Motor vehicle and electric vehicle gearbox thereof

Abstract

The utility model provides a motor vehicle and an electric vehicle gearbox thereof, the electric vehicle gearbox comprises: a clutch, one side of which is provided with a driving device; a gearbox controller; the transmission is arranged on the other side of the clutch, and a power input shaft of the transmission is connected with the clutch; the transmission further comprises a clutch executing mechanism which is connected with the clutch, and the clutch executing mechanism is connected with the gearbox controller through the bus system and obtains a first control signal from the gearbox controller. The transmission further comprises a main box, a gear selecting and shifting executing mechanism is arranged on the main box, and the gear selecting and shifting executing mechanism is connected with the gearbox controller through the bus system and obtains a second control signal from the gearbox controller. Compared with the prior art, the full-electric gear selecting and shifting executing mechanism and the clutch executing mechanism are adopted, so that the assembly process can be improved and simplified, the production takt and the manufacturing cost are reduced, the reliability is improved, and the driving experience feeling of a driver is improved.

Description

[Technical field]

[0001] The utility model relates to the technical field of vehicle speed change, in particular to a motor vehicle and an electric vehicle gearbox thereof. [Background technology]

[0002] In the prior art, the application publication number "CN103867605A" describes a clutch automatic release system, please refer to Figure 1 As shown, it is a schematic diagram of the structure of the clutch automatic release system in one embodiment, please refer to Figure 2 As shown, in one embodiment, Figure 1 A cross-sectional view of the clutch actuator is shown. Figure 1 The clutch automatic release system shown includes a TCU, a shifting mechanism, a clutch, a transmission, a clutch actuator and an energy unit, wherein the TCU is connected to and controls the shifting mechanism and the clutch, the shifting mechanism and the clutch are both connected to the transmission, and the energy unit is connected to the shifting mechanism and the clutch actuator respectively. The clutch actuator is connected to the clutch, and the TCU is connected to control the energy unit and the clutch actuator. Figure 2 The clutch actuator shown includes a valve body 4, a piston 2 in the valve body and a rocker arm 5 connected to the piston 2, the rocker arm 5 is connected to the clutch, the valve body 4 is provided with an oil port 7, and the oil port 7 is connected to the energy unit. A sensor 3 for monitoring pressure is provided on the clutch actuator.

[0003] Figure 1 and Figure 2 The shortcomings of the prior art solutions shown are:

[0004] 1. In the above-mentioned prior art solutions, the clutch and the clutch actuator also require an energy unit and a valve module to provide pressure and flow, which will make the structure of the entire system too complicated, and the volume and weight will also be too large.

[0005] 2. In the above-mentioned prior art solutions, the clutch and the clutch actuator also require an energy unit and a valve module to provide pressure and flow, which will make the structure of the entire system too decentralized and the integration level low.

[0006] 3. In the above-mentioned prior art solutions, the system described is too complicated, which will also increase the difficulty of the assembly process, increase the production cycle and manufacturing cost.

[0007] 4. In the above-mentioned prior art solutions, the clutch and clutch actuator described adopt a hydraulic method, which has the risk of hydraulic oil leakage and greatly reduces the reliability of product use.

[0008] In addition, traditional commercial vehicle transmission actuators (gear selector and shift actuator and clutch actuator) require compressed air as a power source, and require air compressors, air tanks, etc. to be installed on the vehicle, which requires a large volume and wastes the use space of the entire vehicle; at the same time, the vehicle will also generate a lot of noise during driving, seriously affecting the driver's driving experience.

[0009] Therefore, it is necessary to propose an improved technical solution to solve the above problems. [Utility Model Content]

[0010] One of the purposes of the present utility model is to provide a motor vehicle and an electric vehicle transmission thereof, which adopts a fully electric gear selection and shifting actuator and a clutch actuator, thereby improving integration, reducing volume and weight, simplifying assembly process, reducing production cycle and manufacturing cost, improving reliability, and enhancing the driver's driving experience.

