the large shift knob and are adapted to the triangular marks. When the driver operates the shift, the gear position can be selected conveniently and accurately.

[0021] When the slideway groove turntable is below and the first shift fork and the second shift fork are both in the neutral position, the sliding columns at their upper ends are respectively assembled in two circular parts of the slideway groove. The slideway groove is provided with an outwardly protruding outer convex arc-shaped bend and an inwardly protruding inner concave arc-shaped bend relative to the circle. The outer convex arc-shaped bend and the inner concave arc-shaped bend are connected in series through the circular path to form an integrally connected slideway groove. The slideway groove can be a closed-loop connection. The sliding columns at the upper ends of the first shift fork and the second shift fork are respectively sleeved in the slideway groove.

[0022] The double slideway groove turntable and the slideway groove turntable can also achieve shifting through a worm and worm gear drive on the outer circle. The worm is assembled in the housing and its left end protrudes out of the housing and is in transmission connection with the rear end of the flexible shaft. The front end of the flexible shaft is in transmission connection with the worm and worm gear for displaying the gear position. The worm for displaying the gear position is then assembled with the large shift knob. It can make the transmission capacity of the flexible shaft meet the needs of shifting.

[0023] The said transmission and shift system can also operate the retractable and rotatable first connecting rod and second connecting rod through the first control handle, second control handle, T-shaped slide plate, and interlock frame. The front end parts of the first connecting rod and the second connecting rod are respectively rotatably fitted and assembled in two socket holes on the vehicle frame. The lower end lug of the lower slide rod of the first control handle is assembled in the middle of the double lugs at the front end of the first connecting rod through a pin shaft. The T-shaped slide plate is fixed on the vehicle frame. The lower slide rod of the first control handle passes through the first slide hole of the T-shaped slide plate and the hole of the interlock frame. The lower slide rod of the second control handle passes through the second slide hole of the T-shaped slide plate and fixes the interlock frame. The interlock frame is arranged in the lower clearance of the T-shaped slide plate and is parallel. The lower end lug of the lower slide rod of the second control handle is assembled in the middle of the double lugs at the front end of the second connecting rod through a pin shaft. The second connecting rod is arranged below the first connecting rod.

[0024] The first connecting rod and the second connecting rod respectively swing back and forth to operate the first slide rod and the second slide rod. The rear ends of the first connecting rod and the second connecting rod are respectively supported and rotatably fitted through two socket holes of the brackets fixed on the machine shell. Universal joints can be respectively arranged at the rear end parts of the first connecting rod and the second connecting rod. The first connecting rod is arranged above the second connecting rod and does not contact. The rear end ends of the first connecting rod and the second connecting rod are respectively fixed with a first rotating arm and a second rotating arm. The fork openings at the lower ends of the first rotating arm and the second rotating arm are respectively fork-shaped on the concave ring grooves assembled and fixed on the first slide rod and the second slide rod. The right ends of the first slide rod and the second slide rod respectively extend into the machine shell and are assembled and fixed with the upper parts of the first shift fork and the second shift fork sliding sleeves. The sliding sleeves of the first shift fork and the second shift fork are respectively slidably fitted on both sides of the slide shaft. The two ends of the slide shaft are assembled on the machine shell. The first shift fork and the second shift fork on the slide shaft respectively operate the first clutch sleeve and the second clutch sleeve to realize shift drive. The first clutch sleeve is operated by the first control handle for the first gear and the third gear. The second clutch sleeve is operated by the second control handle for the fourth gear and the second gear. The sliding rod of the first control handle is assembled in the first slide way of the T-shaped slide plate. The sliding rod of the second control handle is assembled in the second slide way of the T-shaped slide plate. The T-shaped slide plate is marked with the positions of the no-load high-speed fourth gear, fast third gear, slow second gear, low-speed climbing first gear, and neutral gear, thus realizing gear shifting similar to the manual gear mode of an automobile and covering the gear requirements for various road conditions. It has the characteristics of simple operation, convenient gear shifting, safety and reliability.

[0025] The middle connecting slideway of the first slideway and the second slideway of the T-shaped slideway plate is a neutral slideway. The length of the long side of the rectangular hole of the interlocking frame is equal to the length of the first slideway or the second slideway. The length of the short side of the rectangular hole of the interlocking frame is five to fifteen millimeters less than the minimum distance between the first slideway and the second slideway. The sliding rod of the second control handle is fixed at the concave part in the middle of the long side of the rectangular hole of the interlocking frame. When the first control handle operates the first engaging sleeve to engage in the first gear, the first control handle can further operate the reverse gear clutch. The first swing arm is pushed forward to the first gear by the action of the spring, and the spring can be further compressed to obtain an effective stroke for pushing the reverse gear clutch.

[0026] Compared with the prior art, the beneficial effects of the electric vehicle transmission of the present invention are as follows: 1. With a single motor drive, pure mechanical control, non-electric control, and non-hydraulic control method, the speed change of four-speed drive and three-speed drive of the electric vehicle is realized, with a larger speed ratio range, stronger climbing ability, longer endurance time, and more power saving.

[0027] 2. The rubber buffer device and the roller ramp overrunning clutch are used in combination for shifting, solving the problem of deceleration and reverse pulling. The vehicle can also slide during driving, reducing the impact strength of components during shifting transmission, being convenient to operate and power saving.

[0028] 3. Under the condition of normal operation and driving of the electric vehicle, compared with the prior art, it reduces the harm of large current to the motor, protects the battery and the controller, makes the electric vehicle durable, and reduces the use cost. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1 It is a schematic diagram of the four-speed transmission of the electric vehicle according to the first embodiment of the present invention.

[0030] Figure 2 It is a schematic diagram of the interlocking frame, the T-shaped slideway plate and the slide rod in the neutral position.

[0031] Figure 3 It is a schematic diagram of the interlocking frame, the T-shaped slideway plate and the slide rod in the second gear.

[0032] Figure 4 It is Figure 3 a schematic diagram of the structural principle.

[0033] Figure 5 It is an exploded view of the large driven gear and the inner ring seat body assembled with rubber blocks.

