CN105762976A - Blade electric vehicle integrated two-shift automatic electric drive assembly - Google Patents

Abstract

An integrated two-speed automatic electric drive assembly for pure electric vehicles, suitable for front-drive or rear-drive vehicles, which includes a drive motor (E) and a dry clutch two-speed automatic transmission (T); the dry clutch The two-speed automatic transmission (T) is located at the output end of the drive motor (E); the drive motor (E) can be a DC drive motor or an AC drive motor, which includes a drive motor rotor (10), a drive motor stator (11), a drive motor Motor case (12), first bearing (13), second bearing (14); the dry clutch two-speed automatic transmission (T) is a two-shaft structure, which includes an input shaft assembly (I), an intermediate shaft Assembly (M), output assembly (O) and box assembly (0); the present invention adopts a fixed shaft gear transmission scheme, which has high transmission efficiency, simple structure, easy matching of transmission ratio, and low manufacturing cost.

Description

An integrated two-speed automatic electric drive assembly for pure electric vehicles

technical field

This project involves a pure electric vehicle integrated two-speed automatic electric drive assembly, which belongs to the field of automobile technology.

Background technique

With the increasingly severe environmental problems and the depletion of traditional fossil energy, the industry wave of developing pure electric vehicles has been set off worldwide. In my country's "Thirteenth Five-Year Plan", the construction of "Industry 4.0", and the realization of "Made in China 2025" and other national strategic plans, it is clear that pure electric vehicles are the main strategic orientation for the development of new energy vehicles and the transformation of the automobile industry in my country.

Electric drive assembly technology is the core technology of pure electric vehicles, which directly determines the power and economy of vehicles. At present, pure electric vehicles on the market are mainly matched with single-speed reducers. Although they have the advantages of simple structure, small size, light weight, no need to change gears and no power interruption, they have the following disadvantages:

1) Higher performance requirements for the drive motor. The characteristics of the drive motor are low-rotation constant torque and high-rotation constant power. In order to make the car have good climbing performance and acceleration performance, the transmission ratio of the single-speed reducer will be relatively large. The speed will be very high, and the wear and noise of the drive motor will be increased. Therefore, the driving motor is required to have good speed regulation performance and mechanical performance, which often increases the volume and manufacturing cost of the driving motor.

2) The efficiency is low. Because a single transmission ratio usually cannot take into account the power and economy of a pure electric vehicle at the same time, 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, the efficiency of the driving motor generally decreases. Falling below 60-70%, seriously wasting the electric energy of the vehicle and reducing the cruising range.

Due to the limitations of current battery technology, the cruising range of pure electric vehicles is very limited. In order to make full use of the advantages of pure electric vehicles and reduce the requirements for driving motors and batteries at the same time, the electric drive system of pure electric vehicles should adopt a multi-speed transmission. By manipulating the multi-speed transmission, it is ensured that the drive motor can work more in an ideal high-efficiency area, thereby improving the vehicle's power, economy and other indicators.

Compared with more gears or even continuously variable transmissions, two-speed automatic transmissions have a simpler and more compact structure, higher power density, and can realize automatic power shifting. The technology is relatively mature and has lower requirements on the performance of the drive motor. At the same time, the drive motor and the two-speed automatic transmission are used as the electric drive assembly for integrated design and matching. It can not only fully optimize the performance of the electric drive system, improve the drive efficiency, but also greatly reduce the overall cost of the electric drive system. It makes it more compatible with loading in different models, which is conducive to the industrialization and marketization of pure electric vehicles.

Contents of the invention

(1. Purpose

The purpose of the present invention is to provide an integrated two-speed automatic electric drive assembly for pure electric vehicles, so as to solve the problems of the existing single-speed reducer, such as high requirements on the drive motor, and relatively low efficiency of the drive motor during driving. The cruising range of electric vehicles improves power and economy, reduces costs, and promotes the industrialization of electric drive assemblies.

(2) Technical solution

The present invention is an integrated two-speed automatic electric drive assembly for pure electric vehicles, which is suitable for front-drive or rear-drive vehicles, and includes a drive motor (E) and a dry-clutch two-speed automatic transmission (T); The relationship between them is: the dry clutch two-speed automatic transmission (T) is located at the output end of the drive motor (E);

Their shape constructs are:

1. The drive motor (E) can be a DC drive motor or an AC drive motor, which includes a drive motor rotor (10), a drive motor stator (11), a drive motor casing (12), a first bearing (13), second bearing (14);

The relationship between them is:

1.1 The first bearing (13) and the second bearing (14) are respectively installed on the journals at both ends of the drive motor rotor (10), and the drive motor rotor (10) is installed and supported on the drive motor box (12);

1.2 The driving motor stator (11) is fixedly connected to the driving motor casing (12);

Their shape constructs are:

1.3 The drive motor rotor (10) has a circular cross-section and can be a solid shaft or a hollow shaft;

1.4 The drive motor stator (11) has a circular cross section, which can be a coil winding or a magnet;

1.5 The drive motor box (12) is a casting, and the material can be cast iron, aluminum alloy or magnesium alloy;

1.6 The first bearing (13) and the second bearing (14) are standard parts of rolling bearings;

2. The dry clutch two-speed automatic transmission (T) is a two-shaft structure, which includes an input shaft assembly (I), an intermediate shaft assembly (M), an output assembly (O) and a casing assembly ( 0); the relationship between them is: the rotation centerlines of the input shaft assembly (I), the intermediate shaft assembly (M), and the output assembly (O) are parallel, and the input shaft assembly (I), Both the intermediate shaft assembly (M) and the output assembly (O) are installed on the box assembly (0);

