Transmission of electric vehicle

Abstract

The utility model discloses an electric vehicle transmission which comprises an input shaft (1) and a differential mechanism (2), a two-gear speed change mechanism is arranged between the input shaft (1) and the differential mechanism (2), and the two-gear speed change mechanism is respectively matched with the input shaft (1) and the differential mechanism (2). And a gear shifting mechanism for shifting the two-gear speed change mechanism is arranged on the two-gear speed change mechanism. The transmission has the advantages of being simple in structure, reliable in use and low in cost, the failure rate of the transmission can be reduced, and the reliability and durability of the transmission can be improved; by means of the gear shifting device, gear shifting operation can be convenient, misoperation is prevented, the safety of vehicle driving is guaranteed, and driving is more stable.

Description

Technical Field

[0001] This utility model relates to the field of transmission technology, and in particular to an electric vehicle transmission. Background Technology

[0002] Currently, electric vehicles are generally driven by electric motors. In existing technology, when an electric vehicle is moving forward, the motor rotates in the forward direction, and when it needs to reverse, the motor rotates in the reverse direction. Electric vehicles exhibit both high-speed and low-speed driving states during forward movement. Some electric vehicles use a gear shifting device on the transmission to change the gear ratio by moving and engaging corresponding shift gears, thus switching between high and low gears. However, this type of transmission has a relatively complex structure, requiring many movable components. Furthermore, the gear shifting device and shift gears are prone to wear after prolonged use, resulting in lower durability and reliability. Utility Model Content

[0003] The purpose of this invention is to provide an electric transmission with a low failure rate, high reliability, and high durability.

[0004] The purpose of this utility model is achieved through the following technical solution: an electric vehicle transmission, including an input shaft and a differential, with a two-speed shifting mechanism provided between the input shaft and the differential, the two-speed shifting mechanism cooperating with the input shaft and the differential respectively; and a shifting mechanism for actuating the shifting mechanism is provided on the shifting mechanism.

[0005] The two-speed transmission mechanism includes parallel gear shafts A and B, each with a gear. The shifting mechanism is located on gear shaft B. The gears on gear shafts A and B respectively engage with the input shaft and the differential.

[0006] Further description: an input tooth is provided on the input shaft; a fast driving tooth, a slow driving tooth, and an input driven tooth are provided on the gear shaft A, with the fast driving tooth located between the slow driving tooth and the input driven tooth; a rotating tooth is provided on the gear shaft B, as well as a fast driven tooth and a slow driven tooth that mesh with the fast driving tooth and the slow driving tooth, respectively; an output tooth is provided on the differential; the input tooth meshes with the input driven tooth; and the rotating tooth meshes with the output tooth.

[0007] In this utility model, the shifting mechanism includes a synchronous tooth disposed on the gear shaft B and located between the fast driven tooth and the slow driven tooth, a shift fork disposed on the synchronous tooth, and a shift fork shaft disposed at the upper end of the shift fork.

[0008] To ensure better meshing and more stable power transmission, the input teeth are helical teeth and are integrally formed with the input shaft. The width of the input teeth is greater than that of the input driven teeth.

[0009] Due to the adoption of the above technical solution, this utility model has the advantages of simple structure, reliable use and low cost. It can reduce the failure rate of the transmission and improve its reliability and durability. It not only makes shifting operation convenient and prevents misoperation, ensuring the safety of vehicle driving, but also makes driving smoother.

[0010] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0011] The accompanying drawings of this utility model are described below:

[0012] Figure 1 This is a schematic diagram of the structure of this utility model. Detailed Implementation

[0013] The specific embodiments of this utility model will be further described in detail below with reference to the accompanying drawings. However, this utility model is not limited to these embodiments. Any improvements or substitutions based on the basic spirit of these embodiments shall still fall within the scope of protection claimed by the claims of this utility model.

[0014] Example 1: As Figure 1 As shown, an electric vehicle transmission includes an input shaft 1 and a differential 2. A two-speed transmission mechanism is provided between the input shaft 1 and the differential 2, and the two-speed transmission mechanism cooperates with the input shaft 1 and the differential 2 respectively. A shifting mechanism for shifting the two speeds is provided on the two-speed transmission mechanism.

[0015] The two-speed transmission mechanism of this utility model includes parallel gear shafts A3 and B4, on which gears are provided. The shifting mechanism is located on gear shaft B4. The gears on gear shafts A3 and B4 respectively cooperate with the input shaft 1 and the differential 2.

