CN104595428A - Automatic two-gear transformer for pure electric automobile - Google Patents

Automatic two-gear transformer for pure electric automobile Download PDF

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Publication number
CN104595428A
CN104595428A CN201410836093.1A CN201410836093A CN104595428A CN 104595428 A CN104595428 A CN 104595428A CN 201410836093 A CN201410836093 A CN 201410836093A CN 104595428 A CN104595428 A CN 104595428A
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China
Prior art keywords
gear
torque transmission
transmission device
gear pair
intermediate shaft
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CN201410836093.1A
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Chinese (zh)
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程云江
徐向阳
刘艳芳
刘钊
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Beihang University
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Beihang University
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/12—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with means for synchronisation not incorporated in the clutches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C3/00—Shafts; Axles; Cranks; Eccentrics
    • F16C3/02—Shafts; Axles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/089—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears all of the meshing gears being supported by a pair of parallel shafts, one being the input shaft and the other the output shaft, there being no countershaft involved
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K2001/001—Arrangement or mounting of electrical propulsion units one motor mounted on a propulsion axle for rotating right and left wheels of this axle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/0021—Transmissions for multiple ratios specially adapted for electric vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0034—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising two forward speeds

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Structure Of Transmissions (AREA)

Abstract

一种纯电动汽车用两挡自动变速器，它包含输入轴、第一中间轴、第二中间轴、第三中间轴、第一圆柱齿轮副、第二圆柱齿轮副、第三圆柱齿轮副、第一转矩传递装置、第二转矩传递装置，以及差速器总成；该输入轴、第三中间轴以及差速器总成的旋转中心线相互平行。本发明的所有转矩传递装置都可以选择性地接合，所需转矩容量较小，有利于减少转矩传递装置的磨损，并有利于缩小转矩传递装置的尺寸，进一步降低纯电动汽车电驱动系统的总体积、总质量、总成本。

A two-speed automatic transmission for pure electric vehicles, which includes an input shaft, a first intermediate shaft, a second intermediate shaft, a third intermediate shaft, a first cylindrical gear pair, a second cylindrical gear pair, a third cylindrical gear pair, a A torque transmission device, a second torque transmission device, and a differential assembly; the rotational centerlines of the input shaft, the third intermediate shaft, and the differential assembly are parallel to each other. All the torque transmission devices of the present invention can be selectively engaged, and the required torque capacity is small, which is beneficial to reduce the wear and tear of the torque transmission devices, and is conducive to reducing the size of the torque transmission devices, further reducing the power consumption of pure electric vehicles. The total volume, total mass, and total cost of the drive system.

Description

纯电动汽车用两挡自动变速器Two-speed automatic transmission for pure electric vehicles

技术领域technical field

本发明涉及一种两挡变速器，特别是涉及一种应用于纯电动汽车的两挡自动变速器，属于汽车技术领域。The invention relates to a two-speed transmission, in particular to a two-speed automatic transmission applied to pure electric vehicles, belonging to the technical field of automobiles.

背景技术Background technique

动力传动技术属于纯电动汽车的核心技术，其类型与性能直接决定了纯电动汽车的动力性能与能耗水平。在驱动电机性能一定的情况下，为了进一步提高驱动轮的转矩，达到纯电动汽车的动力性要求，并能够调节电机转速和车速之间的关系，往往使用变速传动装置。目前，纯电动汽车多采用单挡减速器，其结构简单、体积小、质量轻、成本低，在运行过程中无需换挡，不存在动力中断的情况。Power transmission technology is the core technology of pure electric vehicles, and its type and performance directly determine the power performance and energy consumption level of pure electric vehicles. In the case of a certain drive motor performance, in order to further increase the torque of the drive wheel, meet the power requirements of pure electric vehicles, and be able to adjust the relationship between the motor speed and vehicle speed, a variable speed transmission is often used. At present, pure electric vehicles mostly use single-speed reducers, which are simple in structure, small in size, light in weight, and low in cost. There is no need to change gears during operation, and there is no power interruption.

但是，采用单挡减速器时，对驱动电机要求较高，要求驱动电机既能在恒转矩区提供较高的驱动转矩，又能在恒功率区提供较高的转速，以满足车辆加速、爬坡与高速行驶的要求。同时，采用单挡减速器不利于提高电驱动总成系统的效率。这是因为单一传动比通常无法同时兼顾纯电动汽车的动力性和经济性，行驶过程中驱动电机多数情况无法处于高效率工作点，尤其是在最高或最低车速以及低负荷条件下，驱动电机效率一般会降至60-70％以下，严重浪费了车载电能而减少续驶里程。另外，单挡减速器也不利于采用高效率、轻量化的驱动电机。为了使纯电动汽车能更好地发挥其优越性，同时降低对驱动电机和电池的要求，纯电动汽车电驱动系统应采用多挡变速器，通过对多挡变速器的操纵来保证驱动电机能够更多地工作在较为理想的高效率区域，从而提高整车的动力性、经济性等指标。However, when a single-speed reducer is used, the requirements for the drive motor are relatively high, and the drive motor is required to provide both high drive torque in the constant torque area and high speed in the constant power area to meet the needs of vehicle acceleration. , climbing and high-speed driving requirements. At the same time, the use of a single-speed reducer is not conducive to improving the efficiency of the electric drive assembly system. This is because a single transmission ratio usually cannot take into account the power and economy of a pure electric vehicle at the same time, and the driving motor cannot be at a high-efficiency operating point in most cases during driving, especially at the highest or lowest speed and low load conditions. Generally, it will drop below 60-70%, which seriously wastes the vehicle electric energy and reduces the driving range. In addition, the single-speed reducer is not conducive to the use of high-efficiency, lightweight drive motors. In order to make pure electric vehicles take full advantage of their advantages and reduce the requirements for drive motors and batteries, the electric drive system of pure electric vehicles should use a multi-speed transmission. Work in an ideal high-efficiency area, thereby improving the vehicle's power, economy and other indicators.

