Electric gearbox assembly

Abstract

The utility model relates to the technical field of gearboxes, in particular to an electric gearbox assembly which comprises a box body, a high-low gear shifting fork and a motor, a power transmission shaft is arranged at the power output end of the motor, a middle shaft is arranged in the middle of the box body, a synchronous gear ring is slidably connected to the middle of the middle shaft, and a power output shaft is arranged in the middle of the lower end of the box body. A shifting gear shifting mechanism is arranged in the middle of the box body and composed of an installation column, a second spring, a second steel ball, a four-wheel-drive shifting fork, a locking column and a sleeve, the box body is formed by splicing a left box body and a right box body, transmission flanges are fixedly connected to the two ends of the power output shaft, and a motor connecting cover is fixedly connected to the connecting position of the left side of the box body and the power transmission shaft. A gear shifting rotating arm is rotationally connected to the outer side of the box body, the two ends of the gear shifting rotating arm penetrate through the box body, and a rocker arm plate is fixedly connected to the upper end of the gear shifting rotating arm.

Description

Technical Field

[0001] This utility model relates to the field of transmission technology, specifically to an electric transmission assembly. Background Technology

[0002] The automotive industry has gradually become a pillar industry in my country. With the large-scale development of the automotive industry, car prices have become increasingly affordable, and cars are becoming more and more common in households. Cars require different power outputs for different road conditions. Outputting high power on roads with poor conditions will reduce the car's passability. Furthermore, high-speed rotation of the drive shaft at low speeds can easily damage the transmission. Additionally, high power transmission results in higher fuel consumption and poor economy. Current transmissions primarily use a push-pull shift arm to change gears. This method requires a sufficiently long shift arm to reduce effort, resulting in a larger transmission size and greater space occupation in the driver's cab. In some more compact models, the shift arm length has to be shortened, leading to greater physical exertion for the driver when shifting gears.

[0003] Practical content

[0004] The purpose of this invention is to provide an electric transmission assembly to solve the problems mentioned in the background art.

[0005] To achieve the above objectives, this utility model provides the following technical solution: an electric gearbox assembly, including a housing, high and low gear shift forks, and a motor. The power output end of the motor is provided with a power transmission shaft. An intermediate shaft is provided in the middle of the housing. A synchronous gear ring is slidably connected in the middle of the intermediate shaft. A power output shaft is provided in the middle of the lower end of the housing. A shifting mechanism is provided in the middle of the housing. The shifting mechanism consists of a mounting post, a second spring, a second steel ball, a four-wheel drive shift fork, a locking post, and a sleeve. The housing is assembled from a left housing and a right housing. Both ends of the power output shaft are fixedly connected to transmission flanges. A motor connection cover is fixedly connected to the left side of the housing at the connection point with the power transmission shaft. A shifting rotating arm is rotatably connected to the outer side of the housing. Both ends of the shifting rotating arm penetrate the housing. A rocker arm plate is fixedly connected to the upper end of the shifting rotating arm. The lower end of the shifting rotating arm is connected to the top of the locking post.

[0006] Preferably, a high-speed drive gear and a spacer are sleeved in the middle of the power transmission shaft, a power transmission shaft gear is fixedly connected to the middle of the right side of the power transmission shaft, a first deep groove ball bearing is provided in the middle of the power transmission shaft, and a second deep groove ball bearing is provided at the tail end of the power transmission shaft. The outer walls of the first and second deep groove ball bearings are fixedly connected to the inner wall of the housing.

[0007] Preferably, the two ends of the intermediate shaft are respectively provided with a third deep groove ball bearing and a fourth deep groove ball bearing. The outer walls of the third deep groove ball bearing and the fourth deep groove ball bearing are fixedly connected to the housing. The left side of the synchronous gear ring is provided with a secondary high-speed drive gear. A high-speed triple gear is provided between the secondary high-speed drive gear and the synchronous gear ring. The right side of the synchronous gear ring is provided with a low-speed triple gear. The right side of the low-speed triple gear is provided with a secondary low-speed drive gear. The outer wall of the synchronous gear ring is provided with a connecting groove. The top of the high and low gear shift fork is inserted into the connecting groove.