[0034] Figure 6 It is Figure 5 a left view.

[0035] Figure 7 It is a schematic diagram of the first shift fork and the second shift fork.

[0036] Figure 8 It is a schematic diagram of the control principle of the slideway groove turntable, the first fork and the second fork.

[0037] Figure 9 It is a schematic diagram of the slideway groove turntable in the first gear position.

[0038] Figure 10 It is a schematic diagram of the slideway groove turntable in the second gear position.

[0039] Figure 11 It is a schematic diagram of the slideway groove turntable in the third gear position.

[0040] Figure 12 It is a schematic diagram of the large shift knob and the top tooth positioning.

[0041] Figure 13 It is a schematic diagram of the large shift knob and the gear marking.

[0042] Figure 14 It is a schematic diagram of the three-speed transmission of the electric vehicle according to the second embodiment of the present invention.

[0043] Figure 15 It is a schematic diagram of the double slideway groove turntable in the reverse first gear position.

[0044] Figure 16 It is a schematic diagram of the double slideway groove turntable in the first gear position.

[0045] Figure 17 It is a schematic diagram of the double slideway groove turntable in the second gear position.

[0046] Figure 18 It is a schematic diagram of the large shift knob in the first gear marking.

[0047] In the figure: 1. pinion shaft, 2. differential gear, 3. outer ring seat body, 4. thrust cage, 5. driven gear, 6. inner ring seat body, 7. reverse ratchet disc, 8. concave ring spring seat, 9. small tower spring, 10. first gear driven gear, 11. rear axle, 12. third gear driven gear, 13. fourth gear shift driven gear, 14. second gear shift driven gear, 15. external snap ring, 16. second coupling sleeve, 17. first gear shift driving gear, 18. front axle, 19. external snap ring, 20. first coupling sleeve, 21. third gear shift driving gear, 22. fourth gear driving gear, 23. second gear driving gear, 24. power input shaft, 25. second control lever, 26. interlock box, 27. first control lever, 28. cross-shaped slide plate, 29. first slideway, 30. second slideway, 31. second handle, 32. first handle, 33. inner ring, 34. rubber block, 35. large inner circular surface, 36. left convex block, 37. small inner circular surface, 38. left end circular ring surface, 39. right convex block, 40. external snap ring groove, 41. ratchet teeth, 42. second coupling sleeve, 43. second sliding column, 44. sliding sleeve, 45. first coupling sleeve, 46. first sliding column, 47. slideway groove turntable, 48. first gear position, 49. third gear position, 50. second gear position, 51. fourth gear position, 52. neutral position, 53. large knob, 54. top teeth, 55. mark, 56. sliding shaft, 57. lever, 58. support, 59. travel bolt, 60. return compression spring, 61. first gear shift driven gear, 62. first gear driving gear, 63. second gear driving gear, 64. second gear shift driving gear, 65. double slideway groove turntable, 66. reverse gear position, 67. second gear position, 68. first gear position, 69. third gear position, 70. reverse first gear position, 71. shift large knob. Detailed implementation mode

[0048] As Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 5 and Figure 6 shown, Figure 1 is the four-speed transmission of the electric vehicle in the first embodiment of the present invention, which can be assembled on the drive axle of a four-wheel electric vehicle with a power of less than five kilowatts.

[0049] It includes a housing for encapsulating engine oil, a gear transmission system, and a transmission shifting system. The transmission shifting system manipulates the first connecting rod and the second connecting rod that can be telescoped and rotated through the first operating handle 32, the second operating handle 31, the T-shaped slide plate 28, and the interlock frame 26. The front end parts of the first connecting rod and the second connecting rod are respectively rotatably fitted and assembled in two socket holes on the vehicle frame. The lower end lug of the lower slide rod 27 of the first operating handle is assembled in the middle of the double lugs at the front end of the first connecting rod through a pin shaft. The T-shaped slide plate 28 is fixed on the vehicle frame. The slide rod at the lower part of the first operating handle passes through the first slide hole 29 of the T-shaped slide plate and the hole of the interlock frame. The slide rod 25 at the lower part of the second operating handle passes through the second slide hole 30 of the T-shaped slide plate and fixes the interlock frame 26. The interlock frame is arranged in the lower gap of the T-shaped slide plate in clearance fit and parallel. The lower end lug of the lower slide rod 25 of the second operating handle 31 is assembled in the middle of the double lugs at the front end of the second connecting rod through a pin shaft. The second connecting rod is arranged below the first connecting rod.

[0050] The first connecting rod and the second connecting rod respectively swing back and forth to manipulate the first slide rod and the second slide rod. The rear ends of the first connecting rod and the second connecting rod are respectively supported and rotatably fitted through two socket holes fixed on the housing bracket. A universal joint is respectively arranged at the rear end parts of the first connecting rod and the second connecting rod. The first connecting rod is arranged above the second connecting rod and does not contact. The rear end ends of the first connecting rod and the second connecting rod respectively fix the first rotating arm and the second rotating arm. The fork openings at the lower ends of the first rotating arm and the second rotating arm are respectively fork-shaped on the concave ring grooves where the first slide rod and the second slide rod are assembled and fixed. The right ends of the first slide rod and the second slide rod respectively extend into the housing and are assembled and fixed with the upper parts of the first shift fork and the second shift fork sleeve. The shift fork sleeves of the first shift fork and the second shift fork are respectively slidably fitted and assembled on both sides of the slide shaft. The two ends of the slide shaft are assembled on the housing. The first shift fork and the second shift fork on the slide shaft respectively manipulate the first coupling sleeve 20 and the second coupling sleeve 16 to achieve shift drive. The first coupling sleeve 20 is manipulated by the first operating handle 32 for the first gear and the third gear. The second coupling sleeve 16 is manipulated by the second operating handle 31 for the fourth gear and the second gear. The sliding rod 27 of the first operating handle is assembled in the first slide way 29 of the T-shaped slide plate. The sliding rod 25 of the second operating handle is assembled in the second slide way of the T-shaped slide plate. The T-shaped slide plate is marked with the positions of the fourth gear for idling at high speed, the third gear for fast speed, the second gear for slow speed, the first gear for low-speed climbing, and the neutral gear, thus realizing a gear shift similar to the manual gear mode of an automobile and covering the gear requirements for various road conditions. It has the characteristics of simple operation, convenient gear shifting, safety and reliability.