相较于更多挡位甚至无级变速变速器，两挡变速器由于结构更简单紧凑，功率密度更高，可实现动力换挡，技术相对成熟，对电机要求更低，电驱动系统综合成本更低，同时能保证较高的传动效率，在纯电动汽车领域大范围推广应用的可能性更高，能更快产业化和市场化，从而具有更大的可行性。Compared with more gears or even continuously variable transmissions, two-speed transmissions have a simpler and more compact structure, higher power density, and can realize power shifting. The technology is relatively mature, the requirements for the motor are lower, and the overall cost of the electric drive system is lower. , At the same time, it can ensure high transmission efficiency, and the possibility of large-scale promotion and application in the field of pure electric vehicles is higher, and it can be industrialized and marketized faster, so it has greater feasibility.

发明内容Contents of the invention

(1)目的(1. Purpose

本发明的目的在于提供一种纯电动汽车用两挡自动变速器，以解决现有的纯电动汽车用单挡减速器对驱动电机和电池要求较高、驱动电机运行效率较低等问题，提高纯电动汽车的动力性和经济性。The purpose of the present invention is to provide a two-speed automatic transmission for pure electric vehicles, so as to solve the problems of the existing single-speed reducer for pure electric vehicles, which have high requirements on the driving motor and battery, and the operating efficiency of the driving motor is low, and improve the efficiency of the pure electric vehicle. The power and economy of electric vehicles.

(2)技术方案(2) Technical solution

本发明一种纯电动汽车用两挡自动变速器，包含输入轴、第一中间轴、第二中间轴、第三中间轴、第一圆柱齿轮副、第二圆柱齿轮副、第三圆柱齿轮副、第一转矩传递装置、第二转矩传递装置，以及差速器总成。其中：The present invention is a two-speed automatic transmission for pure electric vehicles, comprising an input shaft, a first intermediate shaft, a second intermediate shaft, a third intermediate shaft, a first cylindrical gear pair, a second cylindrical gear pair, a third cylindrical gear pair, A first torque transmitting device, a second torque transmitting device, and a differential assembly. in:

1)所述输入轴横截面为圆形；1) The cross section of the input shaft is circular;

2)所述第一中间轴横截面为圆形；2) The cross-section of the first intermediate shaft is circular;

3)所述第二中间轴横截面为圆形；3) The cross-section of the second intermediate shaft is circular;

4)所述第三中间轴横截面为圆形；4) The cross-section of the third intermediate shaft is circular;

5)所述第一圆柱齿轮副可以是直齿圆柱齿轮副或斜齿圆柱齿轮副，包括第一圆柱齿轮副主动齿轮和第一圆柱齿轮副从动齿轮；5) The first spur gear pair can be a spur gear pair or a helical spur gear pair, including the driving gear of the first spur gear pair and the driven gear of the first spur gear pair;

6)所述第二圆柱齿轮副可以是直齿圆柱齿轮副或斜齿圆柱齿轮副，包括第二圆柱齿轮副主动齿轮和第二圆柱齿轮副从动齿轮；6) The second spur gear pair can be a spur gear pair or a helical spur gear pair, including the second spur gear pair driving gear and the second spur gear pair driven gear;

7)所述第三圆柱齿轮副可以是直齿圆柱齿轮副或斜齿圆柱齿轮副，包括第三圆柱齿轮副主动齿轮和第三圆柱齿轮副从动齿轮；7) The third cylindrical gear pair can be a spur gear pair or a helical cylindrical gear pair, including the driving gear of the third cylindrical gear pair and the driven gear of the third cylindrical gear pair;

8)所述第一转矩传递装置可以是离合器、同步器、接合套等，包括第一转矩传递装置主动端和第一转矩传递装置从动端，其中，所述第一转矩传递装置主动端和第一转矩传递装置从动端可以选择性地接合，将输入轴和第一中间轴暂时地连接起来；8) The first torque transmission device may be a clutch, a synchronizer, an engagement sleeve, etc., including a first torque transmission device driving end and a first torque transmission device driven end, wherein the first torque transmission device a drive end of the device and a driven end of the first torque transmitting device are selectively engageable to temporarily connect the input shaft and the first countershaft;

9)所述第二转矩传递装置可以是离合器、同步器、接合套等，包括第二转矩传递装置主动端和第二转矩传递装置从动端，其中，所述第二转矩传递装置主动端和第二转矩传递装置从动端可以选择性地接合，将第二中间轴和第三中间轴暂时地连接起来；9) The second torque transmission device may be a clutch, a synchronizer, an engagement sleeve, etc., including a second torque transmission device driving end and a second torque transmission device driven end, wherein the second torque transmission device the drive end of the device and the driven end of the second torque transmitting device are selectively engageable to temporarily connect the second intermediate shaft and the third intermediate shaft;

10)所述差速器总成可选用市场上的现成产品。10) The differential gear assembly can be a ready-made product on the market.

因此，本发明的齿轮结构和转矩传递装置结构会因具体的设计要求的变化而有多种变化的技术方案，基于本发明而获得的其他齿轮结构方案或转矩传递装置结构方案均在本发明的权利主张内。Therefore, the gear structure and the torque transmission device structure of the present invention can have various technical solutions due to changes in specific design requirements, and other gear structure solutions or torque transmission device structure solutions obtained based on the present invention are all included in this document. Invention claims.

