CN214874227U

CN214874227U - Transmission of vehicle and vehicle that has it

Info

Publication number: CN214874227U
Application number: CN202023200177.6U
Authority: CN
Inventors: 雷仕泽; 葛亮; 武丽明; 曾露林; 宁武云; 韦绍运
Original assignee: Baoneng Automobile Group Co Ltd
Current assignee: Baoneng Automobile Group Co Ltd
Priority date: 2020-12-25
Filing date: 2020-12-25
Publication date: 2021-11-26
Anticipated expiration: 2030-12-25

Abstract

The utility model discloses a derailleur of vehicle and vehicle that has it, the derailleur of vehicle includes: a box body; the stator is arranged in the box body; a rotor rotatably disposed within the stator; a rotor shaft connected to the rotor; the driving end of the first clutch is connected with the rotor shaft; the driving end of the second clutch is connected with the rotor shaft; an inner input shaft connected to a driven end of the first clutch; the outer input shaft is connected with the driven end of the second clutch; and the differential is in transmission connection with the inner input shaft and the outer input shaft through a gear set, and the differential is in transmission connection with wheels of the vehicle. According to the utility model discloses the derailleur of vehicle can not produce power interruption, shift travelling comfort and advantage such as dynamic nature is good when having to shift.

Description

Transmission of vehicle and vehicle that has it

Technical Field

The utility model relates to a vehicle engineering technical field particularly, relates to a derailleur of vehicle and have the vehicle of the derailleur of vehicle.

Background

With the continuous development of the electric automobile technology, increasingly stringent requirements are placed on the endurance mileage and the power density of the electric automobile, a single-gear parallel shaft type reducer structure is generally adopted in the market at present, and the single-gear reducer needs to give consideration to the maximum climbing gradient, the maximum speed and running under different working conditions of the automobile at the same time, so that the comprehensive efficiency of the motor under all working conditions is low.

Therefore, the partial speed changers adopt two-gear speed changers and have different speed ratio switching, so that most working conditions of the motor can be ensured to be in a high-efficiency area, and the dynamic property of the motor can be improved.

In a two-gear transmission of a vehicle in the related art, short power interruption exists in the gear shifting process, and the gear shifting comfort and the power performance of the whole vehicle are influenced.

SUMMERY OF THE UTILITY MODEL

The utility model discloses aim at solving one of the technical problem that exists among the prior art at least. Therefore, the utility model provides a derailleur of vehicle, the derailleur of this vehicle can not produce power interruption, shift travelling comfort and advantage such as dynamic property is good when having the gearshift.

The utility model discloses still provide one kind and have the vehicle of the derailleur of vehicle.

To achieve the above object, an embodiment according to a first aspect of the present invention provides a transmission of a vehicle, including: a box body; the stator is arranged in the box body; a rotor rotatably disposed within the stator; a rotor shaft connected to the rotor; the driving end of the first clutch is connected with the rotor shaft; the driving end of the second clutch is connected with the rotor shaft; an inner input shaft connected to a driven end of the first clutch; the outer input shaft is connected with the driven end of the second clutch; and the differential is in transmission connection with the inner input shaft and the outer input shaft through a gear set, and the differential is in transmission connection with wheels of the vehicle.

According to the utility model discloses derailleur of vehicle has can not produce power interruption, shift travelling comfort and advantage such as dynamic nature is good when shifting.

In addition, the transmission of the vehicle according to the above embodiment of the present invention may further have the following additional technical features:

according to an embodiment of the present invention, the gear set includes: a first sun gear connected to the outer input shaft; a first planetary gear externally meshed with the first sun gear; the inner gear ring is connected with the box body and is internally meshed with the first planet gear; a second sun gear connected to the inner input shaft, the first sun gear being larger in size than the second sun gear; a second planetary gear externally engaged with the second sun gear, the second planetary gear being connected with the first planetary gear, the first planetary gear having a smaller size than the second planetary gear; the planet carrier is provided with a planet pin shaft, and the first planet gear and the second planet gear are arranged on the planet pin shaft.