[0011] According to one aspect of the utility model, the utility model provides an electric vehicle gearbox, which includes: a clutch, a drive device is arranged on one side of which; a gearbox controller; a transmission, which is arranged on the other side of the clutch, and the power input shaft of the transmission is connected to the clutch; the transmission also includes a clutch actuator, which is connected to the clutch, and the clutch actuator is connected to the gearbox controller through a bus system, and obtains a first control signal from the gearbox controller for automatically controlling the clutch and the drive device to separate and combine; the transmission also includes a main box, and a gear selection and shift actuator is arranged on the main box, and the gear selection and shift actuator is connected to the gearbox controller through a bus system, and obtains a second control signal from the gearbox controller for automatically controlling the transmission to select and shift the main box; wherein, the gear selection and shift actuator is a fully electric gear selection and shift actuator, and the clutch actuator is a fully electric clutch actuator.

[0012] According to another aspect of the utility model, the utility model provides a motor vehicle, which includes: a drive device; and an electric vehicle gearbox as described in the utility model.

[0013] Compared with the prior art, the utility model adopts a fully electric gear selection and shifting actuator and a clutch actuator, which can improve integration, reduce volume and weight, simplify assembly process, reduce production cycle and manufacturing cost, improve reliability, and enhance the driver's driving experience.

Brief Description of the Drawings

[0014] In order to more clearly illustrate the technical solutions of the embodiments of the present utility model, the following briefly introduces the drawings required for the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present utility model. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative labor. Among them:

[0015] Figure 1 It is a structural diagram of an automatic clutch release system in the prior art;

[0016] Figure 2 For the prior art Figure 1 A cross-sectional view of the clutch actuator shown;

[0017] Figure 3 A schematic diagram of the structure of a motor vehicle and an electric vehicle gearbox thereof in one embodiment of the utility model;

[0018] Figure 4 In one embodiment of the present invention, Figure 3 The schematic diagram of the structure of the clutch actuator shown;

[0019] Figure 5 In one embodiment of the present invention, Figure 3 The schematic diagram of the structure of the gear selection and shifting actuator of the main box of the transmission shown;

[0020] Figure 6 In one embodiment of the present invention, Figure 3 The schematic diagram of the structure of the shift actuator of the auxiliary box of the transmission is shown. [Specific implementation method]

[0021] In order to make the above-mentioned purposes, features and advantages of the present invention more obvious and easy to understand, the present invention is further described in detail below in conjunction with the accompanying drawings and specific implementation methods.

[0022] The "one embodiment" or "embodiment" referred to herein refers to a specific feature, structure or characteristic that may be included in at least one implementation of the utility model. The "in one embodiment" that appears in different places in this specification does not all refer to the same embodiment, nor is it a separate or selective embodiment that is mutually exclusive with other embodiments. Unless otherwise specified, the words "coupled", "connected", "connected" and "connected" in this document that indicate electrical connection all mean direct or indirect connection. For example, A is connected to B, which includes both direct electrical connection between A and B and connection between A and B through electrical components or circuits.

[0023] In the description of the present invention, it should be understood that the terms "upper", "lower", "front", "back", "front", "back", "left", "right", "vertical", "perpendicular", "horizontal", "top", "bottom", "inside", "outside", etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present invention.

[0024] Please refer to Figure 3 As shown, it is a schematic structural diagram of a motor vehicle and an electric vehicle gearbox thereof in one embodiment of the utility model. Figure 3 The motor vehicle 300 shown includes a drive device 310 and an electric vehicle transmission 320, wherein the electric vehicle transmission 320 includes a clutch 321, a transmission 322, a transmission controller 323 and a bus system 324. The motor vehicle 300 is preferably a commercial vehicle; the transmission controller 323 is a TCU (Telematics Control Unit); and the bus system 324 is a CAN bus system.

[0025] The clutch 321 is arranged between the driving device 310 and the transmission 322 . Specifically, the driving device 310 is arranged on one side of the clutch 321 , the transmission 322 is arranged on the other side of the clutch 321 , and the power input shaft 3221 of the transmission 322 is connected to the clutch 321 .

[0026] exist Figure 3 In the specific embodiment shown, the transmission 322 also includes a clutch actuator 3222 and a main box 3223, wherein the clutch actuator 3222 is connected to the clutch 321, and the clutch actuator 3222 is connected to the transmission controller 323 via the bus system 324, and obtains a first control signal from the transmission controller 323 for automatically controlling the clutch 321 to separate and combine with the drive device 310; a gear selection and shift actuator 3224 is arranged on the main box 3223, and the gear selection and shift actuator 3224 is connected to the transmission controller 323 via the bus system 324, and obtains a second control signal from the transmission controller 323 for automatically controlling the transmission 322 to select and shift the main box 3223.