它们之间的相互关系优化方案是：The optimization scheme of the interrelationship between them is:

1)所述输入轴、第三中间轴以及差速器总成的旋转中心线相互平行；1) The rotation centerlines of the input shaft, the third intermediate shaft and the differential assembly are parallel to each other;

2)所述输入轴、第一中间轴、第一转矩传递装置、第一圆柱齿轮副主动齿轮和第二圆柱齿轮副主动齿轮的旋转中心线重合；2) The rotation centerlines of the input shaft, the first intermediate shaft, the first torque transmission device, the first spur gear secondary driving gear and the second spur gear secondary driving gear coincide;

3)所述第二中间轴、第三中间轴、第二转矩传递装置、第一圆柱齿轮副从动齿轮、第二圆柱齿轮副从动齿轮和第三圆柱齿轮副主动齿轮的旋转中心线重合；3) The rotation centerlines of the second countershaft, the third countershaft, the second torque transmission device, the first spur gear secondary driven gear, the second spur gear secondary driven gear and the third spur gear secondary driving gear coincide;

4)所述差速器总成和第三圆柱齿轮副从动齿轮的旋转中心线重合；4) The centerlines of rotation of the differential gear assembly and the driven gear of the third cylindrical gear pair coincide;

5)所述输入轴与第一转矩传递装置主动端固定连接；5) The input shaft is fixedly connected to the driving end of the first torque transmission device;

6)所述输入轴与第二圆柱齿轮副主动齿轮固定连接；6) The input shaft is fixedly connected to the driving gear of the second cylindrical gear pair;

7)所述第一中间轴与第一圆柱齿轮副主动齿轮固定连接；7) The first intermediate shaft is fixedly connected to the driving gear of the first cylindrical gear pair;

8)所述第一中间轴与第一转矩传递装置从动端固定连接；8) The first intermediate shaft is fixedly connected to the driven end of the first torque transmission device;

9)所述第二中间轴与第二圆柱齿轮副从动齿轮固定连接；9) The second intermediate shaft is fixedly connected to the driven gear of the second cylindrical gear pair;

10)所述第二中间轴与第二转矩传递装置主动端固定连接；10) The second intermediate shaft is fixedly connected to the driving end of the second torque transmission device;

11)所述第三中间轴与第三圆柱齿轮副主动齿轮固定连接；11) The third intermediate shaft is fixedly connected to the driving gear of the third cylindrical gear pair;

12)所述第三中间轴与第一圆柱齿轮副从动齿轮固定连接；12) The third intermediate shaft is fixedly connected to the driven gear of the first cylindrical gear pair;

13)所述第三中间轴与第二转矩传递装置从动端固定连接；13) The third intermediate shaft is fixedly connected to the driven end of the second torque transmission device;

14)所述差速器总成的外壳与第三圆柱齿轮副从动齿轮固定连接；14) The housing of the differential gear assembly is fixedly connected with the driven gear of the third cylindrical gear pair;

15)所述第二圆柱齿轮副主动齿轮、第一转矩传递装置、第一圆柱齿轮副主动齿轮在输入轴的旋转中心线上从靠近输入端到远离输入端地依次排列；15) The second spur gear secondary driving gear, the first torque transmission device, and the first spur gear secondary driving gear are arranged sequentially on the rotation center line of the input shaft from close to the input end to away from the input end;

16)所述第二圆柱齿轮副从动齿轮、第二转矩传递装置、第一圆柱齿轮副从动齿轮、第三圆柱齿轮副主动齿轮在第三中间轴的旋转中心线上从靠近输入端到远离输入端地依次排列。16) The second spur gear secondary driven gear, the second torque transmission device, the first spur gear secondary driven gear, and the third spur gear secondary driving gear are close to the input end on the rotation center line of the third intermediate shaft Arranged in order away from the input terminal.

它们的设计参数为：Their design parameters are:

1)所述输入轴直径不大于200毫米；1) The diameter of the input shaft is not greater than 200mm;

2)所述第一中间轴直径不大于200毫米；2) The diameter of the first intermediate shaft is not greater than 200 mm;

3)所述第二中间轴直径不大于200毫米；3) The diameter of the second intermediate shaft is not greater than 200 mm;

4)所述第三中间轴直径不大于200毫米；4) The diameter of the third intermediate shaft is not greater than 200 mm;

5)所述第一圆柱齿轮副、第二圆柱齿轮副和第三圆柱齿轮副法向模数不大于10.00毫米；5) The normal modulus of the first cylindrical gear pair, the second cylindrical gear pair and the third cylindrical gear pair is not greater than 10.00 mm;

6)所述第一圆柱齿轮副主动齿轮、第二圆柱齿轮副主动齿轮和第三圆柱齿轮副主动齿轮齿数不多于100个；6) The number of teeth of the driving gear of the first cylindrical gear pair, the driving gear of the second cylindrical gear pair and the driving gear of the third cylindrical gear pair is not more than 100;

7)所述第一圆柱齿轮副从动齿轮、第二圆柱齿轮副从动齿轮和第三圆柱齿轮副从动齿轮齿数不多于200个；7) The number of teeth of the driven gear of the first cylindrical gear pair, the driven gear of the second cylindrical gear pair and the driven gear of the third cylindrical gear pair is not more than 200;

8)所述第一转矩传递装置和第二转矩传递装置转矩容量不大于2000牛顿米。8) The torque capacities of the first torque transmission device and the second torque transmission device are not greater than 2000 Nm.

本发明中涉及的传动方案通过控制所述第一转矩传递装置和第二转矩传递装置的接合或分离，产生一挡和二挡两个挡位。本发明的工作原理简介如下：The transmission scheme involved in the present invention generates two gears, first gear and second gear, by controlling the engagement or disengagement of the first torque transmission device and the second torque transmission device. The working principle of the present invention is briefly as follows:

1)当所述第一转矩传递装置和第二转矩传递装置都处于分离状态时，该纯电动汽车用两挡自动变速器的自由度为2，动力无法从输入轴传递至差速器总成；1) When the first torque transmission device and the second torque transmission device are both in the disengaged state, the degree of freedom of the two-speed automatic transmission for pure electric vehicles is 2, and the power cannot be transmitted from the input shaft to the differential gear assembly. become;