[0008] Preferably, a synchronous gear ring is slidably connected in the middle of the power output shaft, a four-wheel drive transfer fork is fixedly connected to the outer side wall of the synchronous gear ring, a low-speed double gear and a high-speed double gear are sleeved in the middle of the power output shaft, a fifth deep groove ball bearing and a sixth deep groove ball bearing are provided on the right side of the power output shaft, and a seventh deep groove ball bearing and an eighth deep groove ball bearing are provided on the left side of the power output shaft.

[0009] Preferably, the mounting post is fixedly connected to the housing, the top end of the second spring is connected to the mounting post, the second steel ball is engaged with the top end of the second spring, and the locking post slides horizontally within the housing.

[0010] Preferably, the locking post has multiple locking grooves on its side end, the second steel ball is engaged in the locking groove, the four-wheel drive shift fork is fixedly connected to the side end of the locking post, the sleeve is sleeved on the synchronous gear ring and slides on the synchronous gear ring, the outer side wall of the sleeve is provided with a snap-fit ​​groove, and the top end of the four-wheel drive shift fork is engaged with the snap-fit ​​groove.

[0011] Compared with existing technologies, the beneficial effects of this invention are as follows: Drivers can change the vehicle's drive mode according to actual driving scenarios. In urban areas, low-speed drive can be used, significantly reducing fuel consumption. On highways, steep slopes, and off-road terrain requiring ample power, the drive mode can be adjusted to increase power and improve passability, providing a better driving experience, ease of use, reduced wear, and extended assembly lifespan. Compared to traditional push-pull shifting methods, this invention uses a rocker arm to move the locking pin, creating a lever principle. This significantly reduces the moving distance of the locking pin, minimizing the space occupied by the internal structure and making the transmission more compact. The lever principle also reduces the force required for shifting, effectively reducing driver fatigue in areas requiring frequent shifting, making driving easier and more comfortable, and increasing the vehicle's competitiveness. Attached Figure Description

[0012] Figure 1 This is a schematic diagram of the internal connections of the gearbox.

[0013] Figure 2This is a schematic diagram of the locking pin rocker arm shifting connection.

[0014] Figure 3 This is a schematic diagram of the low-speed / high-speed switching mechanism connection.

[0015] In the diagram: 1 Motor, 2 Rocker arm plate, 3 Shift rotating arm, 6 Power transmission shaft, 7 Housing, 8 First deep groove ball bearing, 9 Spacer, 10 First-stage high-speed drive gear, 11 Second deep groove ball bearing, 12 Third deep groove ball bearing, 13 Second-stage high-speed drive gear, 14 High and low gear shift fork, 15 Synchronous gear ring, 16 Second-stage low-speed drive gear, 17 Low-speed triple gear, 18 Intermediate shaft, 19 Fourth deep groove ball bearing, 20 Four-wheel drive transfer fork, 21 Synchronous gear ring, 22 Low-speed double gear, 23 Fifth deep groove ball bearing, 24 Sixth deep groove ball bearing, 25 Power output shaft, 26 Transmission flange, 27 Seventh deep groove ball bearing, 28 Eighth deep groove ball bearing, 29 High-speed double gear, 35 Mounting post, 36 Second spring, 37 Second steel ball, 38 Four-wheel drive shift fork, 39 Locking post, 40 Sleeve, 41 Left housing, 42 Right housing, 43 Motor connection cover, 44 High-speed triple gear. Detailed Implementation

[0016] To enhance understanding of this utility model, the technical solutions described below will be clearly and completely explained in conjunction with the accompanying drawings of the embodiments. Obviously, the described embodiments are merely some, not all, of the embodiments, and are not intended to limit the scope of this utility model in any way. All other embodiments obtained by those skilled in the art based on the embodiments of this utility model without creative effort are within the scope of protection of this utility model.

[0017] Please see Figure 1-3 This utility model provides a technical solution: an electric gearbox assembly, including a housing 7, high and low gear shift forks 14, and a motor 1. The power output end of the motor 1 is provided with a power transmission shaft 6. An intermediate shaft 18 is provided in the middle of the housing 7, and a synchronous gear ring 15 is slidably connected to the middle of the intermediate shaft 18. A power output shaft 25 is provided in the middle of the lower end of the housing 7. A shifting mechanism is provided in the middle of the housing 7, and the shifting mechanism consists of a mounting post 35, a second spring 36, a second steel ball 37, and a four-wheel drive shift fork 3. 8. The locking pin 39 and sleeve 40 are combined. The housing 7 is assembled from the left housing 41 and the right housing 42. Both ends of the power output shaft 25 are fixedly connected to the transmission flange 26. The left side of the housing 7 and the connection point of the power transmission shaft 6 are fixedly connected to the motor connection cover 43. The outer side of the housing 7 is rotatably connected to the shifting rotating arm 3. Both ends of the shifting rotating arm 3 penetrate the housing 7. The upper end of the shifting rotating arm 3 is fixedly connected to the rocker arm plate 2. The lower end of the shifting rotating arm 3 is connected to the top of the locking pin 39.