According to the utility model discloses an embodiment, first planetary gear with second planetary gear installs through the round pin axle bearing planet round pin epaxial.

According to the utility model discloses an embodiment, first planetary gear second planetary gear with the planet round pin axle is a plurality of and one-to-one.

According to an embodiment of the present invention, the transmission of the vehicle further comprises a first actuator and a second actuator, the first actuator is used for controlling the first clutch, and the second actuator is used for controlling the second clutch.

According to the utility model discloses an embodiment, the planet carrier with differential mechanism links to each other, the planet carrier passes through the planet carrier bearing and installs in the box, differential mechanism passes through the differential mechanism bearing and installs in the box.

According to the utility model discloses an embodiment, the box includes: the stator and the rotor are arranged in the motor module box body; the first clutch and the second clutch are arranged in the double-clutch module box body; the transmission module box, gear train and differential mechanism are established in the transmission module box.

According to an embodiment of the invention, the differential is connected through output left half axle and output right half axle with the wheel drive of vehicle.

According to an embodiment of the invention, the rotor shaft with the inner input shaft is a hollow shaft, one of the output left half shaft and the output right half shaft passes the rotor shaft with the inner input shaft.

According to an embodiment of the second aspect of the present invention a vehicle is proposed, which comprises a transmission according to an embodiment of the first aspect of the present invention.

According to the utility model discloses vehicle, through utilizing according to the utility model discloses an embodiment of first aspect the derailleur of vehicle, can not produce power interruption, shift travelling comfort and dynamic good grade advantage when having to shift.

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.

Drawings

The above and/or additional aspects and advantages of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:

fig. 1 is a schematic structural diagram of a transmission of a vehicle according to an embodiment of the present invention.

Fig. 2 is a pressure/torque change diagram of a shifting process of a transmission of a vehicle according to an embodiment of the present invention. Reference numerals: the transmission 1 of the vehicle, the motor module case 11, the double clutch module case 12, the transmission module case 13, the stator 20, the rotor 30, the rotor shaft 40, the first clutch 50, the first actuator 51, the second clutch 60, the second actuator 61, the inner input shaft 70, the outer input shaft 80, the inner input shaft bearing 91, the outer input shaft bearing 92, the differential 100, the differential bearing 101, the first sun gear 110, the first planetary gear 120, the ring gear 130, the second sun gear 140, the second planetary gear 150, the carrier 160, the planetary pin 161, the carrier bearing 162, the pin bearing 163, the output left half shaft 171, the output right half shaft 172, and the wheel 2.

Detailed Description

The present invention is made based on the findings of the inventors of the present application on the following facts and problems:

in a two-gear transmission in the related art, the purpose of gear shifting is achieved by controlling two inner gear rings through a brake, so that short power interruption can exist in the gear shifting process of the two-gear transmission, and the gear shifting comfort and the power performance of a whole vehicle are influenced.

Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are exemplary only for the purpose of explaining the present invention, and should not be construed as limiting the present invention.

In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", and the like, indicate the orientation or positional relationship indicated based on the drawings, and are only for convenience of description and simplicity of description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore, should not be construed as limiting the present invention. Furthermore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality" means two or more unless otherwise specified.

In the description of the present invention, it is to be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present invention can be understood in specific cases to those skilled in the art.

A transmission 1 of a vehicle according to an embodiment of the present invention is described below with reference to the drawings.

As shown in fig. 1 and 2, a transmission 1 of a vehicle according to an embodiment of the present invention includes a case, a stator 20, a rotor 30, a rotor shaft 40, a first clutch 50, a second clutch 60, an inner input shaft 70, an outer input shaft 80, and a differential 100.