Their shape constructs are:

2.1 The box assembly (0) includes a first box (B1), a second box (B2), a third box (B3), a fourth box (B4), and a fifth box (B5);

The relationship between them is:

2.1.1 The first box (B1), the second box (B2), the third box (B3), the fourth box (B4), the fifth box (B5) from close to the drive motor (E) Arrange in sequence to the direction away from the drive motor (E);

2.1.2 The first box (B1) is fixedly connected or integrated with the drive motor box (12) of the drive motor (E);

2.1.3 The first box (B1) is fixedly connected to the second box (B2);

2.1.4 The second box (B2) is fixedly connected to the fourth box (B4);

2.1.5 The third box (B3) is fixedly connected to the fourth box (B4);

2.1.6 The fourth box (B4) is fixedly connected to the fifth box (B5);

Their shape constructs are:

2.1.7 The first box body (B1), the second box body (B2), the third box body (B3), the fourth box body (B4), and the fifth box body (B5) are all castings, and the materials can be Is cast iron, aluminum alloy or magnesium alloy;

2.2 The input shaft assembly (I) includes the input shaft (1), the first gear driving gear shaft (3), the second gear driving gear shaft (4), the first gear shift actuator (A1), the second gear shift actuator (A2), first gear dry clutch (C1), second gear dry clutch (C2), third bearing (15), fourth bearing (16), fifth bearing (17), sixth bearing (18), The seventh bearing (19), the eighth bearing (20), the first sealing ring (25), the second sealing ring (26);

The relationship between them is:

2.2.1 The input shaft (1), the first gear dry clutch (C1), the second gear dry clutch (C2), the third bearing (15), the fourth bearing (16), the fifth bearing (17), the Six bearings (18), the seventh bearing (19), the eighth bearing (20) coincide with the rotation center line of the drive motor rotor (10) of the drive motor (E);

2.2.2 The first gear dry clutch (C1), the first gear driving gear shaft (3), the second gear driving gear shaft (4), and the second gear dry clutch (C2) move from close to the drive motor on the input shaft (1). (E) to the direction away from the drive motor (E) and arranged in sequence;

2.2.3 The first gear dry clutch (C1), the first gear shift actuator (A1), the second gear shift actuator (A2), the second gear dry clutch (C2) from close to the drive motor (E) to far away The directions of the drive motors (E) are arranged sequentially;

2.2.4 The driving gear shaft (3) of the first gear is vacantly sleeved on the input shaft (1);

2.2.5 The second gear driving gear shaft (4) is vacantly sleeved on the input shaft (1);

2.2.6 The inner ring of the third bearing (15) is installed on the journal on the side of the input shaft (1) close to the drive motor (E), and the outer ring of the third bearing (15) is installed on the box assembly ( 0) on the first box (B1), the inner ring of the eighth bearing (20) is installed on the journal on the side of the input shaft (1) away from the drive motor (E), the eighth bearing (20) The outer ring is installed on the fifth box (B5) of the box assembly (0);

2.2.7 The inner ring of the fourth bearing (16) is installed on the journal of the first gear driving gear shaft (3) close to the drive motor (E), and the outer ring of the fourth bearing (16) is installed on the box On the second box (B2) of the assembly (0), the inner ring of the fifth bearing (17) is installed on the journal of the first gear driving gear shaft (3) away from the drive motor (E). The outer ring of the five bearings (17) is installed on the third box (B3) of the box assembly (0);

2.2.8 The inner ring of the sixth bearing (18) is installed on the journal on the side of the second gear driving gear shaft (4) close to the drive motor (E), and the outer ring of the sixth bearing (18) is installed on the box On the third box (B3) of the assembly (0), the inner ring of the seventh bearing (19) is installed on the journal of the second gear driving gear shaft (4) away from the driving motor (E). The outer ring of the seven bearings (19) is installed on the fourth casing (B4) of the casing assembly (0);

2.2.9 The inner ring of the first sealing ring (25) is installed on the journal of the first gear driving gear shaft (3) close to the drive motor (E), and is located on the fourth bearing (16) close to the drive motor (E ) side, the outer ring of the first sealing ring (25) is installed on the second box body (B2) of the box body assembly (0) to form a sealing effect;

2.2.10 The inner ring of the second sealing ring (26) is installed on the journal of the second gear driving gear shaft (3) away from the drive motor (E), and is located on the seventh bearing (19) away from the drive motor (E). ) side, the outer ring of the second sealing ring (26) is installed on the fourth box (B4) of the box assembly (0) to form a sealing effect;

Their shape constructs are:

2.2.11 The cross section of the input shaft (1) is circular, which can be a solid shaft or a hollow shaft;

2.2.12 The driving gear shaft (3) of the first gear can be a spur gear shaft or a helical spur gear shaft;

2.2.13 The second gear driving gear shaft (4) can be a spur gear shaft or a helical spur gear shaft;

2.2.14 The third bearing (15), fourth bearing (16), fifth bearing (17), sixth bearing (18), seventh bearing (19) and eighth bearing (20) are standard parts of rolling bearings;