2)当所述第一转矩传递装置处于接合状态、第二转矩传递装置处于分离状态时，该纯电动汽车用两挡自动变速器的自由度为1，处于一挡，动力从输入轴经第一转矩传递装置、第一圆柱齿轮副、第三中间轴和第三圆柱齿轮副传递至差速器总成，输入轴与第三圆柱齿轮副从动齿轮转速的比值为一挡的传动比；2) When the first torque transmission device is in the engaged state and the second torque transmission device is in the disengaged state, the degree of freedom of the two-speed automatic transmission for pure electric vehicles is 1, and it is in the first gear, and the power is transmitted from the input shaft through The first torque transmission device, the first cylindrical gear pair, the third countershaft and the third cylindrical gear pair are transmitted to the differential assembly, and the ratio of the input shaft to the driven gear of the third cylindrical gear pair is a gear transmission Compare;

3)当所述第二转矩传递装置处于接合状态、第一转矩传递装置处于分离状态时，该纯电动汽车用两挡自动变速器的自由度为1，处于二挡，动力从输入轴经第二圆柱齿轮副、第二中间轴、第二转矩传递装置、第三中间轴和第三圆柱齿轮副传递至差速器总成，输入轴与第三圆柱齿轮副从动齿轮转速的比值为二挡的传动比；3) When the second torque transmission device is in the engaged state and the first torque transmission device is in the disengaged state, the degree of freedom of the two-speed automatic transmission for pure electric vehicles is 1, and it is in the second gear, and the power is transmitted from the input shaft through The second cylindrical gear pair, the second intermediate shaft, the second torque transmission device, the third intermediate shaft and the third cylindrical gear pair are transmitted to the differential assembly, the ratio of the input shaft to the driven gear speed of the third cylindrical gear pair is the transmission ratio of the second gear;

4)其中，当输入轴正向旋转时，所述一挡和二挡为前进一挡和前进二挡；当输入轴反向旋转时，所述一挡和二挡为倒一挡和倒二挡。所述前进一挡与倒一挡的传动比相同，为7～17；所述前进二挡与倒二挡的传动比相同，为3～13。4) Wherein, when the input shaft rotates forward, the first gear and the second gear are forward first gear and forward second gear; when the input shaft rotates reversely, the first gear and second gear are reverse first gear and reverse second gear block. The transmission ratios of the first forward gear and the first reverse gear are the same, ranging from 7 to 17; the transmission ratios of the second forward gear and the second reverse gear are the same, ranging from 3 to 13.

(3)优点(3) Advantages

1)本发明结构简单紧凑、质量较轻，可以大幅降低制造成本；1) The present invention is simple and compact in structure and light in weight, which can greatly reduce manufacturing costs;

2)本发明采用两挡自动变速，扩大了传动比范围，可以大幅降低对驱动电机的性能要求，允许采用高效率、轻量化的驱动电机，进一步降低纯电动汽车电驱动系统的总体积、总质量、总成本；2) The present invention adopts two-speed automatic transmission, expands the transmission ratio range, can greatly reduce the performance requirements of the drive motor, allows the use of high-efficiency, lightweight drive motors, and further reduces the total volume and total volume of the electric drive system of pure electric vehicles. quality, total cost;

3)本发明结构简单紧凑、传动平稳、传动比范围宽，既可以使纯电动汽车获得更好的动力性能，也能够让电机更多地运行在高效率区，降低能耗水平，增加续驶里程，提高整车的动力性和经济性；3) The present invention has a simple and compact structure, stable transmission, and a wide range of transmission ratios, which can not only enable pure electric vehicles to obtain better power performance, but also allow motors to run more in high-efficiency areas, reduce energy consumption levels, and increase continuous driving Mileage, improve the power and economy of the vehicle;

4)本发明各个挡位的传动损失都较小，具备极高的功率传递效率；4) The transmission loss of each gear in the present invention is small, and has extremely high power transmission efficiency;

5)本发明的第一圆柱齿轮副主动齿轮与第一中间轴固定连接，第二圆柱齿轮副主动齿轮与输入轴固定连接，第一圆柱齿轮副主动齿轮和第二圆柱齿轮副主动齿轮制造装配更容易，成本更低，更有利于第一圆柱齿轮副和第二圆柱齿轮副获得较大传动比；5) The driving gear of the first cylindrical gear pair of the present invention is fixedly connected with the first intermediate shaft, the driving gear of the second cylindrical gear pair is fixedly connected with the input shaft, and the driving gear of the first cylindrical gear pair and the driving gear of the second cylindrical gear pair are manufactured and assembled Easier, lower cost, and more conducive to obtaining a larger transmission ratio between the first cylindrical gear pair and the second cylindrical gear pair;

6)本发明的所有转矩传递装置都可以选择性地接合，所需转矩容量较小，有利于减少转矩传递装置的磨损，并有利于缩小转矩传递装置的尺寸，进一步降低纯电动汽车电驱动系统的总体积、总质量、总成本。6) All the torque transmission devices of the present invention can be selectively engaged, and the required torque capacity is small, which is conducive to reducing the wear of the torque transmission device, and is conducive to reducing the size of the torque transmission device, further reducing the pure electric power consumption. Total volume, total mass, and total cost of automotive electric drive systems.

附图说明Description of drawings

图1是本发明的实施例的结构示意图，图中序号、符号、代号、单位说明如下：Fig. 1 is the structural representation of the embodiment of the present invention, and sequence number, symbol, code name, unit are described as follows among the figure:

1输入轴；2第一中间轴；3第二中间轴；4第三中间轴；5第一圆柱齿轮副主动齿轮；6第一圆柱齿轮副从动齿轮；7第二圆柱齿轮副主动齿轮；8第二圆柱齿轮副从动齿轮；9第三圆柱齿轮副主动齿轮；10第三圆柱齿轮副从动齿轮；11第一转矩传递装置主动端；12第一转矩传递装置从动端；13第二转矩传递装置主动端；14第二转矩传递装置从动端；15差速器总成；G1第一圆柱齿轮副；G2第二圆柱齿轮副；G3第三圆柱齿轮副；C1第一转矩传递装置；C2第二转矩传递装置。1 input shaft; 2 first intermediate shaft; 3 second intermediate shaft; 4 third intermediate shaft; 5 driving gear of first cylindrical gear pair; 6 driven gear of first cylindrical gear pair; 7 driving gear of second cylindrical gear pair; 8 second cylindrical gear secondary driven gear; 9 third cylindrical gear secondary driving gear; 10 third cylindrical gear secondary driven gear; 11 first torque transmission device driving end; 12 first torque transmission device driven end; 13 The driving end of the second torque transmission device; 14 The driven end of the second torque transmission device; 15 The differential gear assembly; G1 The first cylindrical gear pair; G2 The second cylindrical gear pair; G3 The third cylindrical gear pair; C1 First torque transmitting device; C2 Second torque transmitting device.