The stator 20 is provided in the case. The rotor 30 is rotatably provided within the stator 20. The rotor shaft 40 is connected to the rotor 30. The driving end of the first clutch 50 is connected to the rotor shaft 40. The driving end of the second clutch 60 is connected to the rotor shaft 40. The inner input shaft 70 is connected to the driven end of the first clutch 50. The outer input shaft 80 is connected to the driven end of the second clutch 60. Differential 100 is drivingly connected to inner input shaft 70 and outer input shaft 80 via a gear set, and differential 100 is drivingly connected to wheels 2 of the vehicle.

The operation of the transmission 1 of the vehicle according to the embodiment of the present invention is described below with reference to fig. 1 and 2.

Specifically, the first clutch 50 is controlled by a first actuator 51, and the second clutch 60 is controlled by a second actuator 61.

The transmission control unit of the vehicle receives an environment state signal, an accelerator pedal signal, a vehicle speed signal and the like through signal communication, and combines a gear shifting strategy of the transmission control unit, a currently required gear of the transmission 1 is judged, the currently required gear is compared with the current gear of the transmission 1, if the currently required gear is different, a gear shifting instruction needs to be sent, target pressure required by the first clutch 50 and the second clutch 60 is calculated according to torque and rotating speed transmitted by a motor, a signal is sent to the first executing mechanism 51 and the second executing mechanism 61 to execute, the first executing mechanism 51 and the second executing mechanism 61 simultaneously feed back current position and pressure signals to the transmission control unit to form a closed loop, and gear shifting is finished until the target pressure and rotating speed are reached.

As shown in fig. 2, taking the transmission 1 as an example of shifting from the first gear to the second gear, the horizontal axis t in fig. 2 is time, the vertical axis p is pressure/torque, a is total torque transmitted, b is control pressure of the second actuator 61, c is control pressure of the first actuator 51, and the section D is the slip control process.

After receiving a gear shifting command, the first actuator 51 controls the first clutch 50 to keep the current pressure unchanged, the second actuator 61 controls the second clutch 60 to gradually pressurize, when the second clutch 60 is about to enter a slip state (the rotating speed of the driving end of the clutch is inconsistent with the rotating speed of the driven end of the clutch), the first clutch 50 is depressurized, at the moment, the first clutch 50 and the second clutch 60 simultaneously enter a slip state, the torque of the motor is simultaneously transmitted by the first clutch 50 and the second clutch 60, when the second clutch 60 is pressurized to be close to the target pressure, the first clutch 50 is rapidly separated, the second clutch 60 is completely combined, at the moment, the gear is switched from the first gear to the second gear, the torque of the motor only slightly fluctuates temporarily in the whole gear shifting process, and power interruption does not occur.

It will be understood by those skilled in the art that the manner of controlling the first clutch 50 and the second clutch 60 can be adjusted by those skilled in the art according to actual needs.

According to the utility model discloses derailleur 1 of vehicle, through setting up first clutch 50 and second clutch 60, input shaft 70 and outer input shaft 80 and rotor shaft 40's connection in first clutch 50 and second clutch 60 control respectively compares the technical scheme that shifts through two ring gears of stopper control among the correlation technique, and the problem of gear shift power interrupt can be solved through the control of two clutches, improves the travelling comfort and the dynamic property that whole car was shifted gears.

Therefore, according to the utility model discloses derailleur 1 of vehicle has can not produce power interruption, shift travelling comfort and advantage such as dynamic nature is good when shifting.

In some embodiments of the present invention, as shown in fig. 1 and 2, a transmission 1 of a vehicle according to an embodiment of the present invention includes a case, a stator 20, a rotor 30, a rotor shaft 40, a first clutch 50, a second clutch 60, an inner input shaft 70, an outer input shaft 80, and a differential 100.

Specifically, as shown in FIG. 1, differential 100 is drivingly connected to the wheels 2 of the vehicle by an output left half shaft 171 and an output right half shaft 172. This may facilitate power transfer by differential 100.