2.2.15 The first seal ring (25) and the second seal ring (26) can be lip seal rings or other types of seal rings;

2.2.16 The driving end of the first gear dry clutch (C1) includes the first gear clutch cover (41), the first gear lever diaphragm spring (35), the first gear induction diaphragm spring (36), the first gear pressure plate (37 ), a first gear driving disc (39) and a first gear engagement bearing (34), the driven end of the first gear dry clutch (C1) includes a first gear driven disc (38) and a first gear driven disc hub (40) , the driving end of the first gear dry clutch (C1) and the driven end of the first gear dry clutch (C2) can be selectively engaged, and the input shaft (1) and the input shaft assembly of the input shaft assembly (I) The first block driving gear shaft (3) of Cheng (I) is temporarily connected;

The relationship between them is:

1) The first gear driving disc (39), the first gear driven disc (38), the first gear pressure plate (37), and the first gear clutch cover (41) move from close to the drive motor (E) to away from the drive motor (E) in sequence;

2) The first gear driving disc (39) is fixedly connected or integrated with the input shaft (1) of the input shaft assembly (1);

3) The driving disc (39) of the first gear is fixedly connected with the clutch cover (41) of the first gear;

4) The first gear driven disc (38) is fixedly connected with the first gear driven disc hub (40);

5) The first gear engagement bearing (34) is installed on the side of the first gear lever diaphragm spring (35) away from the drive motor (E), and the inner ring of the first gear engagement bearing (34) is connected to the first gear lever diaphragm spring (35) ) fixed connection;

6) The first-gear lever diaphragm spring (35) and the first-gear induction diaphragm spring (36) are installed in the space formed by the first-gear pressure plate (37) and the first-gear clutch cover (41), through which the first-gear lever diaphragm The extrusion of the spring (35) and a retaining pressure plate (37) exerts pressure on a retaining pressure plate (37);

Their shape constructs are:

7) The first gear clutch cover (41) is a stamping part;

8) This first gear lever diaphragm spring (35) is a stamping part;

9) The first block induction diaphragm spring (36) is a stamping part;

10) The first pressure plate (37) can be a casting or a forging;

11) The driving disc (39) for the first gear can be a casting or a forging;

12) The first gear engagement bearing (34) is a standard rolling bearing;

13) The first gear driven disc (38) is a stamping part;

14) The first gear driven hub (40) is a stamping part;

2.2.17 The driving end of the second gear dry clutch (C2) includes the second gear clutch cover (56), the second gear lever diaphragm spring (50), the second gear induction diaphragm spring (51), the second gear pressure plate (52 ), the second gear driving disc (54) and the second gear engagement bearing (49), the driven end of the second gear dry clutch (C2) includes the second gear driven disc (53) and the second gear driven disc hub (55) , the driving end of the second gear dry clutch (C2) and the driven end of the second gear dry clutch (C2) can be selectively engaged, and the input shaft (1) and the input shaft assembly of the input shaft assembly (I) The second gear driving gear shaft (4) of Cheng (I) is temporarily connected;

The relationship between them is:

1) The second gear clutch cover (56), the second gear pressure plate (52), the second gear driven disc (53), and the second gear driving disc (54) move from close to the drive motor (E) to away from the drive motor (E) in sequence;

2) The second gear driving disc (54) is fixedly connected with the input shaft (1) of the input shaft assembly (I);

3) The second gear driving disc (54) is fixedly connected with the second gear clutch cover (56);

4) The second gear driven disc (53) is fixedly connected with the second gear driven disc hub (55);

5) The second gear engagement bearing (49) is installed on the side of the second gear lever diaphragm spring (50) close to the drive motor (E), and the inner ring of the second gear engagement bearing (49) and the second gear lever diaphragm spring (50) ) fixed connection;

6) The second-gear lever diaphragm spring (50) and the second-gear induction diaphragm spring (51) are installed in the space formed by the second-gear pressure plate (52) and the second-gear clutch cover (56). The extrusion of the spring (50) and the second gear platen (52) exerts pressure on the second gear platen (52);

Their shape constructs are:

7) The second gear clutch cover (56) is a stamping part;

8) The diaphragm spring (50) of the second gear lever is a stamping part;

9) The second gear induction diaphragm spring (51) is a stamping part;

10) The second gear pressure plate (52) can be a casting or a forging;

11) The second gear driving disc (54) can be a casting or a forging;

12) The second gear engagement bearing (49) is a rolling bearing standard part;

13) The second gear driven disc (53) is a stamping part;

14) The second gear driven disc hub (55) is a stamping part;

2.2.18 The first-gear shifting drive mechanism (A1) includes a first-gear motor (27), a first-gear centering flange (32), a first-gear spring accumulator (33), a first-gear ball circulation nut (29) , a lead screw (28), a gear roller (30), a gear engagement lever (31);

The relationship between them is:

1) The first gear centering flange (32) is installed and fixed on the side of the second box (B2) of the box assembly (0) close to the drive motor (E);

2) The first gear spring accumulator (33), the first gear circulating nut (29), the first gear roller (30), and the first gear joint lever (31) are installed on the first gear centering flange (32) close to the drive Motor (E) side;

3) The first gear motor (27) is installed and fixed on the second box (B2) of the box assembly (0);

4) The first gear engaging lever (31) is in contact with the outer ring of the first gear engaging bearing (34) of the first gear dry clutch (C1), through a gear screw (28), a gear ball circulation nut (29), The first-gear roller (30) and the first-gear engagement lever (31) convert the rotational motion of the first-gear motor (27) into the linear motion of the first-gear engagement bearing (34) of the first-gear dry clutch (C1), thereby driving a The driving end of the dry clutch (C1) is temporarily connected with the driven end;