具体实施方式Detailed ways

实施例如图1所示，本发明一种纯电动汽车用两挡自动变速器，包含输入轴1、第一中间轴2、第二中间轴3、第三中间轴4、第一圆柱齿轮副G1、第二圆柱齿轮副G2、第三圆柱齿轮副G3、第一转矩传递装置C1、第二转矩传递装置C2，以及差速器总成15。其中：Embodiments shown in Figure 1, a two-speed automatic transmission for pure electric vehicles in the present invention includes an input shaft 1, a first intermediate shaft 2, a second intermediate shaft 3, a third intermediate shaft 4, a first cylindrical gear pair G1, The second spur gear pair G2 , the third spur gear pair G3 , the first torque transfer device C1 , the second torque transfer device C2 , and the differential assembly 15 . in:

1)所述输入轴1横截面为圆形；1) The cross section of the input shaft 1 is circular;

2)所述第一中间轴2横截面为圆形；2) The cross section of the first intermediate shaft 2 is circular;

3)所述第二中间轴3横截面为圆形；3) The cross section of the second intermediate shaft 3 is circular;

4)所述第三中间轴4横截面为圆形；4) The cross section of the third intermediate shaft 4 is circular;

5)所述第一圆柱齿轮副G1为斜齿圆柱齿轮副，包括第一圆柱齿轮副主动齿轮5和第一圆柱齿轮副从动齿轮6；5) The first cylindrical gear pair G1 is a helical cylindrical gear pair, including the driving gear 5 of the first cylindrical gear pair and the driven gear 6 of the first cylindrical gear pair;

6)所述第二圆柱齿轮副G2为斜齿圆柱齿轮副，包括第二圆柱齿轮副主动齿轮7和第二圆柱齿轮副从动齿轮8；6) The second cylindrical gear pair G2 is a helical cylindrical gear pair, including the second cylindrical gear pair driving gear 7 and the second cylindrical gear pair driven gear 8;

7)所述第三圆柱齿轮副G3为斜齿圆柱齿轮副，包括第三圆柱齿轮副主动齿轮9和第三圆柱齿轮副从动齿轮10；7) The third cylindrical gear pair G3 is a helical cylindrical gear pair, including the third cylindrical gear pair driving gear 9 and the third cylindrical gear pair driven gear 10;

8)所述第一转矩传递装置C1为多片式湿式离合器，包括第一转矩传递装置主动端11和第一转矩传递装置从动端12，其中，所述第一转矩传递装置主动端11和第一转矩传递装置从动端12可以选择性地接合，将输入轴1和第一中间轴2暂时地连接起来；8) The first torque transmission device C1 is a multi-plate wet clutch, including a first torque transmission device driving end 11 and a first torque transmission device driven end 12, wherein the first torque transmission device The driving end 11 and the driven end 12 of the first torque transmitting device are selectively engageable to temporarily connect the input shaft 1 and the first intermediate shaft 2;

9)所述第二转矩传递装置C2为多片式湿式离合器，包括第二转矩传递装置主动端13和第二转矩传递装置从动端14，其中，所述第二转矩传递装置主动端13和第二转矩传递装置从动端14可以选择性地接合，将第二中间轴3和第三中间轴4暂时地连接起来；9) The second torque transmission device C2 is a multi-plate wet clutch, including a second torque transmission device driving end 13 and a second torque transmission device driven end 14, wherein the second torque transmission device the driving end 13 and the second torque transmitting means driven end 14 are selectively engageable to temporarily connect the second intermediate shaft 3 and the third intermediate shaft 4;

10)所述差速器总成15选用桑塔纳2000型轿车差速器。10) The differential gear assembly 15 is a Santana 2000 car differential gear.

它们之间的相互关系优化方案是：The optimization scheme of the interrelationship between them is:

1)所述输入轴1、第三中间轴4以及差速器总成15的旋转中心线相互平行；1) The rotation centerlines of the input shaft 1, the third intermediate shaft 4 and the differential assembly 15 are parallel to each other;

2)所述输入轴1、第一中间轴2、第一转矩传递装置C1、第一圆柱齿轮副主动齿轮5和第二圆柱齿轮副主动齿轮7的旋转中心线重合；2) The rotation centerlines of the input shaft 1, the first intermediate shaft 2, the first torque transmission device C1, the first cylindrical gear secondary driving gear 5 and the second cylindrical gear secondary driving gear 7 coincide;

3)所述第二中间轴3、第三中间轴4、第二转矩传递装置C2、第一圆柱齿轮副从动齿轮6、第二圆柱齿轮副从动齿轮8和第三圆柱齿轮副主动齿轮9的旋转中心线重合；3) The second countershaft 3, the third countershaft 4, the second torque transmission device C2, the first spur gear secondary driven gear 6, the second spur gear secondary driven gear 8 and the third spur gear secondary driving The rotation center lines of the gear 9 coincide;

4)所述差速器总成15和第三圆柱齿轮副从动齿轮10的旋转中心线重合；4) The centerlines of rotation of the differential assembly 15 and the driven gear 10 of the third cylindrical gear pair coincide;

5)所述输入轴1与第一转矩传递装置主动端11固定连接；5) The input shaft 1 is fixedly connected to the driving end 11 of the first torque transmission device;

6)所述输入轴1与第二圆柱齿轮副主动齿轮7固定连接；6) The input shaft 1 is fixedly connected with the driving gear 7 of the second cylindrical gear pair;