More specifically, as shown in fig. 1, the rotor shaft 40 and the inner input shaft 70 are hollow shafts, and one of an output left half shaft 171 and an output right half shaft 172 passes through the rotor shaft 40 and the inner input shaft 70. Specifically, output left axle shaft 171 passes through rotor shaft 40 and inner input shaft 70. This facilitates the arrangement of the transmission 1 and makes the structure of the transmission 1 more rational.

Specifically, as shown in fig. 1, an inner input shaft bearing 91 is provided between the inner input shaft 70 and the output left half shaft 171, and an outer input shaft bearing 92 is provided between the inner input shaft 70 and the outer input shaft 80. This further reduces drag on the output left axle shaft 171, the inner input shaft 70 and the outer input shaft 80, improving transmission 1 performance.

Fig. 1 shows a transmission 1 of a vehicle according to one specific example of the present invention. As shown in fig. 1, the gear set includes a first sun gear 110, first planetary gears 120, a ring gear 130, a second sun gear 140, second planetary gears 150, and a carrier 160. The first sun gear 110 is connected to the outer input shaft 80. The first planetary gears 120 are externally engaged with the first sun gear 110. The ring gear 130 is connected to the housing and engages with the first planetary gears 120. The second sun gear 140 is connected to the inner input shaft 70, and the size of the first sun gear 110 is larger than that of the second sun gear 140. The second planetary gears 150 are externally engaged with the second sun gear 140, the second planetary gears 150 are connected with the first planetary gears 120, and the first planetary gears 120 have a size smaller than that of the second planetary gears 150. The planet carrier 160 is provided with planet pins 161, and the first planet gears 120 and the second planet gears 150 are mounted on the planet pins 161.

The applicant finds through a large amount of researches that the two-gear transmission in the related art achieves the purpose of gear shifting by controlling the two inner gear rings through the brake, so that the radial size of the two inner gear rings is large, for an input and output coaxial electric drive assembly, the radial space diameter of the two inner gear rings in the coaxial arrangement of the whole vehicle influences the ground clearance of the whole vehicle, in addition, one of the two inner gear rings is always in a floating and idle-running meshing state during work, and the NVH performance of the whole vehicle is influenced due to the fact that the inner gear rings are large in diameter and in the floating state.

According to the transmission, only one inner gear ring 130 is arranged, the inner gear ring 130 is fixed on the box body and meshed with the second planetary gear 150, the whole radial space of the transmission 1 can be reduced, gear switching is carried out by controlling the sun gear, and the problems that the rotational inertia is large and the NVH performance of the whole vehicle is affected due to floating of the inner gear ring are solved. Therefore, the radial size of the transmission 1 can be conveniently controlled, and the NVH performance of the vehicle can be improved.

More specifically, as shown in fig. 1, the first and second

planetary gears

120 and 150 are mounted on the planetary pins 161 through pin bearings 163. This reduces the resistance experienced by the planet gears and improves the performance of the transmission 1.

Further, as shown in fig. 1, the first planetary gear 120, the second planetary gear 150 and the planetary pin 161 are all plural and correspond to one another. In other words, the first planetary gears 120 and the second planetary gears 150 are connected in a one-to-one correspondence as duplicate gears, and a plurality of duplicate gears are installed in a one-to-one correspondence with the planetary pins 161. This may facilitate the installation of the first and second

planetary gears

120 and 150.

Specifically, as shown in fig. 1, the transmission 1 of the vehicle further includes a first actuator 51 and a second actuator 61, the first actuator 51 being used to control the first clutch 50, and the second actuator 61 being used to control the second clutch 60. This may facilitate control of the first clutch 50 and the second clutch 60.