Their shape constructs are:

1) The first gear motor (27), the first gear spring accumulator (33), the first gear ball circulating nut (29), the first gear screw (28), and the first gear roller (30) are all existing products on the market ;

2) The first gear centering flange (32) is a casting, and the material can be cast iron, aluminum alloy or magnesium alloy;

3) the first gear engagement lever (31) is a stamping part;

2.2.19 The second gear shift drive mechanism (A2) includes the second gear motor (42), the second gear centering flange (47), the second gear spring accumulator (48), the second gear ball circulating nut (44) , the second gear screw (43), the second gear roller (45), the second gear engagement lever (46);

The relationship between them is:

1) The second gear centering flange (47) is installed and fixed on the side of the fourth box (B4) of the box assembly (0) away from the drive motor (E);

2) The second gear spring accumulator (48), the second gear ball circulation nut (44), the second gear roller (45), and the second gear engagement lever (46) are installed on the second gear centering flange (47) away from the drive Motor (E) side;

3) The second gear motor (42) is installed and fixed on the fourth box (B4) of the box assembly (0);

4) The second gear engagement lever (46) is in contact with the outer ring of the second gear engagement bearing (49) of the second gear dry clutch (C2), through the second gear screw (43), the second gear ball circulation nut (44), The second gear roller (45) and the second gear engagement lever (46) convert the rotary motion of the second gear motor (42) into the linear motion of the second gear engagement bearing (49) of the second gear dry clutch (C2), thereby driving the second gear The driving end of the dry clutch (C2) is temporarily connected with the driven end;

Their shape constructs are:

1) The second gear motor (42), the second gear spring accumulator (48), the second gear ball circulation nut (44), the second gear screw (43), and the second gear roller (45) are all existing products on the market ;

2) The second gear centering flange (47) is a casting, and the material can be cast iron, aluminum alloy or magnesium alloy;

3) the second gear engagement lever (46) is a stamping part;

2.3 The intermediate shaft assembly (M) includes the intermediate shaft (2), first gear driven gear (5), second gear driven gear (6), final drive gear (7), ninth bearing (21), The tenth bearing (22);

The relationship between them is:

2.3.1 The intermediate shaft (2), first gear driven gear (5), second gear driven gear (6), final drive gear (7), ninth bearing (21), tenth bearing (22) The centerlines of rotation coincide;

2.3.2 The ninth bearing (21), the main reducer driving gear (7), the first gear driven gear (5), the second gear driven gear (6), and the tenth bearing (22) are on the intermediate shaft (2) Arranged in order from the direction close to the drive motor (E) to the direction away from the drive motor (E);

2.3.3 The first gear driven gear (5) is fixedly connected with the intermediate shaft (2);

2.3.4 The second gear driven gear (6) is fixedly connected with the intermediate shaft (2);

2.3.5 The drive gear (7) of the main reducer is fixedly connected or integrated with the intermediate shaft (2);

2.3.6 The inner ring of the ninth bearing (21) is installed on the journal on the side of the intermediate shaft (2) close to the drive motor (E), and the outer ring of the ninth bearing (21) is installed on the box assembly ( 0) on the second box (B2), the inner ring of the tenth bearing (22) is installed on the journal on the side of the intermediate shaft (2) away from the drive motor (E), and the tenth bearing (22) The outer ring is installed on the fourth box (B4) of the box assembly (0);

Their shape constructs are:

2.3.7 The cross section of the intermediate shaft (2) is circular, which can be a solid shaft or a hollow shaft;

2.3.8 The first gear driven gear (5) can be a spur gear or a helical gear;

2.3.9 The second gear driven gear (6) can be a spur gear or a helical gear;

2.3.10 The driving gear (7) of the main reducer can be a spur gear or a helical gear;

2.3.11 The ninth bearing (21) and the tenth bearing (22) are standard rolling bearings;

2.4 The output assembly (O) includes the final drive driven gear (8), differential assembly (9), eleventh bearing (23), and twelfth bearing (24);

The relationship between them is:

2.4.1 The rotation centerlines of the driven gear (8), differential assembly (9), eleventh bearing (23) and twelfth bearing (24) of the main reducer are coincident;

2.4.2 The driven gear (8) of the main reducer is fixedly connected with the differential assembly (9);

2.4.3 The inner ring of the eleventh bearing (23) is installed on the journal of the differential assembly (9) near the drive motor (E), and the outer ring of the eleventh bearing (23) is installed on On the second box (B2) of the box assembly (0), the inner ring of the twelfth bearing (24) is installed on the journal of the side of the differential assembly (9) away from the drive motor (E) , the outer ring of the twelfth bearing (24) is installed on the fourth box (B4) of the box assembly (0);

Their shape constructs are:

2.4.4 The driven gear (8) of the main reducer can be a spur gear or a helical gear;

2.4.5 The eleventh bearing (23) and the twelfth bearing (24) are standard rolling bearings;

2.4.6 The differential assembly (9) is an existing product for general passenger cars;

3. The box structure of the present invention will have multiple technical solutions due to changes in specific design requirements, and other box structures obtained based on the present invention are within the claims of the present invention

4. The gear structure of the present invention may have a variety of technical solutions due to changes in specific design requirements, and other gear structures obtained based on the present invention are within the claims of the present invention;

5. The dry clutch structure of the present invention will have multiple technical solutions due to changes in specific design requirements, and other types of dry and wet clutch structures obtained based on the present invention are within the claims of the present invention;

6. The shifting drive mechanism of the present invention may have various technical solutions due to changes in specific design requirements, and other types of shifting drive mechanisms obtained based on the present invention are within the claims of the present invention.