[0051] The intermediate connecting slideway between the first slideway and the second slideway of the e-shaped slideway plate is a neutral slideway. The length of the long side of the rectangular hole of the interlocking frame is equal to the length of the first slideway, and the length of the short side of the rectangular hole of the interlocking frame is ten millimeters shorter than the minimum distance between the first slideway and the second slideway. The sliding rod 25 of the second control handle is welded and fixed at the concave part in the middle of the long side of the upper part of the rectangular hole of the interlocking frame 26.

[0052] To reduce the impact of transmission, the driven large gear 5 is equipped with a rubber buffer device. Six right convex blocks 39 are arranged in a circular pattern at the right end circumference of the large circular outer convex ring at the right end of the inner ring seat body 6. The driven large gear is assembled through rubber blocks and internal circlips. Six left convex blocks 36 are arranged in a circular pattern at the left end circumference of the inner convex ring at the right end of the inner circular hole of the driven large gear. A polyurethane rubber block 34 is assembled between each right convex block and each left convex block. The outer circular surface and the right end circular ring end face for positioning and sliding fit are provided on the outer circle of the large circular outer convex ring at the right end of the inner ring seat body. The inner circular surface 35 and the left end circular ring end face 38 for positioning and sliding fit are provided at the left end of the inner circular hole of the driven large gear. The outer circular surface for positioning and sliding fit is provided on the right side of the right convex block of the inner ring seat body and slides in fit with the inner circular surface of the inner convex ring 37 at the right end of the inner circular hole of the driven large gear. The right end face of the inner convex ring is in sliding contact fit with the wear-resistant retaining ring. The right end face of the wear-resistant retaining ring is in contact and positioned with the external circlip. The external circlip is assembled on the external circlip groove 40 at the right end part of the inner ring seat body. The left part of the inner ring seat body is the inner ring 33. The inner ring is assembled with the outer ring seat body 3 through rollers, thrust retainers 4, and tension springs. The reverse gear ratchet disc 7, small tower spring 9, concave ring spring seat 8, external circlip, and wear-resistant ring are sequentially assembled on the small transmission shaft 1 from left to right. The inner ring seat body 6, wear-resistant ring, and spline are assembled and fixed with the outer ring seat body 3 and shaft gear. The reverse gear ratchet disc 7 is axially slidably fitted with the external spline at the left end of the small transmission shaft through a spline hole. The ratchet ring at the right end of the reverse gear ratchet disc 7 is adapted to the ratchet 41 ring at the left end of the driven large gear to realize the engagement and disengagement of reverse drive. The left end face of the reverse gear ratchet disc is fitted with the steel sheet fork, and the steel sheet fork is fitted with the reverse gear control device.

[0053] The rotation axis lines of the power input shaft 24, front axle, rear axle, small transmission shaft, and differential large gear 2 are distributed on the same parting surface. The first coupling sleeve 20 is axially slidably fitted on the left part of the front axle through a spline drum. The first gear shift driving gear 17 that can rotate and slide is on the left side of the first coupling sleeve. The right end of the first gear shift driving gear is provided with a gear ring that is adapted to the first coupling sleeve to realize transmission connection. The third gear shift driving gear 21 that can rotate and slide is on the right side of the first coupling sleeve. The left end of the third gear shift driving gear is provided with a gear ring that is adapted to the first coupling sleeve to realize transmission connection. The fourth gear driving gear 22 and the second gear driving gear 23 are assembled and fixed on the right part of the front axle through splines, shaft steps, and retaining rings.

[0054] The first-gear driven gear 10 and the third-gear driven gear 12 are fixed on the left side of the rear axle 11 by spline assembly, and the second coupling sleeve 16 is assembled on the right side of the rear axle by axial sliding fit of the spline drum. The left side of the second coupling sleeve is the fourth-gear shift driven gear 13 that can be rotatably and slidably fitted. The right end of the fourth-gear shift driven gear is provided with a gear ring that is adapted to the second coupling sleeve to achieve transmission connection. The right side of the second coupling sleeve is the second-gear shift driving gear 14 that can be rotatably and slidably fitted. The left end of the second-gear shift driving gear is provided with a gear ring that is adapted to the second coupling sleeve to achieve transmission connection.

[0055] The transmission shift system includes a front axle 18 and a rear axle 11 arranged in parallel. The front axle is positioned and assembled with a first gear shift driving gear 17, a first coupling sleeve 20, a third gear shift driving gear 21, a fourth gear driving gear 22, and a second gear driving gear 23 in sequence from left to right through an axle step and an external retaining ring. The rear axle 11 is positioned and assembled with a first gear driven gear 10, a third gear driven gear 12, a fourth gear shift driven gear 13, a second coupling sleeve 16, and a second gear shift driven gear 14 in sequence from left to right through an axle step and a retaining ring. The first gear shift driving gear meshes with the first gear driven gear, and the third gear driven gear meshes with the fourth gear driven gear. The shift driving gear is meshed with the third gear driven gear, the fourth gear driving gear is meshed with the fourth gear shift driven gear, the second gear driving gear is meshed with the second gear shift driven gear, the fourth gear driving gear is meshed with the shaft gear of the power input shaft 24, the external spline at the right end of the power input shaft is assembled and connected with the spline sleeve at the left end of the motor rotating shaft, the third gear driven gear is meshed with the driven large gear 5, the driven large gear is assembled and connected with the small transmission shaft 1 through the roller ramp overrunning clutch, the shaft gear on the right side of the small transmission shaft is meshed with the differential large gear 2, and the differential large gear is connected with the spline half shaft and the wheel hub to output power to drive the electric vehicle to travel.

[0056] In order to ensure smooth gear shifting and easy operation, gear shifting can be achieved by rotating the large gear shift knob forward and backward.