Advantageously, as shown in fig. 1, the planet carrier 160 is connected to the differential 100, the planet carrier 160 being mounted in the housing by means of a planet carrier bearing 162, and the differential 100 being mounted in the housing by means of a differential bearing 101. Because the planet carrier 160 is connected with the differential 100, the assembly of the differential 100 and the planet carrier 160 can be positioned by only adopting two bearings, and the structure is simple and reliable.

More advantageously, the housings include a motor module housing 11, a dual clutch module housing 12 and a transmission module housing 13. The stator 20 and the rotor 30 are provided in the motor module case 11. The first clutch 50 and the second clutch 60 are disposed within the dual clutch module housing 12. The gear set and differential 100 are disposed within the transmission module case 13. In this way, a modular design of the transmission 1 of the vehicle can be achieved, which facilitates an increase in the flexibility and the applicability of the transmission 1.

For example, the transmission 1 is divided into a motor module, a dual clutch module and a transmission module, when the entire vehicle only needs a speed reducer, in order to save cost, the dual clutch module, the outer input shaft 80, the first sun gear 110 and the outer input shaft bearing 92 can be directly removed, and the transmission module is directly connected with the motor module, so that modular switching can be realized without changing a box body and a structure, the overall development cost and the die cost are reduced, and the flexibility of carrying the entire vehicle is improved.

Specifically, the stator 20 drives the rotor 30 to rotate through a rotating magnetic field, the rotor shaft 40 outputs power, the rotor shaft 40 is a hollow shaft, the rotor shaft 40 is provided with a first clutch 50 and a second clutch 60, driving ends of the first clutch 50 and the second clutch 60 are fixedly connected with the rotor shaft 40, driven ends are respectively fixedly connected with the inner input shaft 70 and the outer input shaft 80, the first clutch 50 and the second clutch 60 are respectively controlled by a first actuating mechanism 51 and a second actuating mechanism 61 to control combination stroke and pressure, the first sun gear 110 is fixedly connected with the outer input shaft 80 into a whole, the first sun gear 110 is externally engaged with the first planetary gear 120, the first planetary gear 120 is simultaneously internally engaged with the inner gear ring 130, the second sun gear 140 is fixedly connected with the inner input shaft 70 into a whole, the second sun gear 140 is externally engaged with the second planetary gear 150, the first planetary gear 120 and the second planetary gear 150 are fixedly connected into a double-link gear, the planet carrier 17 is fixedly connected with a plurality of planet pins 14 in the circumferential direction at the same time, and the number of the planet pins 161 depends on the number of the duplex planet gears in the scheme and is a plurality of the planet pins 14. The planet carrier 160 is fixedly connected with the differential 100, outputs power, and after the power is converted through the differential 100, the power is output to the wheels 2 through the output right half shaft 172 and the output left half shaft 171, and finally the vehicle is driven by the wheels 2 to run, and the output left half shaft 171 passes through the central hollow holes of the inner input shaft 70 and the rotor shaft 40, so that the integral input and output coaxial arrangement is formed.

First gear power transmission route: at this time, the first actuator 51 controls the driving end and the driven end of the first clutch 50 to be coupled, the second actuator 61 controls the driving end and the driven end of the second clutch 60 to be decoupled, and power is transmitted through the rotor 30 → the rotor shaft 40 → the first clutch 50 → the inner input shaft 70 → the second sun gear 140 → the second planetary gear 150 → the first planetary gear 120 and the ring gear 130 → the planetary pin 161 → the planet carrier 160 → the differential 100 → the output left half shaft 171, the output right half shaft 172 → the wheel 2.

Assuming that the second sun gear 140 has the tooth number Z1, the second planetary gear 150 has the tooth number Z2, the ring gear 130 has the tooth number Z3, and the first planetary gear 120 has the tooth number Z4, the first-gear total speed ratio n is 1+ (Z3 × Z2)/(Z1 × Z4).

