Special gear transmission mechanism for electric automobile gearbox

Abstract

The utility model discloses a special gear transmission mechanism for a gearbox of an electric automobile, and relates to the technical field of automobile accessories, in particular to the special gear transmission mechanism for the gearbox of the electric automobile, which comprises a power generation main shaft P1, a driving main shaft P3, an engine shaft, an intermediate shaft and a differential shaft, a clutch is installed on the engine shaft, and a driven power generation transmission gear set is arranged between the P1 power generation main shaft and the engine shaft. According to the gear transmission mechanism special for the electric automobile gearbox, the power generation main shaft P1, the intermediate shaft and the clutch are arranged in a matched mode, so that the gear transmission mechanism special for the electric automobile gearbox has the effect that stall caused by insufficient electric quantity of a power battery can be avoided; the gear transmission mechanism special for the electric automobile gearbox has the effect of preventing the generator from intervening in advance to affect the overall NVH.

Description

Technical Field

[0001] The utility model relates to the technical field of automobile accessories, in particular to a special gear transmission mechanism for an electric vehicle gearbox. Background Art

[0002] The DHT gearbox is a power transmission device that can change the output speed of the reducer to achieve the purpose of adjusting the load. At the same time, it can also adjust the output speed of the reducer in time according to different application environments, thereby making the reducer more economical and efficient. The DHT gearbox has a dual-motor structure, commonly known as the P-3 dual motor. P-1 is responsible for power generation, and P-3 is used specifically for driving. It has a dual-motor controller, a synchronizer, a set of reduction gears, and a set of clutches. In pure electric mode, the P-3 motor directly outputs to the half-axle through the reduction gear to drive the wheel to rotate. In series mode, the engine starts and outputs power to the P-1 motor. The P-1 motor generates electricity to provide electricity to the battery and the drive motor. However, the traditional DHT gearbox has high transmission losses and may stall when the power battery is insufficient.

[0003] As for the early P03, P-2, and P-3, hybrid technologies are derived from the original engines and traditional gearboxes. The P03 replaces the original starter motor with a BSG motor (starter generator) next to the engine crankshaft. However, due to the limited space in the engine compartment and the problem of motor matching, the largest BSG motor that can be installed has a peak power of only 25Kw. The P3 motor is also simply and crudely installed at the transmission output end and directly connected to the half-shaft output to the wheel end.

[0004] Regarding the problem of gearbox stalling, the current method on the market is to downshift to amplify the torque when the torque is insufficient, and to add a low-speed direct-drive gear when a high-speed direct-drive gear is not enough. At the same time, a torque converter and shift paddles will also be added, such as Great Wall's 2DHT on the market. The high and low gears avoid stalling, and avoid the situation where the power battery is out of power during high-speed driving and the generator's supply cannot meet the output requirements of the drive motor. Downshifting from the direct-drive gear to a low-speed gear can amplify the torque and make up for the insufficient torque. However, early intervention of the engine will affect the overall NVH effect. Utility Model Content

[0005] 1. Technical issues to be resolved

[0006] In view of the deficiencies in the prior art, the utility model provides a gear transmission mechanism dedicated to a gearbox of an electric vehicle, which solves the problems raised in the above-mentioned background technology.

[0007] (II) Technical solution

[0008] To achieve the above objectives, the utility model is implemented through the following technical solutions: a gear transmission mechanism dedicated to an electric vehicle gearbox, comprising a P1 power generation main shaft, a P3 drive main shaft, an engine shaft, an intermediate shaft and a differential shaft, wherein the engine shaft is located between the P1 power generation main shaft and the P3 drive main shaft, a clutch is installed on the engine shaft, a driven power generation transmission gear set is arranged between the P1 power generation main shaft and the engine shaft, an active power generation transmission gear set is arranged between the engine shaft and the P3 drive main shaft, the intermediate shaft is located between the P3 drive main shaft and the differential shaft, an active drive transmission gear set is arranged between the intermediate shaft and the P3 drive main shaft, and a driven drive transmission gear set is arranged between the intermediate shaft and the differential shaft.

[0009] Preferably, a series mode is formed when the clutch is closed, and the P1 generating main shaft and the P3 driving main shaft realize torque transmission through the transmission of the driven generating transmission gear set and the active generating transmission gear set.

[0010] Preferably, when the clutch is in the open state, the transmission of the P1 power generation shaft and the P3 drive shaft do not interfere with each other. At this time, the torque of the P3 drive shaft is directly output to the half-shaft through the reduction gear and drives the wheel to rotate.

[0011] Preferably, the P3 drive spindle is connected to the drive motor and is the main input workpiece for driving the gearbox, and is specifically used to drive the motor shaft of the gearbox.

[0012] Preferably, the P1 power generating shaft is connected to the shaft of a generator motor specifically used for generating electricity. The power of the generator motor is relatively large, which can solve the stall situation that occurs when the power battery is low on power.