[0027] exist Figure 3In the specific embodiment shown, the transmission 322 also includes an auxiliary box 3225, on which a shift actuator 3226 is arranged. The shift actuator 3226 is connected to the transmission controller 323 through a bus system 324, and obtains a third control signal from the transmission controller 323 for automatically controlling the transmission 322 to shift the auxiliary box 3225.

[0028] It should be noted that in Figure 3 In the specific embodiment shown, the clutch actuator 3222 is a fully electric clutch actuator; the gear selection and shift actuator 3224 is a fully electric gear selection and shift actuator; and the gear shift actuator 3226 is a fully electric gear shift actuator.

[0029] Figure 3 The electric vehicle transmission 320 shown further includes an operating element 325 , which is connected to a transmission controller 323 via a bus system; the operating element 325 is used to input information to the transmission controller 323 by manual operation.

[0030] Figure 3 The electric vehicle transmission 320 shown also includes an accelerator pedal 326 and an accelerator pedal sensor 327, wherein the accelerator pedal 326 is connected to a transmission controller 323 via a bus system, and the transmission controller 323 controls the transmission 322 according to signals from the accelerator pedal 326 and the accelerator pedal sensor 327. Since the structures and working processes of the accelerator pedal 326 and the accelerator pedal sensor 327 are prior arts well known to those skilled in the art, they will not be described in detail herein.

[0031] Please refer to Figure 4 As shown, the utility model is in one embodiment as Figure 3 The schematic diagram of the structure of the clutch actuator is shown. Figure 4 The clutch actuator shown includes a clutch drive shaft 410, a first controller (i.e., a clutch actuator controller) 420 and a first controller connector 430, wherein the first controller 420 and the first controller connector 430 are connected; one end of the clutch drive shaft 410 is connected to the first controller 420, and the other end thereof is arranged on the other side of the clutch 321 (i.e., where the transmission 322 is located); the first controller connector 430 is connected to the transmission controller 323 through the bus system 324, and obtains a first control signal from the transmission controller 323; the first controller 420 drives the clutch drive shaft 410 according to the first control signal to control the clutch 321 to separate and combine with the drive device 310.

[0032] Figure 4The clutch actuator shown also includes an end cover 440, a dust cover 450 and a first shell 460 with an opening on one side, wherein the first controller (i.e., the clutch actuator controller) 420 is located in the first shell 460; the first controller connector 430 is arranged on the surface of the first shell 460; the end cover 440 is snapped into the opening of the first shell 460; one end of the clutch drive shaft 410 is located in the first shell 460 and is connected to the first controller (i.e., the clutch actuator controller 420), and the other end thereof passes through the end cover 440 and is exposed to the first shell 460, and the dust cover 450 passes through the other end of the clutch drive shaft 410 and covers the gap between the clutch drive shaft 410 and the dust cover 450.

[0033] It should be noted that Figure 4 The clutch actuator shown has no hydraulic and pneumatic units and is a fully electric clutch actuator.

[0034] Please refer to Figure 5 As shown, the utility model is in one embodiment as Figure 3 The schematic diagram of the structure of the shift actuator of the main box of the transmission is shown. Figure 5 The shifting actuator of the main box shown in the figure includes a shifting motor 510, a shifting motor 520, a shifting motor connector 530, a shifting motor connector 540, a shifting drive shaft 550 and a first shift finger 560, wherein the shifting motor 510 and the shifting motor 520 are both connected to the shifting drive shaft 550; the shifting motor 510 is connected to the shifting motor connector 530, the shifting motor connector 530 is connected to the gearbox controller 323 via the bus system 324, and obtains a second control signal from the gearbox controller 323; the shifting motor 520 is connected to the shifting motor connector 540, and the shifting drive shaft 550 is connected to the gearbox controller 323. The gear motor connector 540 is connected to the transmission controller 323 through the bus system 324, and obtains a second control signal from the transmission controller 323; the gear selection motor 510 and the gear shift motor 520 drive the gear selection and shift drive shaft 550 according to the second control signal to control the transmission 322 to perform gear selection and shift operations on the main box 3223; the first gear shift finger 560 is arranged on the gear selection and shift drive shaft 550, and when the gear selection motor 510 and the gear shift motor 520 drive the gear selection and shift drive shaft 550, the gear selection and shift drive shaft 550 drives the first gear shift finger 560 to perform gear selection and shift operations on the main box 3223.