The design parameters of the main components are:

1. The diameter of the input shaft (1) is not greater than 200mm;

2. The diameter of the intermediate shaft (2) is not greater than 200 mm;

3. The first gear driving gear shaft (3), the second gear driving gear shaft (4), the first gear driven gear (5), the second gear driven gear (6), the main reducer driving gear (7) and the main The normal modulus of the driven gear (8) of the reducer is not greater than 10.00 mm;

4. The first gear driving gear shaft (3), the second gear driving gear shaft (4), and the final drive gear (7) have no more than 100 teeth;

5. The first gear driven gear (5), the second gear driven gear (6), and the final drive gear (8) have no more than 200 teeth;

6. The torque capacity of the first gear dry clutch (C1) and the second gear dry clutch (C2) is not greater than 2000 Nm;

7. The peak torque of the drive motor (E) is not more than 500 Nm, the peak power is not more than 300 kW, and the maximum speed is not more than 20,000 rpm.

The transmission scheme involved in the present invention realizes the switching between the first gear dry clutch (C1) and the second gear dry clutch (C2) by controlling the first gear shift actuator (A1) and the second gear shift actuator (A2). Engage or disengage to produce two gears, first gear and second gear. The working principle of the present invention is briefly as follows:

1. When the first gear shift actuator (A1) does not drive the first gear dry clutch (C1) to press, and the second gear shift actuator (A2) does not drive the second gear dry clutch (C2) to press, The pure electric vehicle is in neutral, and the power cannot be transmitted from the driving motor (E) to the differential gear assembly (9);

2. When the first gear shift actuator (A1) drives the first gear dry clutch (C1) to press, and the second gear shift actuator (A2) does not drive the second gear dry clutch (C2) to press, the The pure electric vehicle is in the first gear, and the power is from the drive motor (E) through the input shaft (1), the first gear dry clutch (C1), the first gear driving gear shaft (3), the first gear driven gear (5), the intermediate shaft (2), the main reducer driving gear (7), the main reducer driven gear (8) are transmitted to the differential assembly (9); the speed of the input shaft (1) and the main reducer driven gear (8) The ratio of the rotational speed is the transmission ratio of the first gear;

3. When the first gear shift actuator (A1) does not drive the first gear dry clutch (C1) to compress, and the second gear shift actuator (A2) drives the second gear dry clutch (C2) to compress, the The pure electric vehicle is in the second gear, and the power is from the drive motor (E) through the input shaft (1), the second gear dry clutch (C2), the second gear driving gear shaft (4), the second gear driven gear (6), the intermediate shaft (2), the main reducer driving gear (7), the main reducer driven gear (8) are transmitted to the differential assembly (9); the speed of the input shaft (1) and the main reducer driven gear (8) The ratio of the rotating speed is the transmission ratio of the second gear;

4. Wherein, when the drive motor rotor (10) rotates forward, the first gear and the second gear are forward first gear and forward second gear; when the drive motor rotor (10) rotates reversely, the first gear and second gear The gears are reverse first gear and reverse second gear. 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) Advantages

The invention adopts the fixed shaft gear transmission scheme, which has high transmission efficiency, simple structure, easy matching of transmission ratio and low manufacturing cost;

1. The present invention adopts a motor-driven gear shift actuator, which has good positioning dynamic performance, relatively precise control, clear failure mode and relatively stable performance in various environments, and its structure is compact, easy to arrange, and simple to assemble;

2. The present invention adopts a dry clutch and a motor to drive the shift actuator, and the motor does not participate in the work during the non-shift process, so the energy consumption is low and the economy is better;

3. The dry clutch of the present invention adopts a split symmetrical arrangement, which is beneficial to the ventilation and heat dissipation of the clutch, and makes it have good sealing conditions;

4. The present invention adopts two-speed automatic variable speed, expands the range of transmission ratio, can greatly reduce the performance requirement to drive motor, allows to adopt more lightweight drive motor, thereby reduces the production cost of drive motor, simultaneously because drive motor can More work in the high-efficiency range, on the premise of ensuring the power of the vehicle, increases the economy of the vehicle and further reduces the total cost of pure electric vehicles;

5. The present invention integrates the driving motor and the transmission system, which can not only fully optimize the performance of the electric drive system, improve the driving efficiency, but also greatly reduce the overall cost of the electric drive system, making it more compatible with different vehicle types. , which is conducive to the industrialization and marketization of pure electric vehicles.

Description of drawings

1) Figure 1 is a schematic diagram of the principle of the present invention.

2) Figure 2 is a schematic structural view of the present invention.

3) Figure 3 is a partially enlarged view of the first gear shift actuator (A1) and the first gear dry clutch (C1).

4) Figure 4 is a partially enlarged view of the second gear shift actuator (A2) and the second gear dry clutch (C2).

5) Figure 5 is a power transmission route diagram for first gear drive.

6) Figure 6 is the power transmission route diagram of the second gear drive.