[0057] like Figure 1 , Figure 7 , Figure 8 , Figure 9 , Figure 10 , Figure 11 , Figure 12 and Figure 13 As shown, the first coupling sleeve has a concave annular groove in the middle of its outer circle for slidingly fitting the first shift fork 45, and the second coupling sleeve has a concave annular groove in the middle of its outer circle for slidingly fitting the second shift fork 42. A sliding shaft is fixed in the housing at the middle and upper position between the front shaft and the rear shaft, and the sliding sleeve of the first shift fork and the sliding sleeve 44 of the second shift fork 42 are respectively slidably fitted on the sliding shaft.

[0058] The upper ends of the first shift fork and the second shift fork are provided with cylindrical sliding columns. A reciprocally rotatable slideway groove turntable 47 is provided in the housing at a position higher than the first shift fork and the second shift fork. A shaft rod is fixed at the center of the upper surface of the slideway groove turntable. The shaft rod passes through the hole in the upper surface of the housing and protrudes outward. An externally splined bevel gear is assembled at the upper end of the shaft rod. The driven bevel gear meshes with the driving bevel gear. In order to save operation effort, the number of teeth of the driven bevel gear is 1.5 times that of the driving bevel gear. The driving bevel gear is assembled and connected through the rear end of a telescopic connecting rod. The front end of the telescopic connecting rod is in transmission connection with a cap-shaped large shift knob. The telescopic connecting rod can be in transmission connection through an axially sliding spline. The large shift knob 53 rotates reciprocally through an arc of 280 degrees. The large shift knob is marked with four gear positions at corresponding nine-equal-division arc positions and is positioned by a top tooth 54. A mark 55 indicating the gear position with a triangular head is marked on the base for assembling the large shift knob, which is convenient for the driver to identify when operating the shift.

[0059] When the sliding columns 46 at the upper end of the first shift fork 45 and the sliding columns 43 at the upper end of the second shift fork 42 corresponding to the lower part of the slideway groove turntable 47 are both in the neutral position, they are respectively assembled at two circular parts of the slideway groove. The connecting line of the centers at the upper ends of the two sliding columns passes through the center of the slideway groove turntable 47. On the slideway groove of the slideway groove turntable 47, when shifting up gears counterclockwise, they are successively the first gear position 48 of the first shift fork, the neutral position of the second shift fork, both shift forks are in the neutral position, the second gear position 50 of the second shift fork, the neutral position of the first shift fork, both shift forks are in the neutral position, the third gear position 49 of the first shift fork, the neutral position 52 of the second shift fork, both shift forks are in the neutral position, the fourth gear position 51 of the second shift fork, the neutral position of the first shift fork. When shifting back gears, when rotating clockwise on the slideway groove of the slideway groove turntable 47, the gears are successively downshifted. The downshifting steps are successively the fourth gear, the neutral gear, the third gear, the neutral gear, the second gear, the neutral gear, the first gear. The sliding columns of the two shift forks shift gears alternately and are interrelated to prevent gear mixing. The rotation arc degree of the circular neutral position slideway groove is larger than the rotation angle degree of the outward convex arc-shaped bend groove, and the rotation arc degree of the circular neutral position slideway groove is larger than the rotation angle degree of the inward concave arc-shaped bend groove.

[0060] The slideway groove is provided with an outward convex arc-shaped bend protruding relative to the circle and an inward concave arc-shaped bend protruding inward. The outward convex arc-shaped bend and the inward concave arc-shaped bend are connected in series through a circular path to form an integrally connected slideway groove.

[0061] As Figure 7 、 Figure 14 、 Figure 15 、 Figure 16 、 Figure 17 and Figure 18 shown, Figure 14 Figure [X] is the second embodiment of the three-speed transmission of the electric vehicle of the present invention, which can be assembled on the drive axle of a three-wheeled electric vehicle with a power of less than three kilowatts.

[0062] It includes a housing encapsulating engine oil, a gear transmission system, and a transmission shifting system. The gear transmission system is a transmission driven by a two-shaft three-speed gear. The transmission shifting system is such that the first engaging sleeve realizes the mutual switching of the reverse gear engagement, neutral gear, and second-gear transmission path through a fork operating device to shift gears and change speeds, and the second engaging sleeve realizes the mutual switching of the third-gear transmission path, neutral gear, first-gear transmission path, reverse neutral gear, and reverse first gear through a fork operating device to shift gears and change speeds.

[0063] The gear transmission system has a front axle 18 and a rear axle 11 arranged in parallel. On the front axle, from left to right in sequence, there are a first engaging sleeve 20 assembled on the hub, a second-gear shifting driving gear 64 rotationally and fittingly assembled through a shaft step and a retaining ring, a third-gear driving gear 63 assembled and fixed through a shaft step and a retaining ring, and a first-gear driving gear 62. On the rear axle, from left to right in sequence, there are a second-gear driven gear assembled and fixed through a shaft step and a retaining ring, a rotationally fitting third-gear shifting driven gear, a second engaging sleeve 16 assembled on the hub, and a rotationally fitting first-gear shifting driven gear 61. The first-gear shifting driven gear 61 meshes with the first-gear driving gear 62, the third-gear shifting driven gear meshes with the third-gear driving gear 63, the second-gear driven gear meshes with the second-gear shifting driving gear 64, the third-gear driving gear meshes with the shaft gear of the power input shaft 24. The external spline at the right end of the power input shaft is assembled and drivingly connected with the spline sleeve at the left end of the motor rotating shaft. The second-gear driven gear meshes with the driven large gear 5. The driven large gear is drivingly connected with the small transmission shaft 1 through a roller ramp overrunning clutch. The shaft gear on the right side of the small transmission shaft meshes with the differential large gear 2. On the small transmission shaft, from left to right in sequence, there are assembled a reverse gear ratchet disc 7, a small tower spring 9, a concave ring spring seat 8, an external snap ring, a wear-resistant ring, an inner ring seat body 6, a wear-resistant ring, a spline-fittingly assembled and fixed outer ring seat body and a shaft gear. The reverse gear ratchet disc 7 is axially slidably fitted with the external spline at the left end of the small transmission shaft through a spline hole. The ratchet ring at the right end of the reverse gear ratchet disc 7 is adapted to the ratchet ring at the left end of the driven large gear 5 to realize the engagement and separation of reverse driving. The left end face of the reverse gear ratchet disc is fitted with a steel sheet fork, and the steel sheet fork is assembled with the upper end of a lever. The differential large gear 2 is drivingly connected with a spline half shaft and then drives the hub to output power.