[0018] A high-speed drive gear 10 and a spacer 9 are sleeved in the middle of the power drive shaft 6. A power drive shaft gear 45 is fixedly connected to the middle of the right side of the power drive shaft 6. A first deep groove ball bearing 8 is provided in the middle of the power drive shaft 6, and a second deep groove ball bearing 11 is provided at the tail end of the power drive shaft 6. The outer walls of the first deep groove ball bearing 8 and the second deep groove ball bearing 11 are fixedly connected to the inner wall of the housing 7. A third deep groove ball bearing 12 and a fourth deep groove ball bearing 19 are provided at both ends of the intermediate shaft 18, respectively. The outer walls of the third deep groove ball bearing 12 and the fourth deep groove ball bearing 19 are fixedly connected to the housing 7. A second-stage high-speed drive gear 13 is provided on the left side of the synchronous gear ring 15. A high-speed triple gear 44 is provided between the second-stage high-speed drive gear 13 and the synchronous gear ring 15. A low-speed triple gear 17 is provided on the right side of the synchronous gear ring 15, and a second-stage low-speed triple gear 17 is provided on the right side of the low-speed triple gear 17. The high-speed drive gear 16 and the outer wall of the synchronous gear ring 15 are provided with connecting grooves. The top of the high and low gear shift fork 14 is inserted into the connecting groove. The synchronous gear ring 21 is slidably connected in the middle of the power output shaft 25. The four-wheel drive transfer fork 20 is fixedly connected to the outer wall of the synchronous gear ring 21. The low-speed double gear 22 and the high-speed double gear 29 are sleeved in the middle of the power output shaft 25. The right side of the power output shaft 25 is provided with the fifth deep groove ball bearing 23 and the sixth deep groove ball bearing 24. The left side of the power output shaft 25 is provided with the seventh deep groove ball bearing 27 and the eighth deep groove ball bearing 28. When the four-wheel drive transfer fork 20 moves, it can drive the synchronous gear ring 15 to adjust, thereby connecting the secondary high-speed drive gear 13 and the low-speed triple gear 17 to the primary high-speed drive gear 10 respectively, thereby adjusting the gear of the car to adapt to the speed of the car.

[0019] Mounting post 35 is fixedly connected to housing 7. The top of second spring 36 is connected to mounting post 35. Second steel ball 37 is engaged with the top of second spring 36. Locking post 39 slides horizontally in housing 7. Multiple locking grooves are provided on the side end of locking post 39. Second steel ball 37 is engaged in the locking groove. Four-wheel drive shift fork 38 is fixedly connected to the side end of locking post. Sleeve 40 is sleeved on synchronizer ring 21 and slides on synchronizer ring 21. A snap-fit ​​groove is provided on the outer side wall of sleeve 40. The top of four-wheel drive shift fork 38 is engaged with the snap-fit ​​groove. When mounting post 35 drives first four-wheel drive shift fork shaft 36 to move horizontally left and right, second steel ball 37 is engaged in second positioning grooves at different positions to position the first four-wheel drive shift fork shaft 36. The locking pin 39 is moved by a rocker arm, which greatly reduces the size of the gearbox and makes driving easier. The four-wheel drive shift fork 38 controls the movement of the sleeve 40, thereby controlling the connection of the power output shaft with the secondary high-speed gear 13 and the secondary low-speed drive gear 16, providing different power to the car. When the power output shaft 25 is connected to the secondary high-speed gear 13, the car has more power, greater torque, and faster speed. When the power output shaft 25 is connected to the secondary low-speed drive gear, the car's power is reduced. This allows the car to be provided with different power when driving on different road conditions, controlling the car's energy consumption and making driving more economical.