[0016] Further description: an input tooth 5 is provided on the input shaft 1; a fast driving tooth 6, a slow driving tooth 7, and an input driven tooth 8 are provided on the gear shaft A3, with the fast driving tooth 6 located between the slow driving tooth 7 and the input driven tooth 8; a rotating tooth 14 is provided on the gear shaft B4, as well as a fast driven tooth 9 and a slow driven tooth 10 that mesh with the fast driving tooth 6 and the slow driving tooth 7, respectively; an output tooth 15 is provided on the differential 2; the input tooth 5 meshes with the input driven tooth 8; and the rotating tooth 14 meshes with the output tooth 15.

[0017] In this utility model, the shifting mechanism includes a synchronizing gear 11 disposed on the gear shaft B4 and located between the fast driven gear 9 and the slow driven gear 10, a shift fork 12 disposed on the synchronizing gear 11, and a shift fork shaft 13 disposed at the upper end of the shift fork 12.

[0018] To ensure the stability of power transmission, the input tooth 5 is a helical tooth and is integrally formed with the input shaft 1. The width of the input tooth 5 is greater than that of the input driven tooth 8.

[0019] The invention works as follows: Power is transmitted through the input shaft 1, causing the input shaft 1 to rotate. The input shaft 1 drives the input gear 5 to rotate. The input gear 5 drives the gear shaft A3 to rotate through the input driven gear 8. The rotation of the gear shaft A3 drives the fast driving gear 6 and the slow driving gear 7 to rotate. The rotation of the fast driving gear 6 and the slow driving gear 7 drives the fast driven gear 9 and the slow driven gear 10 to rotate. At this time, when a fast speed is required, the shift fork 12 is activated, so that the synchronizing gear 11 meshes with the fast driven gear 9. The rotation of the fast driven gear 9 is transmitted to the synchronizing gear 11. After the synchronizing gear 11 rotates, it drives the gear shaft B4 to rotate. The rotation of the gear shaft B4 drives the rotating gear 14 to rotate. The rotating gear 14 drives the output gear 15 to rotate, thereby transmitting the power. When a slow speed is required, shift fork 12 is engaged, causing synchronizer gear 11 to mesh with slow driven gear 10. The rotation of slow driven gear 10 is transmitted to synchronizer gear 11. After synchronizer gear 11 rotates, it drives gear shaft B4 to rotate. The rotation of gear shaft B4 drives rotating gear 14 to rotate. Rotating gear 14 drives output gear 15 to rotate, thereby transmitting power.

Claims

1. An electric vehicle transmission, comprising an input shaft (1) and a differential (2), characterized in that: in A two-speed transmission mechanism is provided between the input shaft (1) and the differential (2), and the two-speed transmission mechanism cooperates with the input shaft (1) and the differential (2) respectively; a shifting mechanism for shifting the two-speed transmission mechanism is provided on the two-speed transmission mechanism.

2. The electric vehicle transmission as described in claim 1, characterized in that: The two-speed transmission mechanism includes parallel gear shafts A (3) and B (4), and gears are provided on both gear shafts A (3) and B (4). The shifting mechanism is located on gear shaft B (4). The gears on gear shafts A (3) and B (4) respectively cooperate with the input shaft (1) and the differential (2).

3. The electric vehicle transmission as described in claim 2, characterized in that: in An input tooth (5) is provided on the input shaft (1); a fast driving tooth (6), a slow driving tooth (7) and an input driven tooth (8) are provided on the gear shaft A (3), with the fast driving tooth (6) located between the slow driving tooth (7) and the input driven tooth (8); a rotating tooth (14) is provided on the gear shaft B (4), as well as a fast driven tooth (9) and a slow driven tooth (10) that mesh with the fast driving tooth (6) and the slow driving tooth (7) respectively; an output tooth (15) is provided on the differential (2); the input tooth (5) meshes with the input driven tooth (8); and the rotating tooth (14) meshes with the output tooth (15).

4. The electric vehicle transmission as described in claim 3, characterized in that: The shifting mechanism includes a synchronizing tooth (11) disposed on the gear shaft B (4) and located between the fast driven tooth (9) and the slow driven tooth (10). A shift fork (12) is disposed on the synchronizing tooth (11), and a shift fork shaft (13) is disposed at the upper end of the shift fork (12).

5. The electric vehicle transmission as described in claim 3, characterized in that: The input tooth (5) is a helical tooth and is integrally formed with the input shaft (1). The width of the input tooth (5) is greater than that of the input driven tooth (8).

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