[0064] The first engaging sleeve 20 is provided with a concave annular groove for slidably fitting and assembling the first shift fork 45, and the second engaging sleeve 16 is provided with a concave annular groove for slidably fitting and assembling the second shift fork 42. Inside the housing, a sliding shaft is fixed at a position above the middle of the front shaft and the rear shaft. The sliding sleeves of the first shift fork and the sliding sleeve 44 of the second shift fork 42 are respectively slidably fitted and installed on the sliding shaft 56. A convex block is provided on the sliding sleeve of the first shift fork 45, and the left end face of the convex block is fitted with the right convex arc surface at the lower end of the lever 57. A shaft hole is provided on the left side of the middle and lower part of the lever and is movably connected to the fulcrum seat 58 through a pin shaft. A compression spring seat is provided at the lower part of the fulcrum seat, and a return compression spring 60 is assembled with the compression spring seat at the swinging part of the lower end of the lever. The fulcrum seat is fixed to the bottom of the left half housing by bolts. A convex block is provided at the upper part of the fulcrum seat and is adapted to the stroke adjustment nut 59 assembled at the swinging part of the upper end of the lever. A steel sheet fork is fixedly assembled at the swinging end of the upper end of the lever, and the right end face of the steel sheet fork is adapted to the left end face of the reverse gear ratchet disc 7.

[0065] Cylindrical sliding columns are provided at the upper ends of the first shift fork and the second shift fork. Above the first shift fork and the second shift fork, there is a double-channel groove turntable 65 that can rotate back and forth. A shaft rod is fixed at the center position on the upper surface of the double-channel groove turntable. The shaft rod passes through the sliding sleeve fixed on the upper surface of the housing and protrudes outward. The housing is assembled and fixed by two half housings. The upper surface of the housing is combined by the semi-circular notches of the two half housings and assembled with a sliding sleeve having an outward convex positioning step at the lower end. An outer snap spring groove is provided at the upper end of the sliding sleeve, and it is assembled and fixed through a washer and an outer snap spring or fixed on the housing by screwing a nut and a washer. An external spline is provided at the upper end of the shaft rod and is connected to the spline sleeve at the rear end of the flexible shaft. The front end of the flexible shaft is connected to the spline shaft in the middle of the large shift knob. The large shift knob 71 can rotate back and forth by an angle of 180 degrees. The large shift knob is marked with three gear positions at corresponding thirteen-equal-division radian positions and is positioned by a top tooth. A mark 55 indicating the gear position with a triangular head is marked on the base for assembling the large shift knob, which is convenient for the driver to identify when operating the shift.

[0066] The two large circular arc-shaped slide grooves of the double-slide groove turntable 65 resemble two semi-circles combined into a large circle. When the slide posts 46 at the upper end of the first fork 45 and the slide post 43 at the upper end of the second fork 42 corresponding to it are both in the neutral position, they are respectively assembled at two circular parts of the two slide grooves. The connection line of the centers at the upper ends of the two slide posts passes through the center of the slide groove turntable. When shifting up counterclockwise on the slide groove of the double-slide groove turntable 65, it is in turn the slide post 43 of the second fork in the first gear position, the slide post 46 of the first fork in the neutral position 52. When both forks are in the neutral position, the slide post 46 of the first fork is in the second gear position 67, the slide post 43 of the second fork is in the neutral position. When both forks are in the neutral position, the slide post of the second fork is in the third gear position 69, and the slide post of the first fork is in the neutral position. When shifting back, it shifts down in turn clockwise on the slide groove of the double-slide groove turntable 65. The downshift steps are in turn the third gear, neutral, second gear, neutral, first gear. When reverse is needed, rotate clockwise, the first fork is in the reverse engagement position 66, the second fork is in the reverse neutral position, and the second fork is in the reverse first gear position 70. The slide posts of the two forks shift gears alternately and are interrelated to prevent gear mixing. The rotation arc degree of the circular neutral position slide groove is larger than that of the outward convex arc-shaped bend groove, and the rotation arc degree of the circular neutral position slide groove is larger than that of the inward concave arc-shaped bend groove, and it is transitioned through the neutral slide groove.

[0067] The slide groove is provided with an outward convex arc-shaped bend and an inward convex concave arc-shaped bend relative to the circular shape. The outward convex arc-shaped bend and the inward concave arc-shaped bend are alternately connected through the circular path to form a connected slide groove. The slide posts of the two forks are respectively on the two slide grooves.

[0068] The speed change principle and operation process of the electric vehicle transmission of the present invention are as follows: Taking the assembly and use of the electric tricycle rear axle of the electric vehicle transmission shifted by a large knob as an example, as Figure 1 、 Figure 5 、 Figures 6 to 13 shown, it belongs to an electric vehicle transmitter with manual four gears. When starting before the vehicle starts, it runs in the first gear as Figure 1 、 Figure 9 and Figure 13 shown. The vehicle can be started to move forward by operating the acceleration handle with the right hand. When acceleration is needed, release the handle with the right hand. Due to inertia and the action of the roller ramp overrunning clutch, the vehicle can rotate the large knob counterclockwise with the right hand under the condition of not stopping. As Figure 8 shown, first return to the neutral position, continue to rotate the large knob. As Figure 10 shown, enter the second gear. Then operate the acceleration handle with the right hand to accelerate the vehicle forward. If the vehicle needs to continue to accelerate, release the handle with the right hand, and rotate the large knob counterclockwise with the right hand under the condition of not stopping. As Figure 11 shown, enter the third gear, and then operate the acceleration handle with the right hand to continue to accelerate the vehicle forward.