7)所述第一中间轴2与第一圆柱齿轮副主动齿轮5固定连接；7) The first intermediate shaft 2 is fixedly connected to the first cylindrical gear secondary driving gear 5;

8)所述第一中间轴2与第一转矩传递装置从动端12固定连接；8) The first intermediate shaft 2 is fixedly connected to the driven end 12 of the first torque transmission device;

9)所述第二中间轴3与第二圆柱齿轮副从动齿轮8固定连接；9) The second intermediate shaft 3 is fixedly connected with the second cylindrical gear secondary driven gear 8;

10)所述第二中间轴3与第二转矩传递装置主动端13固定连接；10) The second intermediate shaft 3 is fixedly connected to the driving end 13 of the second torque transmission device;

11)所述第三中间轴4与第三圆柱齿轮副主动齿轮9固定连接；11) The third intermediate shaft 4 is fixedly connected to the driving gear 9 of the third spur gear pair;

12)所述第三中间轴4与第一圆柱齿轮副从动齿轮6固定连接；12) The third intermediate shaft 4 is fixedly connected with the first cylindrical gear secondary driven gear 6;

13)所述第三中间轴4与第二转矩传递装置从动端14固定连接；13) The third intermediate shaft 4 is fixedly connected to the driven end 14 of the second torque transmission device;

14)所述差速器总成15的外壳与第三圆柱齿轮副从动齿轮10固定连接；14) The shell of the differential gear assembly 15 is fixedly connected with the third cylindrical gear secondary driven gear 10;

15)所述第二圆柱齿轮副主动齿轮7、第一转矩传递装置C1、第一圆柱齿轮副主动齿轮5在输入轴1的旋转中心线上从靠近输入端到远离输入端地依次排列；15) The second spur gear secondary driving gear 7, the first torque transmission device C1, and the first spur gear secondary driving gear 5 are arranged sequentially on the rotation center line of the input shaft 1 from close to the input end to away from the input end;

16)所述第二圆柱齿轮副从动齿轮8、第二转矩传递装置C2、第一圆柱齿轮副从动齿轮6、第三圆柱齿轮副主动齿轮9在第三中间轴4的旋转中心线上从靠近输入端到远离输入端地依次排列。16) The second cylindrical gear secondary driven gear 8, the second torque transmission device C2, the first cylindrical gear secondary driven gear 6, and the third cylindrical gear secondary driving gear 9 are on the rotation centerline of the third intermediate shaft 4 Arranged in order from near the input end to far away from the input end.

它们的设计参数为：Their design parameters are:

1)所述输入轴1直径为25毫米；1) The diameter of the input shaft 1 is 25 millimeters;

2)所述第一中间轴2直径为60毫米；2) The diameter of the first intermediate shaft 2 is 60 mm;

3)所述第二中间轴3直径为60毫米；3) The diameter of the second intermediate shaft 3 is 60 mm;

4)所述第三中间轴4直径为60毫米；4) The diameter of the third intermediate shaft 4 is 60 mm;

5)所述第一圆柱齿轮副G1、第二圆柱齿轮副G2和第三圆柱齿轮副G3法向模数分别为1.75毫米、1.75毫米和2.00毫米；5) The normal modules of the first cylindrical gear pair G1, the second cylindrical gear pair G2 and the third cylindrical gear pair G3 are 1.75 mm, 1.75 mm and 2.00 mm respectively;

6)所述第一圆柱齿轮副主动齿轮5、第二圆柱齿轮副主动齿轮7和第三圆柱齿轮副主动齿轮9齿数分别为29个、37个和39个；6) The number of teeth of the first cylindrical gear pair driving gear 5, the second cylindrical gear pair driving gear 7 and the third cylindrical gear pair driving gear 9 are 29, 37 and 39 respectively;

7)所述第一圆柱齿轮副从动齿轮6、第二圆柱齿轮副从动齿轮8和第三圆柱齿轮副从动齿轮10齿数分别为100个、92个和98个；7) The number of teeth of the first cylindrical gear secondary driven gear 6, the second cylindrical gear secondary driven gear 8 and the third cylindrical gear secondary driven gear 10 are 100, 92 and 98 respectively;

8)所述第一转矩传递装置C1和第二转矩传递装置C2转矩容量分别为330牛顿米和850牛顿米。8) The torque capacities of the first torque transmission device C1 and the second torque transmission device C2 are 330 Nm and 850 Nm respectively.

本发明中涉及的传动方案通过控制所述第一转矩传递装置C1和第二转矩传递装置C2的接合或分离，产生一挡和二挡两个挡位。本发明的工作原理简介如下：The transmission scheme involved in the present invention generates two gears, the first gear and the second gear, by controlling the engagement or disengagement of the first torque transmission device C1 and the second torque transmission device C2. The working principle of the present invention is briefly as follows:

1)当所述第一转矩传递装置C1和第二转矩传递装置C2都处于分离状态时，该纯电动汽车用两挡自动变速器的自由度为2，动力无法从输入轴1传递至差速器总成15；1) When the first torque transmission device C1 and the second torque transmission device C2 are both in the disengaged state, the degree of freedom of the two-speed automatic transmission for pure electric vehicles is 2, and the power cannot be transmitted from the input shaft 1 to the differential Gear assembly 15;

2)当所述第一转矩传递装置C1处于接合状态、第二转矩传递装置C2处于分离状态时，该纯电动汽车用两挡自动变速器的自由度为1，处于一挡，动力从输入轴1经第一转矩传递装置C1、第一圆柱齿轮副G1、第三中间轴4和第三圆柱齿轮副G3传递至差速器总成15，输入轴1与第三圆柱齿轮副从动齿轮10转速的比值为一挡的传动比；2) When the first torque transmission device C1 is in the engaged state and the second torque transmission device C2 is in the disengaged state, the degree of freedom of the two-speed automatic transmission for pure electric vehicles is 1, it is in the first gear, and the power is input from the The shaft 1 is transmitted to the differential assembly 15 through the first torque transmission device C1, the first cylindrical gear pair G1, the third intermediate shaft 4 and the third cylindrical gear pair G3, and the input shaft 1 is driven by the third cylindrical gear pair The ratio of the rotational speed of the gear 10 is the transmission ratio of the first gear;