[0013] Preferably, the intermediate shaft is the middle stage of the gearbox, which plays a transitional role in adjusting the speed, torque, direction, etc. The differential shaft is the output end of the gearbox, which transmits the gearbox kinetic energy to the tires through the half-shafts to achieve forward, backward or turning. The engine shaft is specifically used in power generation conditions, and the clutch is used to control and adjust the working state of the P1 power generation main shaft.

[0014] The utility model provides a gear transmission mechanism dedicated to an electric vehicle gearbox, which has the following beneficial effects:

[0015] 1. The gear transmission mechanism dedicated to the electric vehicle gearbox has the effect of avoiding stalling due to insufficient power battery through the coordinated arrangement of the P1 power generation main shaft, the intermediate shaft and the clutch. The high-power generator is connected to the P1 power generation main shaft, and the generator generates power directly to the drive motor. When shifting gears, the clutch is closed to allow the generator and the drive motor to compensate each other, which can avoid the drive motor from idling and drive the generator to generate power briefly. The short-term generated electricity is reversely supplied to the drive motor so that it can still output strong power when the power is unknown, thereby avoiding the car from stalling.

[0016] 2. The gear transmission mechanism dedicated to the electric vehicle gearbox, through the coordinated setting of the P1 generator shaft, the P3 drive shaft and the clutch, enables the gear transmission mechanism dedicated to the electric vehicle gearbox to avoid the premature intervention of the generator affecting the overall NVH. The P1 generator shaft connected to the generator and the P3 drive shaft connected to the drive motor are installed in parallel and maintained in continuous connection through the gears above the engine shaft, and then the clutch is used to control its opening and closing instead of adjusting the gears. Since the clutch responds quickly, the time of engine intervention can be accurately controlled, thereby avoiding noise and vibration caused by the wrong time of generator intervention, thereby affecting the overall NVH. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 It is a schematic diagram of the structure of the utility model.

[0018] In the figure: 1. P1 generating main shaft; 2. P3 driving main shaft; 3. engine shaft; 4. intermediate shaft; 5. differential shaft; 6. clutch; 7. driven generating transmission gear set; 8. active generating transmission gear set; 9. active driving transmission gear set; 10. driven driving transmission gear set. DETAILED DESCRIPTION

[0019] The technical solutions in the embodiments of the present invention will be described clearly and completely below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, rather than all of the embodiments.

[0020] See also Figure 1The utility model provides a technical solution: a gear transmission mechanism dedicated to the gearbox of an electric vehicle, comprising a P1 power generation main shaft 1, a P3 driving main shaft 2, an engine shaft 3, an intermediate shaft 4 and a differential shaft 5. The engine shaft 3 is located between the P1 power generation main shaft 1 and the P3 driving main shaft 2. The P1 power generation main shaft 1 is connected to a generator motor shaft dedicated to power generation. The power of the generator motor is relatively large, which can solve the stalling situation that occurs when the power battery is insufficient. The P3 driving main shaft 2 is connected to the drive motor and is the main input workpiece that drives the gearbox to work. It is dedicated to driving the motor shaft of the gearbox. A clutch 6 is installed on the engine shaft 3. When the clutch 6 is in an open state, the transmission of the P1 power generation main shaft 1 and the P3 driving main shaft 2 does not interfere with each other. At this time, the torque of the P3 driving main shaft 2 is directly output to the half shaft through the reduction gear and drives the wheels to rotate. The intermediate shaft 4 is the intermediate stage of the gearbox, which plays a transitional role in adjusting the speed, torque, direction, etc. The differential shaft 5 is At the output end of the gearbox, the gearbox kinetic energy is transmitted to the tire through the half shaft to achieve forward, backward or turning. The engine shaft 3 is specially used in power generation conditions. The clutch 6 is used to control and adjust the working state of the P1 power generation main shaft 1. A driven power generation transmission gear set 7 is arranged between the P1 power generation main shaft 1 and the engine shaft 3, and an active power generation transmission gear set 8 is arranged between the engine shaft 3 and the P3 drive main shaft 2. When the clutch 6 is closed, a series mode is formed. The P1 power generation main shaft 1 and the P3 drive main shaft 2 realize torque transmission through the transmission of the driven power generation transmission gear set 7 and the active power generation transmission gear set 8. The intermediate shaft 4 is located between the P3 drive main shaft 2 and the differential shaft 5. An active drive transmission gear set 9 is arranged between the intermediate shaft 4 and the P3 drive main shaft 2. A driven drive transmission gear set 10 is arranged between the intermediate shaft 4 and the differential shaft 5. The intermediate shaft 4 realizes speed change by changing the transmission ratio of the driven drive transmission gear set 10 and the active drive transmission gear set 9.