Second gear power transmission route: at this time, the second actuator 61 controls the driving end and the driven end of the second clutch 60 to be combined, the first actuator 51 controls the driving end and the driven end of the first clutch 50 to be separated, and power is transmitted through the rotor 30 → the rotor shaft 40 → the second clutch 60 → the outer input shaft 80 → the first sun gear 110 → the first planetary gear 120 and the ring gear 130 → the planetary pin 161 → the planet carrier 160 → the differential 100 → the output left half shaft 171, the output right half shaft 172 → the wheel 2.

Assuming the first sun gear 110 has the tooth number Z1, the first planet gear 120 has the tooth number Z4, and the ring gear 130 has the tooth number Z5, the total second speed ratio n is 1+ Z5/Z4.

A vehicle according to an embodiment of the present invention is described below. According to the utility model discloses vehicle includes according to the utility model discloses the derailleur 1 of the vehicle of above-mentioned embodiment.

According to the utility model discloses vehicle, through utilizing according to the utility model discloses the derailleur 1 of vehicle of above-mentioned embodiment has can not produce power interruption, shift travelling comfort and advantage such as dynamic nature is good when shifting.

Other configurations and operations of vehicles according to embodiments of the present invention are known to those of ordinary skill in the art and will not be described in detail herein.

In the description herein, references to the description of the term "one embodiment," "some embodiments," "an illustrative embodiment," "an example," "a specific example," or "some examples" or the like mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

While embodiments of the present invention have been shown and described, it will be understood by those of ordinary skill in the art that: various changes, modifications, substitutions and alterations can be made to the embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A transmission for a vehicle, comprising:

a box body;

the stator is arranged in the box body;

a rotor rotatably disposed within the stator;

a rotor shaft connected to the rotor;

the driving end of the first clutch is connected with the rotor shaft;

the driving end of the second clutch is connected with the rotor shaft;

an inner input shaft connected to a driven end of the first clutch;

the outer input shaft is connected with the driven end of the second clutch;

and the differential is in transmission connection with the inner input shaft and the outer input shaft through a gear set, and the differential is in transmission connection with wheels of the vehicle.

2. The vehicle transmission of claim 1, wherein the gear set comprises:

a first sun gear connected to the outer input shaft;

a first planetary gear externally meshed with the first sun gear;

the inner gear ring is connected with the box body and is internally meshed with the first planetary gear;

a second sun gear connected to the inner input shaft, the first sun gear being larger in size than the second sun gear;

a second planetary gear externally engaged with the second sun gear, the second planetary gear being connected with the first planetary gear, the first planetary gear having a smaller size than the second planetary gear;

the planet carrier is provided with a planet pin shaft, and the first planet gear and the second planet gear are arranged on the planet pin shaft.

3. The vehicle transmission of claim 2, wherein the first and second planet gears are mounted on the planet pins by pin bearings.

4. The vehicle transmission of claim 2, wherein the first planetary gear, the second planetary gear, and the planetary pin are each plural and in one-to-one correspondence.

5. The vehicle transmission of claim 1, further comprising a first actuator for controlling the first clutch and a second actuator for controlling the second clutch.

6. The vehicle transmission of claim 2, wherein said carrier is coupled to said differential, said carrier being mounted within said case by carrier bearings, and said differential being mounted within said case by differential bearings.

7. The vehicle transmission of claim 1, wherein the case includes:

the stator and the rotor are arranged in the motor module box body;

the first clutch and the second clutch are arranged in the double-clutch module box body;

the transmission module box, gear train and differential mechanism are established in the transmission module box.

8. The vehicle transmission of claim 1, wherein the differential is drivingly connected to the wheels of the vehicle by an output left half shaft and an output right half shaft.

9. The vehicle transmission of claim 8, wherein the rotor shaft and the inner input shaft are hollow shafts, one of the output left axle shaft and the output right axle shaft passing through the rotor shaft and the inner input shaft.

10. A vehicle characterized by comprising a transmission of a vehicle according to any one of claims 1-9.