[0035] Figure 5The gear selection and shifting actuator of the main box shown also includes a second shell 570 with an opening at one end, wherein the gear selection motor 510, the gear shifting motor 520, the gear selection motor connector 530 and the gear shifting motor connector 540 are arranged on the surface of the second shell 570; the first gear shift finger 560 is located on the outside of the second shell 570; one end of the gear selection and shifting drive shaft 550 is located inside the second shell 570, and the other end thereof is located on the outside of the second shell 570.

[0036] It should be noted that Figure 5 The shift selector actuator of the main box shown has no hydraulic and pneumatic units and is a fully electric shift selector actuator.

[0037] Please refer to Figure 6 As shown, the utility model is in one embodiment as Figure 3 The schematic diagram of the structure of the shift actuator of the auxiliary box of the transmission is shown. Figure 6 The shift actuator of the auxiliary box shown includes a shift drive shaft (unmarked), a second controller (i.e., the shift actuator controller of the auxiliary box) 610, a second controller connector 620, and a second shift finger 630, wherein the second controller 610 is connected to the shift drive shaft (unmarked); the second controller 610 is connected to the second controller connector 620, and the second controller connector 620 is connected to the transmission controller 323 through the bus system 324, and obtains a third control signal from the transmission controller 323; the second controller 610 drives the shift drive shaft (unmarked) according to the third control signal to control the transmission 322 to perform high and low gear shifting operations of the auxiliary box 3225; the second shift finger 630 is arranged on the shift drive shaft (unmarked), and when the second controller 610 drives the shift drive shaft (unmarked), the shift drive shaft (unmarked) drives the second shift finger 630 to perform shifting operations on the auxiliary box 3225.

[0038] Figure 6 The gear actuator of the auxiliary box shown also includes a third shell 640, wherein the second controller 610 is arranged in the third shell 640; the second controller connector 620 is arranged on the surface of the third shell 640; the gear shift drive shaft (unmarked) is arranged in the third shell 640; and the second gear shift finger 630 is exposed to the third shell 640 through the opening of the third shell 640.

[0039] It should be noted that Figure 6 The gear actuator of the auxiliary box shown in the figure has no hydraulic and pneumatic units and is a fully electric gear shift actuator. In summary, the clutch actuator 3222 used in the motor vehicle and its electric vehicle gearbox provided by the utility model is a fully electric clutch actuator, the gear selection and shift actuator 3224 is a fully electric gear selection and shift actuator, and the gear shift actuator 3226 is a fully electric gear shift actuator, which has the following beneficial effects:

[0040] 1. The clutch actuator 3222, the gear selection actuator 3224 and the gear shift actuator 3226 are highly integrated, which can reduce the size and weight of the mechanism.

[0041] 2. Simplify the assembly process of the clutch actuator 3222, the gear selection actuator 3224 and the gear shift actuator 3226; reduce the production cycle and manufacturing cost.

[0042] 3. Solve the risk of hydraulic oil leakage in the existing technical solution, improve the reliability of the clutch actuator 3222, the gear selection actuator 3224 and the gear shift actuator 3226; and enhance the driver's driving experience.

[0043] It should be noted that any changes made by those skilled in the art to the specific implementation of the present invention do not deviate from the scope of the claims of the present invention. Accordingly, the scope of the claims of the present invention is not limited to the aforementioned specific implementation.

Claims

1. An electric vehicle gearbox, characterized in that: It includes: A clutch, one side of which is provided with a drive device; Transmission controller; A transmission, which is arranged on the other side of the clutch, and a power input shaft of the transmission is connected to the clutch; The transmission further comprises a clutch actuator connected to the clutch, the clutch actuator being connected to the transmission controller via a bus system and obtaining a first control signal from the transmission controller for automatically controlling the clutch to separate and combine with the drive device; The transmission also includes a main case, on which a gear selection and shifting actuator is arranged, the gear selection and shifting actuator is connected to the transmission controller via a bus system, and obtains a second control signal from the transmission controller for automatically controlling the transmission to select and shift the main case; Wherein, the gear selection and shifting actuator is a fully electric gear selection and shifting actuator, and the clutch actuator is a fully electric clutch actuator.

2. The electric vehicle transmission according to claim 1, characterized in that: The transmission also includes an auxiliary box, on which a shift actuator is arranged, and the shift actuator is connected to the transmission controller through a bus system, and obtains a third control signal from the transmission controller for automatically controlling the transmission to shift the auxiliary box. The gear shift actuator is a fully electric gear shift actuator.