The serial numbers, symbols, codes and units in the figure are explained as follows:

0 Box assembly; 1 Input shaft; 2 Intermediate shaft; 3 First gear driving gear shaft; 4 Second gear driving gear shaft; 5 First gear driven gear; 6 Second gear driven gear; 7 Main reducer driving gear; 8 Driven gear of main reducer; 9 differential gear assembly; 10 drive motor rotor; 11 drive motor stator; 12 drive motor box; 13 first bearing; 14 second bearing; 15 third bearing; 16 fourth bearing; 17 fifth bearing; 18 sixth bearing; 19 seventh bearing; 20 eighth bearing; 21 ninth bearing; 22 tenth bearing; 23 eleventh bearing; 24 twelfth bearing; 25 first sealing ring; 26 the first Two sealing rings; 27 a gear motor; 28 a screw screw; 29 a ball circulation nut; 30 a roller; 31 a joint lever; 32 a centering flange; 33 a spring accumulator; 34 first gear engagement bearing; 35 first gear lever diaphragm spring; 36 first gear induction diaphragm spring; 37 first gear pressure plate; 38 first gear driven disc; 39 first gear driving disc; 40 first gear driven hub; 41 First gear clutch cover; 42 Second gear motor; 43 Second gear screw; 44 Second gear ball circulation nut; 45 Second gear roller; 46 Second gear engagement lever; 47 Second gear centering flange; 48 Second gear spring accumulator ; 49 second gear engagement bearing; 50 second gear lever diaphragm spring; 51 second gear lever induction spring; 52 second gear pressure plate; 53 second gear driven disc; 54 second gear driving disc; Second gear clutch cover; A1 first gear shift actuator; A2 second gear shift actuator; B1 first box; B2 second box; B3 third box; B4 fourth box; B5 fifth box ; C1 first gear dry clutch; C2 second gear dry clutch; E drive motor; T dry clutch two gear automatic transmission; I input shaft assembly; M intermediate shaft assembly; O output assembly.

detailed description

Referring to the accompanying drawings, the present invention is further described.

Referring to Figures 1, 2, 3, 4, 5, 6, the present invention is an integrated two-speed automatic electric drive assembly for pure electric vehicles, which is suitable for front-mounted front-drive or rear-mounted rear-drive vehicles, including a drive motor E and dry Type clutch two-speed automatic transmission T; Their mutual relationship is: described dry clutch two-speed automatic transmission T is located at the output end of drive motor E;

Their shape constructs are:

1. The drive motor E is a permanent magnet synchronous motor, which includes a drive motor rotor 10, a drive motor stator 11, a drive motor casing 12, a first bearing 13, and a second bearing 14;

The relationship between them is:

1.1 The first bearing 13 and the second bearing 14 are respectively installed on the journals at both ends of the drive motor rotor 10, and the drive motor rotor 10 is installed and supported on the drive motor casing 12;

1.2 The driving motor stator 11 is fixedly connected with the driving motor casing 12;

Their shape constructs are:

1.3 The drive motor rotor 10 has a circular cross section and a hollow shaft;

1.4 The drive motor stator 11 has a circular cross-section, which is a coil winding;

1.5 The drive motor box 12 is a casting made of aluminum alloy;

1.6 The first bearing 13 and the second bearing 14 are deep groove ball bearings;

2. The dry clutch two-speed automatic transmission T is a two-shaft structure, which includes an input shaft assembly I, an intermediate shaft assembly M, an output assembly O, and a case assembly O; the relationship between them is : The input shaft assembly I, intermediate shaft assembly M, and output assembly O are parallel to the rotation center lines, and the input shaft assembly I, intermediate shaft assembly M, and output assembly O are all installed in the box assembly 0 on;

Their shape constructs are:

2.1 The box assembly 0 includes the first box B1, the second box B2, the third box B3, the fourth box B4, and the fifth box B5;

The relationship between them is:

2.1.1 The first box B1, the second box B2, the third box B3, the fourth box B4, and the fifth box B5 are arranged in order from the direction close to the drive motor E to the direction away from the drive motor E;

2.1.2 The first box B1 is fixedly connected to the drive motor box 12 of the drive motor E through several bolts;

2.1.3 The first box B1 and the second box B2 are fixedly connected by several bolts;

2.1.4 The second box B2 and the fourth box B4 are fixedly connected by several bolts;

2.1.5 The third box B3 and the fourth box B4 are fixedly connected by several bolts;

2.1.6 The fourth box B4 and the fifth box B5 are fixedly connected by several bolts;

Their shape constructs are:

2.1.7 The first box body B1, the second box body B2, the third box body B3, the fourth box body B4, and the fifth box body B5 are all castings, and the material is aluminum alloy;

2.2 The input shaft assembly I includes input shaft 1, first gear driving gear shaft 3, second gear driving shaft 4, first gear shift actuator A1, second gear shift actuator A2, first gear dry clutch C1, second gear Dry clutch C2, third bearing 15, fourth bearing 16, fifth bearing 17, sixth bearing 18, seventh bearing 19, eighth bearing 20, first sealing ring 25, second sealing ring 26;

The relationship between them is:

2.2.1 The input shaft 1, first gear dry clutch C1, second gear dry clutch C2, third bearing 15, fourth bearing 16, fifth bearing 17, sixth bearing 18, seventh bearing 19, eighth bearing 20 coincides with the center line of rotation of the drive motor rotor 10 of the drive motor E;