[0020] Although embodiments of this utility model have been shown and described, it should be emphasized that the above description is merely an introduction and description of how the utility model is used, and is not intended to limit the utility model in any way. Those skilled in the art will understand that various changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principles and spirit of this utility model, the scope of which is defined by the appended claims and their equivalents.

Claims

1. An electric gearbox assembly comprising a gearbox (7), a high / low shift fork (14) and an electric motor (1), characterised in that: The power output end of the motor (1) is provided with a power transmission shaft (6), the middle of the box (7) is provided with an intermediate shaft (18), the middle of the intermediate shaft (18) is slidably connected with a synchronous gear ring (15), the middle of the box (7) is provided with a power output shaft (25), the middle of the box (7) is provided with a shifting mechanism, the shifting mechanism is composed of a mounting column (35), a second spring (36), a second steel ball (37), a four-wheel shifting fork (38), a locking column (39) and a sleeve (40), the box (7) is composed of a left box (41) and a right box (42), both ends of the power output shaft (25) are fixedly connected with a transmission flange (26), the left side of the box (7) is fixedly connected with a motor connecting cover (43) at the connection with the power transmission shaft (6), the outside of the box (7) is rotatably connected with a shifting rotary arm (3), both ends of the shifting rotary arm (3) penetrate the box (7), the upper end of the shifting rotary arm (3) is fixedly connected with a rocker plate (2), and the lower end of the shifting rotary arm (3) is connected with the top end of the locking column (39).

2. An electric gearbox assembly according to claim 1, characterised in that: The middle of the power transmission shaft (6) is sleeved with a first high-speed driving gear (10) and a spacer sleeve (9), the right middle of the power transmission shaft (6) is fixedly connected with a power transmission shaft gear (45), the middle of the power transmission shaft (6) is provided with a first deep groove ball bearing (8), the tail end of the power transmission shaft (6) is provided with a second deep groove ball bearing (11), and the outer side walls of the first deep groove ball bearing (8) and the second deep groove ball bearing (11) are fixedly connected with the inner wall of the box (7).

3. An electric gearbox assembly according to claim 1, characterized in that: Both ends of the intermediate shaft (18) are respectively provided with a third deep groove ball bearing (12) and a fourth deep groove ball bearing (19), the outer side walls of the third deep groove ball bearing (12) and the fourth deep groove ball bearing (19) are fixedly connected with the box (7), the left side of the synchronous gear ring (15) is provided with a second high-speed driving gear (13), a high-speed triplex gear (44) is arranged between the second high-speed driving gear (13) and the synchronous gear ring (15), the right side of the synchronous gear ring (15) is provided with a low-speed triplex gear (17), the right side of the low-speed triplex gear (17) is provided with a second low-speed driving gear (16), the outer side wall of the synchronous gear ring (15) is provided with a connecting groove, and the top end of the high-low shifting fork (14) is inserted into the connecting groove.

4. An electric gearbox assembly according to claim 1, characterized in that: The middle of the power output shaft (25) is slidably connected with a synchronous gear ring (21), the outer side wall of the synchronous gear ring (21) is fixedly connected with a four-wheel transfer shifting fork (20), the middle of the power output shaft (25) is sleeved with a low-speed double gear (22) and a high-speed double gear (29), the right side of the power output shaft (25) is provided with a fifth deep groove ball bearing (23) and a sixth deep groove ball bearing (24), and the left side of the power output shaft (25) is provided with a seventh deep groove ball bearing (27) and an eighth deep groove ball bearing (28).

5. An electric gearbox assembly according to claim 1, characterized in that: The mounting column (35) is fixedly connected in the box body (7), the top end of the second spring (36) is connected with the mounting column (35), the second steel ball (37) is clamped on the top end of the second spring (36), and the locking column (39) slides horizontally in the box body (7).

6. An electric gearbox assembly according to claim 1, characterized in that: The side end of the locking column (39) is provided with a plurality of locking grooves, the second steel ball (37) is clamped in the locking grooves, the four-wheel drive fork (38) is fixedly connected to the side end of the locking column, the sleeve (40) is sleeved on the synchronous gear ring (21) and slides on the synchronous gear ring (21), the outer side wall of the sleeve (40) is provided with a clamping groove, and the top end of the four-wheel drive fork (38) is clamped in the clamping groove.

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