3. The electric vehicle transmission according to claim 2, characterized in that: It also includes operating elements, The operating element is connected to the transmission controller via a bus system; The operating element is used to input information to the transmission controller by manual operation.

4. The electric vehicle transmission according to claim 3, characterized in that: It also includes an accelerator pedal and an accelerator pedal sensor, The accelerator pedal is connected to the transmission controller via a bus system; The accelerator pedal sensor is connected to the transmission controller via a bus system; The transmission controller controls the transmission according to signals from the accelerator pedal and an accelerator pedal sensor.

5. The electric vehicle transmission according to any one of claims 2 to 4, characterized in that: The clutch actuator includes a clutch drive shaft, a first controller and a first controller connector. The first controller is connected to the first controller plug; One end of the clutch drive shaft is connected to the first controller, and the other end thereof is arranged on the other side of the clutch; The first controller connector is connected to the transmission controller via a bus system and obtains the first control signal from the transmission controller; The first controller drives the clutch drive shaft according to the first control signal to control the clutch to be separated from and combined with the driving device.

6. The electric vehicle transmission according to claim 5, characterized in that: The clutch actuator also includes an end cover, a dust cover and a first housing with an opening on one side. The first controller is located in the first housing; The first controller connector is arranged on the surface of the first housing; The end cover is buckled on the opening of the first shell; One end of the clutch drive shaft is located in the first housing and connected to the first controller, and the other end thereof passes through the end cover and is exposed outside the first housing; The dust cover passes through the other end of the clutch drive shaft and covers a gap between the clutch drive shaft and the dust cover.

7. The electric vehicle transmission according to any one of claims 2 to 4, characterized in that: The gear selection and shifting actuator of the main box includes a gear selection motor, a gear shifting motor, a gear selection motor connector, a gear shifting motor connector, a gear selection and shifting drive shaft and a first gear shifting finger. The gear selection motor and the gear shift motor are both connected to the gear selection and shift drive shaft; The gear selection motor is connected to the gear selection motor connector, and the gear selection motor connector is connected to the gearbox controller through a bus system, and obtains the second control signal from the gearbox controller; The shift motor is connected to the shift motor connector, and the shift motor connector is connected to the transmission controller via a bus system, and obtains the second control signal from the transmission controller; The gear selection motor and the gear shift motor drive the gear selection and shift drive shaft according to the second control signal to control the transmission to perform gear selection and shift operations of the main box; The first shift finger is arranged on the shift selection drive shaft. When the shift selection motor and the shift motor drive the shift selection drive shaft, the shift selection drive shaft drives the first shift finger to select and shift the main gear.

8. The electric vehicle transmission according to claim 7, characterized in that: The gear selection and shifting actuator of the main box also includes a second housing with an opening at one end. The gear selection motor, the gear shift motor, the gear selection motor connector and the gear shift motor connector are arranged on the surface of the second housing; The first shift finger is located outside the second housing; One end of the gear selection and shifting drive shaft is located inside the second housing, and the other end thereof is located outside the second housing.

9. The electric vehicle transmission according to any one of claims 2 to 4, characterized in that: The shift actuator of the auxiliary box includes a shift drive shaft, a second controller, a second controller connector and a second shift finger. The shift drive shaft is connected to the second controller; The second controller is connected to the second controller plug; The second controller connector is connected to the transmission controller via a bus system and obtains the third control signal from the transmission controller; The second controller drives the shift drive shaft according to the third control signal to control the transmission to perform high and low gear shifting operations of the auxiliary box; The second shift finger is arranged on the shift drive shaft. When the second controller drives the shift drive shaft, the shift drive shaft drives the second shift finger to perform a shift operation on the auxiliary box.

10. The electric vehicle transmission according to claim 9, characterized in that: The shift actuator of the auxiliary box also includes a third housing, The second controller is disposed in the third housing; The second controller connector is disposed on the surface of the third housing; The gear shift drive shaft is arranged in the third housing; The second shift finger is exposed to the outside of the third housing through an opening of the third housing.

11. A motor vehicle, characterized in that: It includes: Drive device; An electric vehicle gearbox as claimed in any one of claims 1 to 10.

12. The motor vehicle according to claim 11, characterized in that The motor vehicle is a commercial vehicle; The transmission controller is a telematics control unit; The bus system is a CAN bus system.

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