2.2.2 The first gear dry clutch C1, the first gear driving gear shaft 3, the second gear driving gear shaft 4, and the second gear dry clutch C2 are arranged sequentially on the input shaft 1 from the direction close to the drive motor E to the direction away from the drive motor E ;

2.2.3 The first gear dry clutch C1, the first gear shift actuator A1, the second gear shift actuator A2, and the second gear dry clutch C2 are arranged sequentially from the direction close to the drive motor E to the direction away from the drive motor E;

2.2.4 The driving gear shaft 3 of the first gear is vacantly sleeved on the input shaft 1;

2.2.5 The second gear driving gear shaft 4 is vacantly sleeved on the input shaft 1;

2.2.6 The inner ring of the third bearing 15 is installed on the journal of the input shaft 1 near the side of the drive motor E, and the outer ring of the third bearing 15 is installed on the first box B1 of the box assembly 0, The inner ring of the eighth bearing 20 is installed on the journal of the input shaft 1 away from the side of the drive motor E, and the outer ring of the eighth bearing 20 is installed on the fifth box B5 of the box assembly 0;

2.2.7 The inner ring of the fourth bearing 16 is installed on the journal on the side of the drive gear shaft 3 close to the drive motor E, and the outer ring of the fourth bearing 16 is installed on the second box body of the box assembly 0 On B2, the inner ring of the fifth bearing 17 is installed on the journal of the first gear drive gear shaft 3 away from the side of the drive motor E, and the outer ring of the fifth bearing 17 is installed on the third box of the box assembly 0 on B3;

2.2.8 The inner ring of the sixth bearing 18 is installed on the journal on the side of the second gear drive gear shaft 4 close to the drive motor E, and the outer ring of the sixth bearing 18 is installed in the third box of the box assembly 0 On B3, the inner ring of the seventh bearing 19 is installed on the journal on the side of the second gear driving gear shaft 4 away from the drive motor E, and the outer ring of the seventh bearing 19 is installed on the fourth box of the box assembly 0 on B4;

2.2.9 The inner ring of the first sealing ring 25 is installed on the journal of the first gear driving gear shaft 3 near the side of the driving motor E, and is located on the side of the fourth bearing 16 near the driving motor E. The first sealing ring 25 The outer ring is installed on the second box B2 of the box assembly 0 to form a sealing effect;

2.2.10 The inner ring of the second sealing ring 26 is installed on the journal of the second gear drive gear shaft 3 on the side away from the driving motor E, and is located on the side of the seventh bearing 19 away from the driving motor E. The second sealing ring 26 The outer ring is installed on the fourth box B4 of the box assembly 0 to form a sealing effect;

Their shape constructs are:

2.2.11 The cross section of the input shaft 1 is circular and hollow;

2.2.12 The driving gear shaft 3 of the first gear is a helical cylindrical gear shaft;

2.2.13 The second gear driving gear shaft 4 is a helical cylindrical gear shaft;

2.2.14 The third bearing 15, the fourth bearing 16, the fifth bearing 17, the sixth bearing 18, the seventh bearing 19, and the eighth bearing 20 are deep groove ball bearings;

2.2.15 The first seal ring 25 and the second seal ring 26 are lip seal rings;

2.2.16 The driving end of the first-gear dry clutch C1 includes a first-gear clutch cover 41, a first-gear lever diaphragm spring 35, a first-gear induction diaphragm spring 36, a first-gear pressure plate 37, a first-gear driving disc 39 and a first-gear Engaging the bearing 34, the driven end of the first gear dry clutch C1 includes a first gear driven disc 38 and a first gear driven disc hub 40, the driving end of the first gear dry clutch C1 and the slave end of the first gear dry clutch C2 The moving end can be selectively engaged to temporarily connect the input shaft 1 of the input shaft assembly 1 and the first gear driving gear shaft 3 of the input shaft assembly 1;

The relationship between them is:

1) The driving disc 39 of the first gear, the driven disc 38 of the first gear, the pressure plate 37 of the first gear, and the clutch cover 41 of the first gear are arranged sequentially from the direction close to the drive motor E to the direction away from the drive motor E;

2) The first gear driving disc 39 is integrated with the input shaft 1 of the input shaft assembly 1;

3) The driving disc 39 of the first gear is fixedly connected with the clutch cover 41 of the first gear by several bolts;

4) The first gear driven disc 38 is fixedly connected with the first gear driven disc hub 40 by several bolts;

5) The first gear engagement bearing 34 is installed on the side of the first gear lever diaphragm spring 35 away from the drive motor E, and the inner ring of the first gear engagement bearing 34 is fixedly connected to the first gear lever diaphragm spring 35 by welding;

6) The first gear lever diaphragm spring 35 and the first gear induction diaphragm spring 36 are installed in the space formed by the first gear pressure plate 37 and the first gear clutch cover 41, through the first gear lever diaphragm spring 35 and the first gear pressure plate 37 The extrusion exerts pressure on a retaining pressure plate 37;

Their shape constructs are:

7) The first gear clutch cover 41 is a stamping part;

8) The diaphragm spring 35 of the first gear lever is a stamping part;

9) The first block induction diaphragm spring 36 is a stamping part;

10) The first pressure plate 37 is a casting;

11) The driving disc 39 of the first gear is a casting;

12) The first gear engagement bearing 34 is an angular contact bearing;