3)当所述第二转矩传递装置C2处于接合状态、第一转矩传递装置C1处于分离状态时，该纯电动汽车用两挡自动变速器的自由度为1，处于二挡，动力从输入轴1经第二圆柱齿轮副G2,、第二中间轴3、第二转矩传递装置C2、第三中间轴4和第三圆柱齿轮副G3传递至差速器总成15，输入轴1与第三圆柱齿轮副从动齿轮10转速的比值为二挡的传动比。3) When the second torque transmission device C2 is in the engaged state and the first torque transmission device C1 is in the disengaged state, the degree of freedom of the two-speed automatic transmission for pure electric vehicles is 1, it is in the second gear, and the power is input from the Shaft 1 is transmitted to the differential assembly 15 through the second cylindrical gear pair G2, the second intermediate shaft 3, the second torque transmission device C2, the third intermediate shaft 4 and the third cylindrical gear pair G3, and the input shaft 1 and The ratio of the rotational speed of the third spur gear secondary driven gear 10 is the transmission ratio of the second gear.

4)其中，当输入轴1正向旋转时，所述一挡和二挡为前进一挡和前进二挡；当输入轴1反向旋转时，所述一挡和二挡为倒一挡和倒二挡。所述前进一挡与倒一挡的传动比相同，为8.6649；所述前进二挡与倒二挡的传动比相同，为6.2481。4) Wherein, when the input shaft 1 rotates forward, the first gear and the second gear are the forward first gear and the forward second gear; when the input shaft 1 rotates reversely, the first gear and the second gear are the reverse first gear and the forward second gear. Reverse second gear. The transmission ratio of the first forward gear and the first reverse gear is the same, which is 8.6649; the transmission ratio of the second forward gear and the second reverse gear is the same, which is 6.2481.

最后说明的是，以上实施例仅用以说明本发明的技术方案而非限制，尽管参照较佳实施例对本发明进行了详细说明，本领域的普通技术人员应当理解，可以对本发明的技术方案进行修改或者等同替换，而不脱离本发明技术方案的宗旨和范围，其均应涵盖在本发明的权利要求范围当中。Finally, it is noted that the above embodiments are only used to illustrate the technical solutions of the present invention without limitation. Although the present invention has been described in detail with reference to the preferred embodiments, those of ordinary skill in the art should understand that the technical solutions of the present invention can be carried out Modifications or equivalent replacements without departing from the spirit and scope of the technical solution of the present invention shall be covered by the claims of the present invention.

Claims (1)