[0021] When in use, the P3 driving main shaft 2 is connected to the driving motor to drive the main input workpiece of the gearbox, and is specifically used to drive the motor shaft of the gearbox. The P1 generating main shaft 1 is a generating motor shaft specifically used for generating electricity, and the power of this motor is relatively large. The intermediate shaft 4 is the intermediate stage of the gearbox, which plays a transitional role in adjusting the speed, torque, direction, etc. The differential shaft 5 is the output end of the gearbox, and transmits the kinetic energy of the gearbox to the tire through the half shaft to achieve forward, backward or turning. The engine shaft 3 is specifically used to control the power generation condition. The clutch 6 is used to control the working state of the P1 generating main shaft 1. When the battery power is sufficient, normal driving, shifting and starting do not require engine intervention, that is, the clutch 6 remains in the open state. When the battery power is insufficient, the clutch 6 is temporarily closed when the car is started, that is, when the car has started but has not yet driven, the driving motor temporarily drives the generator to generate electricity. The clutch 6 is opened when the car is driving, and the electricity generated by the front generator is fed back to the driving motor at this time to temporarily increase its power to achieve smooth starting. When shifting gears, the clutch 6 is also closed to temporarily drive the generator to generate electricity. After shifting gears, when the electricity is fed back to the driving motor, the vehicle speed can be smoothly increased to avoid stalling.

[0022] To sum up, the gear transmission mechanism dedicated to the electric vehicle gearbox connects the high-power generator with the P1 generator shaft 1. The generator generates electricity and directly supplies power to the drive motor. When shifting gears, the clutch 6 is closed to allow the generator and the drive motor to compensate each other, which can avoid the drive motor idling and drive the generator to generate electricity briefly. The short-term generated electricity is fed back to the drive motor so that it can still output strong power when the power is unknown, thereby avoiding the vehicle from stalling. The P1 generator shaft 1 connected to the generator and the P3 drive shaft 2 connected to the drive motor are installed in parallel and maintained in continuous connection through the gears above the engine shaft 3. Then the clutch 6 controls its opening and closing instead of adjusting the gears. Since the clutch 6 responds quickly, it can accurately control the time of engine intervention, thereby avoiding noise and vibration caused by the wrong time of generator intervention, thereby affecting the overall NVH.

[0023] The above description is only a preferred specific implementation manner of the present invention, but the protection scope of the present invention is not limited thereto. Any technician familiar with the technical field can make equivalent replacements or changes within the technical scope disclosed by the present invention according to the technical scheme and the utility model concept of the present invention, which should be covered by the protection scope of the present invention.

Claims

1. A gear transmission mechanism for an electric vehicle gearbox, comprising a P1 power generation main shaft (1), a P3 drive main shaft (2), an engine shaft (3), an intermediate shaft (4) and a differential shaft (5), characterized in that: The engine shaft (3) is located between the P1 power generation main shaft (1) and the P3 drive main shaft (2); a clutch (6) is installed on the engine shaft (3); a driven power generation transmission gear set (7) is arranged between the P1 power generation main shaft (1) and the engine shaft (3); an active power generation transmission gear set (8) is arranged between the engine shaft (3) and the P3 drive main shaft (2); the intermediate shaft (4) is located between the P3 drive main shaft (2) and the differential shaft (5); an active drive transmission gear set (9) is arranged between the intermediate shaft (4) and the P3 drive main shaft (2); and a driven drive transmission gear set (10) is arranged between the intermediate shaft (4) and the differential shaft (5).

2. The gear transmission mechanism for electric vehicle gearbox according to claim 1, characterized in that: When the clutch (6) is closed, a series mode is formed, and the P1 power generation main shaft (1) and the P3 drive main shaft (2) realize torque transmission through the transmission of the driven power generation transmission gear set (7) and the active power generation transmission gear set (8).

3. The gear transmission mechanism for electric vehicle gearbox according to claim 1, characterized in that: When the clutch (6) is in an open state, the transmission of the P1 power generation main shaft (1) and the P3 driving main shaft (2) do not interfere with each other. At this time, the torque of the P3 driving main shaft (2) is directly output to the half shaft through the reduction gear and drives the wheel to rotate.

4. The gear transmission mechanism for electric vehicle gearbox according to claim 1, characterized in that: The P3 driving spindle (2) is connected to the driving motor and is the main input workpiece for driving the gearbox. It is specifically used to drive the motor shaft of the gearbox.

5. The gear transmission mechanism for electric vehicle gearbox according to claim 1, characterized in that: The P1 power generation main shaft (1) is connected to the shaft of a generator motor specifically used for generating electricity. The power of the generator motor is relatively large, and can solve the stalling situation that occurs when the power battery is low on power.

6. The gear transmission mechanism for electric vehicle gearbox according to claim 1, characterized in that: The intermediate shaft (4) is the middle stage of the gearbox and plays a role in adjusting the speed, torque and direction transition. The differential shaft (5) is the output end of the gearbox and transmits the gearbox kinetic energy to the tires through the half shafts to achieve forward, backward or turning. The engine shaft (3) is specifically used in power generation conditions. The clutch (6) is used to control and adjust the working state of the P1 power generation main shaft (1).

Images