[0069] It is possible to decelerate and stop at each gear position. When the vehicle runs out of power, it can coast forward. When the vehicle is reversing, it can be pushed in neutral. During normal reverse operation, the reverse gear device can be manually operated to operate the reverse steel sheet fork. The steel sheet fork pushes the reverse ratchet disc 7. While the reverse ratchet disc slides to the right, forcing the small tower spring 9 to compress, it engages with the ratchet ring at the left end of the large driven gear 5. The large manual shift knob is turned to the first or second gear to achieve reverse drive.

[0070] The gear shifting and speed changing of the electric vehicle transmission of the present invention are very easy to operate. Figure 1 As shown, the first gear is in the engaged state for forward movement. A roller ramp overrunning clutch is provided, and a rubber buffer device is added, which improves the driving efficiency of the vehicle, extends the service life of components, increases the cruising range of the electric vehicle and its ability to adapt to various road conditions, and can meet the needs of society.

[0071] Although the present invention has been described above in conjunction with the accompanying drawings, the present invention is not limited to the above specific embodiments. The above specific embodiments are merely illustrative and not restrictive. Under the inspiration of the present invention, those of ordinary skill in the art can make many variations without departing from the purpose of the present invention. All of these fall within the scope of protection of the present invention.

Claims

1. An electric vehicle transmission, comprising a housing encapsulating engine oil, a gear transmission system, and a transmission shifting system; the gear transmission system comprises a transmission driven by dual-shaft multi-speed gears; the transmission shifting system is a first coupling sleeve that operates a first shift fork to realize mutual switching of transmission paths to change gears and speeds, and a second coupling sleeve that operates a second shift fork to realize mutual switching of transmission paths to change gears and speeds; Its characteristics are: The transmission shift system is that the first shift fork is operated to realize the mutual switching of the reverse gear, neutral gear and second gear transmission path to change gears and speed, and the second shift fork is operated to realize the mutual switching of the third gear transmission path, neutral gear, first gear transmission path, reverse neutral gear and reverse first gear to change gears and speed; the electric vehicle drive of reverse first gear and forward third gear is controlled by the large shift knob; The first combining sleeve is provided with a concave ring groove for slidingly fitting the first shift fork, and the second combining sleeve is provided with a concave ring groove for slidingly fitting the second shift fork; a sliding shaft is fixed inside the casing at a middle and upper position between the front axle and the rear axle, and the sliding sleeve of the first shift fork and the sliding sleeve of the second shift fork are respectively slidably fitted on the sliding shaft; a protrusion is provided on the sliding sleeve of the first shift fork, and the left end face of the protrusion cooperates with the right convex arc surface at the lower end of the lever, an axial hole is provided on the left side of the middle and lower part of the lever and is movably connected with the fulcrum seat through a pin shaft, a compression spring seat is provided at the lower part of the fulcrum seat and a return compression spring is assembled with the compression spring seat at the swinging part of the lower part of the lever, or a return torsion spring is assembled at the pin shaft part, the fulcrum seat is fixed to the bottom of the left half shell by bolts, and a protrusion is provided on the upper part of the fulcrum seat and is adapted to the stroke adjustment nut assembled at the swinging part of the upper end of the lever; a steel sheet fork is assembled and fixed at the swinging end of the upper end of the lever, and the right end face of the steel sheet fork is adapted to the left end face of the reverse gear ratchet plate; The first fork and the second fork are both provided with a cylindrical slide column at the upper end, and a double slide groove turntable that can rotate back and forth is provided at a position higher than the first fork and the second fork, and a shaft rod is fixed at the center position above the double slide groove turntable, and the shaft rod passes through the slide sleeve fixed on the casing and protrudes outward, and the casing is assembled and fixed by a left half shell and a right half shell, and the semicircular notch on the left half shell and the semicircular notch on the right half shell are combined and assembled with a slide sleeve with a convex positioning step at the lower end, and an external retaining ring groove is provided at the upper end of the slide sleeve, which is assembled and fixed by a washer and an external retaining ring or by screws It is fixed on the housing with nuts and washers. The upper end of the shaft is provided with an external spline connected to the spline sleeve at the rear end of the flexible shaft. The front end of the flexible shaft is connected to the spline shaft in the middle of the large shift knob. The large shift knob can rotate back and forth at an angle of 180 degrees. The outer circle of the large shift knob is provided with angular grooves at the corresponding thirteen equally divided arc positions and marked with three forward gears and one reverse gear. The inner circle of the large shift knob is provided with angular grooves at the corresponding thirteen equally divided arc positions to fit the top teeth for positioning. The base for assembling the large shift knob is marked with a triangle head pointing to the gear position. The two large arc-shaped slide grooves of the double-slide groove turntable are shaped like two semicircles combined into a large circle. When the slide column at the upper end of the first fork and the slide column at the upper end of the second fork are both in the neutral position, they are respectively assembled at two parts of the perfect circle of the two slide grooves. The line connecting the centers of the upper ends of the two slide columns passes through the center of the slide groove turntable and is parallel to the axis line of the slide shaft. The slide groove of the double-slide groove turntable rotates counterclockwise to shift up, which is the second fork in the first gear, the first fork in the neutral position, both forks in the neutral position, the first fork in the second gear, the second fork in the neutral position, both forks in the neutral position, the second fork in the third gear, and the first fork in the neutral position; when reversing, the slide groove of the double-slide groove turntable rotates clockwise Downshift in sequence; the downshifting steps are third gear, neutral gear, second gear, neutral gear, and first gear in sequence. When reversing is required, rotate clockwise, the first shift fork is in reverse gear engagement position, the second shift fork is in reverse gear neutral gear position, the first shift fork is in reverse gear engagement position, and the second shift fork is in reverse gear first gear position; the rotation arc of the perfect circle neutral gear slideway groove is larger than the rotation angle of the convex arc-shaped curved groove, and the rotation arc of the perfect circle neutral gear slideway groove is larger than the rotation angle of the concave arc-shaped curved groove; the slideway groove is provided with a convex arc-shaped curved groove convex outwardly relative to the perfect circle and a concave arc-shaped curved groove convex inwardly, the convex arc-shaped curved groove and the concave arc-shaped curved groove are alternately connected through the perfect circle to form a connected slideway groove, and the sliding posts of the first shift fork and the second shift fork are respectively on the two slideway grooves; The gear transmission system is a front axle and a rear axle arranged in parallel, and the front axle is provided with a first coupling sleeve assembled with a hub, a second gear shift driving gear assembled by a shaft step and a retaining ring, a third gear driving gear and a first gear driving gear, and the rear axle is provided with a second gear driven gear assembled by a shaft step and a retaining ring, and a third gear shift driven gear, and a second coupling sleeve assembled with a hub, and a first gear shift driven gear, which are engaged with the first gear driving gear, and a third gear shift driven gear. The wheel is meshed with the third-speed driving gear, the second-speed driven gear is meshed with the second-speed shift driving gear, the third-speed driving gear is meshed with the shaft gear of the power input shaft or the third-speed driving gear is meshed with the shaft gear of the motor rotating shaft, the external spline at the right end of the power input shaft is assembled and connected with the spline sleeve at the left end of the motor rotating shaft, the second-speed driven gear is meshed with the driven large gear, the driven large gear is assembled and connected with the small transmission shaft through a roller ramp overrunning clutch, the shaft gear on the right side of the small transmission shaft is meshed with the differential large gear, and the differential large gear is transmission-connected to the spline half-shaft rear drive wheel hub to output power.