1.一种纯电动汽车用两挡自动变速器，其特征在于：它包含输入轴、第一中间轴、第二中间轴、第三中间轴、第一圆柱齿轮副、第二圆柱齿轮副、第三圆柱齿轮副、第一转矩传递装置、第二转矩传递装置，以及差速器总成；其中：1. A two-speed automatic transmission for a pure electric vehicle is characterized in that: it comprises an input shaft, a first intermediate shaft, a second intermediate shaft, a third intermediate shaft, the first cylindrical gear pair, the second cylindrical gear pair, the first Three cylindrical gear pairs, a first torque transmission device, a second torque transmission device, and a differential assembly; wherein: 1)所述输入轴横截面为圆形；1) The cross section of the input shaft is circular; 2)所述第一中间轴横截面为圆形；2) The cross-section of the first intermediate shaft is circular; 3)所述第二中间轴横截面为圆形；3) The cross-section of the second intermediate shaft is circular; 4)所述第三中间轴横截面为圆形；4) The cross-section of the third intermediate shaft is circular; 5)所述第一圆柱齿轮副是直齿圆柱齿轮副和斜齿圆柱齿轮副中的一种，包括第一圆柱齿轮副主动齿轮和第一圆柱齿轮副从动齿轮；5) The first spur gear pair is one of a spur gear pair and a helical spur gear pair, including the first spur gear pair driving gear and the first spur gear pair driven gear; 6)所述第二圆柱齿轮副是直齿圆柱齿轮副和斜齿圆柱齿轮副中的一种，包括第二圆柱齿轮副主动齿轮和第二圆柱齿轮副从动齿轮；6) The second spur gear pair is one of a spur gear pair and a helical spur gear pair, including a second spur gear pair driving gear and a second spur gear pair driven gear; 7)所述第三圆柱齿轮副是直齿圆柱齿轮副和斜齿圆柱齿轮副中的一种，包括第三圆柱齿轮副主动齿轮和第三圆柱齿轮副从动齿轮；7) The third cylindrical gear pair is one of a spur gear pair and a helical cylindrical gear pair, including the third cylindrical gear pair driving gear and the third cylindrical gear pair driven gear; 8)所述第一转矩传递装置是离合器、同步器和接合套三个中的一种，包括第一转矩传递装置主动端和第一转矩传递装置从动端，其中，所述第一转矩传递装置主动端和第一转矩传递装置从动端能选择性地接合，将输入轴和第一中间轴暂时地连接起来；8) The first torque transmission device is one of the three clutches, synchronizers and coupling sleeves, including the driving end of the first torque transmission device and the driven end of the first torque transmission device, wherein the first torque transmission device a torque transmitting device drive end and a first torque transmitting device driven end selectively engageable to temporarily connect the input shaft and the first countershaft; 9)所述第二转矩传递装置是离合器、同步器和接合套三个中的一种，包括第二转矩传递装置主动端和第二转矩传递装置从动端，其中，所述第二转矩传递装置主动端和第二转矩传递装置从动端能选择性地接合，将第二中间轴和第三中间轴暂时地连接起来；9) The second torque transmission device is one of the three clutches, synchronizers and coupling sleeves, including the driving end of the second torque transmission device and the driven end of the second torque transmission device, wherein the first the drive end of the second torque transmitting device and the driven end of the second torque transmitting device are selectively engageable to temporarily connect the second countershaft and the third countershaft; 10)所述差速器总成选用市场上的现成产品；10) the differential gear assembly selects ready-made products on the market; 它们之间的相互关系是：The interrelationship between them is: 1)所述输入轴、第三中间轴以及差速器总成的旋转中心线相互平行；1) The rotation centerlines of the input shaft, the third intermediate shaft and the differential assembly are parallel to each other; 2)所述输入轴、第一中间轴、第一转矩传递装置、第一圆柱齿轮副主动齿轮和第二圆柱齿轮副主动齿轮的旋转中心线重合；2) The rotation centerlines of the input shaft, the first intermediate shaft, the first torque transmission device, the first spur gear secondary driving gear and the second spur gear secondary driving gear coincide; 3)所述第二中间轴、第三中间轴、第二转矩传递装置、第一圆柱齿轮副从动齿轮、第二圆柱齿轮副从动齿轮和第三圆柱齿轮副主动齿轮的旋转中心线重合；3) The rotation centerlines of the second countershaft, the third countershaft, the second torque transmission device, the first spur gear secondary driven gear, the second spur gear secondary driven gear and the third spur gear secondary driving gear coincide; 4)所述差速器总成和第三圆柱齿轮副从动齿轮的旋转中心线重合；4) The centerlines of rotation of the differential gear assembly and the driven gear of the third cylindrical gear pair coincide; 5)所述输入轴与第一转矩传递装置主动端固定连接；5) The input shaft is fixedly connected to the driving end of the first torque transmission device; 6)所述输入轴与第二圆柱齿轮副主动齿轮固定连接；6) The input shaft is fixedly connected to the driving gear of the second cylindrical gear pair; 7)所述第一中间轴与第一圆柱齿轮副主动齿轮固定连接；7) The first intermediate shaft is fixedly connected to the driving gear of the first cylindrical gear pair; 8)所述第一中间轴与第一转矩传递装置从动端固定连接；8) The first intermediate shaft is fixedly connected to the driven end of the first torque transmission device; 9)所述第二中间轴与第二圆柱齿轮副从动齿轮固定连接；9) The second intermediate shaft is fixedly connected to the driven gear of the second cylindrical gear pair; 10)所述第二中间轴与第二转矩传递装置主动端固定连接；10) The second intermediate shaft is fixedly connected to the driving end of the second torque transmission device; 11)所述第三中间轴与第三圆柱齿轮副主动齿轮固定连接；11) The third intermediate shaft is fixedly connected to the driving gear of the third cylindrical gear pair; 12)所述第三中间轴与第一圆柱齿轮副从动齿轮固定连接；12) The third intermediate shaft is fixedly connected to the driven gear of the first cylindrical gear pair; 13)所述第三中间轴与第二转矩传递装置从动端固定连接；13) The third intermediate shaft is fixedly connected to the driven end of the second torque transmission device; 14)所述差速器总成的外壳与第三圆柱齿轮副从动齿轮固定连接；14) The housing of the differential gear assembly is fixedly connected with the driven gear of the third cylindrical gear pair; 15)所述第二圆柱齿轮副主动齿轮、第一转矩传递装置、第一圆柱齿轮副主动齿轮在输入轴的旋转中心线上从靠近输入端到远离输入端地依次排列；15) The second spur gear secondary driving gear, the first torque transmission device, and the first spur gear secondary driving gear are arranged sequentially on the rotation center line of the input shaft from close to the input end to away from the input end; 16)所述第二圆柱齿轮副从动齿轮、第二转矩传递装置、第一圆柱齿轮副从动齿轮、第三圆柱齿轮副主动齿轮在第三中间轴的旋转中心线上从靠近输入端到远离输入端地依次排列；16) The second spur gear secondary driven gear, the second torque transmission device, the first spur gear secondary driven gear, and the third spur gear secondary driving gear are close to the input end on the rotation center line of the third intermediate shaft Arranged in order away from the input end; 它们的设计参数为：Their design parameters are: 1)所述输入轴直径不大于200毫米；1) The diameter of the input shaft is not greater than 200mm; 2)所述第一中间轴直径不大于200毫米；2) The diameter of the first intermediate shaft is not greater than 200 mm; 3)所述第二中间轴直径不大于200毫米；3) The diameter of the second intermediate shaft is not greater than 200 mm; 4)所述第三中间轴直径不大于200毫米；4) The diameter of the third intermediate shaft is not greater than 200 mm; 5)所述第一圆柱齿轮副、第二圆柱齿轮副和第三圆柱齿轮副法向模数不大于10.00毫米；5) The normal modulus of the first cylindrical gear pair, the second cylindrical gear pair and the third cylindrical gear pair is not greater than 10.00 mm; 6)所述第一圆柱齿轮副主动齿轮、第二圆柱齿轮副主动齿轮和第三圆柱齿轮副主动齿轮齿数不多于100个；6) The number of teeth of the driving gear of the first cylindrical gear pair, the driving gear of the second cylindrical gear pair and the driving gear of the third cylindrical gear pair is not more than 100; 7)所述第一圆柱齿轮副从动齿轮、第二圆柱齿轮副从动齿轮和第三圆柱齿轮副从动齿轮齿数不多于200个；7) The number of teeth of the driven gear of the first cylindrical gear pair, the driven gear of the second cylindrical gear pair and the driven gear of the third cylindrical gear pair is not more than 200; 8)所述第一转矩传递装置和第二转矩传递装置转矩容量不大于2000牛顿米。8) The torque capacities of the first torque transmission device and the second torque transmission device are not greater than 2000 Nm.
CN201410836093.1A 2014-12-26 2014-12-26 Automatic two-gear transformer for pure electric automobile Pending CN104595428A (en)

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Application publication date: 20150506