2. The electric vehicle transmission according to claim 1, characterized in that: The double slide groove turntable is provided with a worm gear transmission connection on the outer circle to realize gear shifting. The worm is assembled in the casing, and its left end protrudes from the casing and is transmission connected to the rear end of the flexible shaft. The front end of the flexible shaft is transmission connected to the worm gear displaying the gear position, and the worm displaying the gear position is then assembled with the large gear shift knob.

3. The electric vehicle transmission as claimed in claim 1, characterized in that: The transmission shift system is a front axle and a rear axle arranged in parallel, and the front axle is sequentially equipped with a first gear shift driving gear that rotates and matches, a first coupling sleeve that slides and matches with a spline, a third gear shift driving gear that rotates and matches, a fourth gear driving gear that is fixed by a spline, and a second gear driving gear that is fixed by a spline, from left to right on the rear axle through a shaft step and a retaining ring. The first gear shift driving gear meshes with the first gear driven gear, and the third gear shift driving gear is sequentially equipped with a first gear driven gear that is fixed by a spline, a third gear driven gear that is fixed by a spline, a fourth gear shift driven gear that rotates and matches, a second coupling sleeve that slides and matches with a spline, and a second gear shift driven gear that rotates and matches. The first gear shift driving gear meshes with the first gear driven gear, and the third gear shift driving gear meshes with the third gear driven gear. The third gear driven gear is meshed with the fourth gear driving gear and the fourth gear shift driven gear, the second gear driving gear is meshed with the second gear shift driven gear, the fourth gear driving gear is meshed with the shaft gear of the power input shaft or the fourth gear driving gear is meshed with the shaft gear of the motor rotating shaft, the external spline at the right end of the power input shaft is assembled and connected with the spline sleeve at the left end of the motor rotating shaft, the third gear driven gear is meshed with the driven large gear, the driven large gear is assembled and connected with the small transmission shaft through the roller ramp overrunning clutch, the shaft gear on the right side of the small transmission shaft is meshed with the differential large gear, the differential large gear is connected with the spline half shaft and the wheel hub to output power to drive the electric vehicle to travel; The first coupling sleeve has a concave annular groove in the middle of its outer circle for slidingly assembling the first shift fork, and the second coupling sleeve has a concave annular groove in the middle of its outer circle for slidingly assembling the second shift fork; a sliding shaft is fixed at the middle and upper position of the front shaft and the rear shaft, and the first shift fork and the second shift fork are respectively slidably mounted on the sliding shaft; A cylindrical slide column is provided on the upper end of the first fork and the second fork, and a slide groove turntable that can rotate back and forth is provided at a position higher than the first fork and the second fork, and a shaft rod is fixed at the center position above the slide groove turntable, and the shaft rod protrudes outward through the hole on the casing, and an external spline is provided on the upper end of the shaft rod to assemble a driven bevel gear, and the driven bevel gear is meshed with the active bevel gear. The driven bevel gear and the active bevel gear can rotate synchronously, and the active bevel gear is assembled and connected through the rear end of the telescopic connecting rod, and the front end of the telescopic connecting rod is transmission connected with the cap-shaped large shift knob, and the telescopic connecting rod can be connected by axially sliding spline transmission, and the large shift knob can rotate back and forth in an arc of one hundred and eighty degrees, and the large shift knob is marked with five gear marks at the corresponding equally divided arc positions and is positioned by a top ball, and an arrow pointing to the gear mark is marked on the base where the large shift knob is assembled.

4. The electric vehicle transmission as claimed in claim 3, characterized in that: The first coupling sleeve is assembled on the left side of the front axle through axial sliding fit of the spline drum, the left side of the first coupling sleeve is a first-gear shift driving gear that can be rotatably slidably fitted, the right end of the first-gear shift driving gear is provided with a gear ring that is adapted to the first coupling sleeve to achieve transmission connection, the right side of the first coupling sleeve is a third-gear shift driving gear that can be rotatably slidably fitted, the left end of the third-gear shift driving gear is provided with a gear ring that is adapted to the first coupling sleeve to achieve transmission connection, and the fourth-gear driving gear and the second-gear driving gear are positioned, assembled and fixed on the right side of the front axle through splines, shaft steps and retaining rings; The first-gear driven gear and the third-gear driven gear are fixed on the left side of the rear axle by spline assembly, and the second coupling sleeve is assembled on the right side of the rear axle by axial sliding cooperation of the spline drum. The left side of the second coupling sleeve is the fourth-gear shift driven gear that can be rotatably and slidably matched. The right end of the fourth-gear shift driven gear is provided with a gear ring that is adapted to the second coupling sleeve to achieve transmission connection. The right side of the second coupling sleeve is the second-gear shift driving gear that can be rotatably and slidably matched. The left end of the second-gear shift driving gear is provided with a gear ring that is adapted to the second coupling sleeve to achieve transmission connection.

5. The electric vehicle transmission as claimed in claim 1, characterized in that: The driven large gear is also equipped with a rubber buffer device, and a plurality of right convex blocks are arranged circumferentially on the right end of the large circle outer convex ring at the right end of the inner ring seat body, and the driven large gear is assembled through rubber blocks and internal retaining springs, and a plurality of left convex blocks are arranged circumferentially on the left end of the inner convex ring at the right end of the inner circular hole of the driven large gear, and a polyurethane rubber block is assembled between each right convex block and each left convex block, and the outer circle of the large circle outer convex ring at the right end of the inner ring seat body is provided with an outer circular surface and a right end circular ring end face for positioning and sliding fit, and the left end of the inner circular hole of the driven large gear is provided with an inner circular surface and a left end circular ring end face for positioning and sliding fit, and a positioning sliding fit is provided on the right side of the right convex block of the inner ring seat body The matching outer cylindrical surface slides with the inner cylindrical surface of the inner convex ring at the right end of the inner cylindrical hole of the driven large gear, the right end face of the inner convex ring contacts and slides with the wear-resistant retaining ring, the right end face of the wear-resistant retaining ring contacts and is positioned with the outer retaining spring, the outer retaining spring is assembled on the outer retaining spring groove at the right end of the inner ring seat body, the inner ring is assembled with the outer ring seat body through rollers on the left side of the inner ring seat body, and the reverse gear ratchet plate, small tower spring, concave ring spring seat, external retaining spring, retaining ring, inner ring seat body, wear-resistant ring, and shaft gear are assembled on the small transmission shaft from left to right, the reverse gear ratchet plate slides axially with the external spline at the left end of the small transmission shaft through the spline hole, and the left end face of the reverse gear ratchet plate cooperates with the steel fork.

6. The electric vehicle transmission as claimed in claim 5, characterized in that: The concave ring spring seat is provided with a left end face of a concave ring on which the compression spring seat is subjected to force and a right end face of an inner circle on which the external retaining spring is subjected to force for positioning. The inner circle surface to the right of the right end face of the inner circle is matched with the outer circle edge of the opening of the external retaining spring to control the opening of the external retaining spring and prevent it from falling off. The external retaining spring can be assembled in two overlapping portions with the openings reversed, and the inner circle surface can be provided with two inner convex teeth matched with the opening of the external retaining spring.

7. The electric vehicle transmission as claimed in claim 1, characterized in that: The transmission shift system operates the telescopic and rotatable first connecting rod and the second connecting rod through the first operating handle, the second operating handle, the U-shaped slide plate, and the interlocking frame. The front end portion of the first connecting rod and the front end portion of the second connecting rod are respectively rotated and fitted on two sleeve holes on the frame. The lower end lug of the sliding rod at the lower part of the first operating handle is fitted in the middle of the double lugs at the front end of the first connecting rod through a pin shaft. The U-shaped slide plate is fixed to the frame. The sliding rod at the lower part of the first operating handle passes through the first slide hole of the U-shaped slide plate and the hole of the interlocking frame. The sliding rod at the lower part of the second operating handle passes through the second slide hole of the U-shaped slide plate and fixes the interlocking frame. The interlocking frame is arranged at the lower part of the U-shaped slide plate with clearance fit and is parallel. The lower end lug of the sliding rod at the lower part of the second operating handle is fitted in the middle of the double lugs at the front end of the second connecting rod through a pin shaft. The second connecting rod is arranged at the lower part of the first connecting rod. The first and second connecting rods are respectively swung back and forth to manipulate the first sliding rod and the second sliding rod, and the rear ends of the first and second connecting rods are respectively supported and rotated by two sleeve holes fixed to the bracket on the casing, and the rear ends of the first and second connecting rods can be respectively provided with a universal joint connection, and the first connecting rod is arranged at the upper part of the second connecting rod and does not contact, and the rear end ends of the first and second connecting rods are respectively fixed with the first rotating arm and the second rotating arm, and the forks at the lower ends of the first rotating arm and the second rotating arm are respectively forked on the concave ring grooves where the first sliding rod and the second sliding rod are assembled and fixed, and the right ends of the first sliding rod and the second sliding rod are respectively extended into the casing and assembled and fixed with the upper part of the first shift fork and the second shift fork sliding sleeve, and the sliding sleeves of the first shift fork and the second shift fork are respectively slidably fitted on both sides of the sliding shaft, and the two ends of the sliding shaft are assembled on the casing, and the first shift fork and the second shift fork on the sliding shaft respectively manipulate the first combining sleeve and the second combining sleeve to realize gear shifting drive.

8. The electric vehicle transmission as claimed in claim 7, characterized in that: The first combining sleeve is operated by the first operating handle of the first gear and the third gear, and the second combining sleeve is operated by the second operating handle of the fourth gear and the second gear. The sliding rod of the first operating handle is assembled on the first slide of the U-shaped slide plate, and the sliding rod of the second operating handle is assembled on the second slide of the U-shaped slide plate. The corresponding positions on the U-shaped slide plate are marked with the fourth gear of high speed for an empty car, the third gear of fast speed, the second gear of slow speed, the first gear of low speed climbing, and the neutral gear. The middle connecting slide between the first slide and the second slide of the U-shaped slide plate is the neutral slide. The long side length of the rectangular hole of the interlocking frame is equal to the length of the first slide or the second slide, and the short side length of the rectangular hole of the interlocking frame is five to fifteen millimeters smaller than the minimum distance between the first slide and the second slide. The sliding rod of the second operating handle is fixed in the concave part in the middle of one long side of the rectangular hole of the interlocking frame.

9. The electric vehicle transmission as claimed in claim 8, characterized in that: When the first operating handle operates the first coupling sleeve to engage the first gear, the first operating handle can further operate the reverse clutch. The first rotating arm advances the first gear through the action of the spring, and the spring can be further compressed to obtain an effective stroke for pushing the reverse clutch.

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