13) The first gear driven disc 38 is a stamping part;

14) The first gear driven hub 40 is a stamping part;

2.2.17 The driving end of the second-gear dry clutch C2 includes the second-gear clutch cover 56, the second-gear lever diaphragm spring 50, the second-gear induction diaphragm spring 51, the second-gear pressure plate 52, the second-gear driving disc 54 and the second-gear Engage the bearing 49, the driven end of the second gear dry clutch C2 includes the second gear driven disc 53 and the second gear driven disc hub 55, the driving end of the second gear dry clutch C2 and the slave end of the second gear dry clutch C2 The moving end can be selectively engaged to temporarily connect the input shaft 1 of the input shaft assembly 1 and the second gear driving gear shaft 4 of the input shaft assembly 1;

The relationship between them is:

1) The second-gear clutch cover 56, the second-gear pressure plate 52, the second-gear driven disc 53, and the second-gear driving disc 54 are arranged sequentially from the direction close to the drive motor E to the direction away from the drive motor E;

2) The second gear driving disc 54 is connected with the input shaft 1 of the input shaft assembly 1 through a spline;

3) The second gear driving disc 54 is fixedly connected with the second gear clutch cover 56 through several bolts;

4) The second gear driven disc 53 is fixedly connected with the second gear driven disc hub 55 by welding;

5) The second gear engagement bearing 49 is installed on the side of the second gear lever diaphragm spring 50 close to the drive motor E, and the inner ring of the second gear engagement bearing 49 is fixedly connected to the second gear lever diaphragm spring 50 by welding;

6) The second gear lever diaphragm spring 50 and the second gear induction diaphragm spring 51 are installed in the space formed by the second gear pressure plate 52 and the second gear clutch cover 56, through the second gear lever diaphragm spring 50 and the second gear pressure plate 52 The extrusion exerts pressure on the second gear platen 52;

Their shape constructs are:

7) The second gear clutch cover 56 is a stamping part;

8) The diaphragm spring 50 of the second gear lever is a stamping part;

9) The second gear induction diaphragm spring 51 is a stamping part;

10) The second gear pressure plate 52 is a casting;

11) The second gear driving disc 54 is a casting;

12) The second gear engagement bearing 49 is an angular contact bearing;

13) The second gear driven disc 53 is a stamping part;

14) The second gear driven disc hub 55 is a stamping part;

2.2.18 The first-gear shifting drive mechanism A1 includes a first-gear motor 27, a first-gear centering flange 32, a first-gear spring accumulator 33, a first-gear ball circulation nut 29, a first-gear screw 28, and a first-gear roller 30. The first gear engagement lever 31;

The relationship between them is:

1) The first gear centering flange 32 is installed and fixed on the side of the second box B2 of the box assembly 0 close to the drive motor E through several bolts;

2) The first block spring accumulator 33, the first block ball circulation nut 29, the first block roller 30, and the first block engagement lever 31 are installed on the first block centering flange 32 near the drive motor E side;

3) The first gear motor 27 is installed and fixed on the second box B2 of the box assembly 0;

4) The first gear engagement lever 31 is in contact with the outer ring of the first gear engagement bearing 34 of the first gear dry clutch C1, through the first gear screw 28, the first gear ball circulation nut 29, the first gear roller 30, and the first gear engagement lever 31 , converting the rotational motion of the first-gear motor 27 into the linear motion of the first-gear engagement bearing 34 of the first-gear dry clutch C1, thereby driving the driving end and the driven end of the first-gear dry clutch C1 to be temporarily connected;

Their shape constructs are:

5) The first gear motor 27, the first gear spring accumulator 33, the first gear ball circulation nut 29, the first gear screw 28, and the first gear roller 30 are all existing products on the market;

6) The first gear centering flange 32 is a casting made of aluminum alloy;

7) The first gear engaging lever 31 is a stamping part;

2.2.19 The second-gear shift drive mechanism A2 includes a second-gear motor 42, a second-gear centering flange 47, a second-gear spring accumulator 48, a second-gear ball circulation nut 44, a second-gear screw 43, and a second-gear roller 45, the second gear engagement lever 46;

The relationship between them is:

1) The second gear centering flange 47 is installed and fixed on the side of the fourth box B4 of the box assembly 0 away from the drive motor E through several bolts;

2) The second gear spring accumulator 48, the second gear ball circulation nut 44, the second gear roller 45, and the second gear engagement lever 46 are installed on the side of the second gear centering flange 47 away from the drive motor E;

3) The second gear motor 42 is installed and fixed on the fourth box B4 of the box assembly 0;

4) The second gear engagement lever 46 is in contact with the outer ring of the second gear engagement bearing 49 of the second gear dry clutch C2, through the second gear screw 43, the second gear ball circulation nut 44, the second gear roller 45, and the second gear engagement lever 46 , converting the rotational motion of the second gear motor 42 into the linear motion of the second gear engagement bearing 49 of the second gear dry clutch C2, thereby driving the driving end and the driven end of the second gear dry clutch C2 to be temporarily connected;

Their shape constructs are:

5) The second gear motor 42, the second gear spring accumulator 48, the second gear ball circulation nut 44, the second gear screw 43, and the second gear roller 45 are all existing products on the market;

6) The second gear centering flange 47 is a casting made of aluminum alloy;

7) The second gear engagement lever 46 is a stamping part;

2.3 The intermediate shaft assembly M includes the intermediate shaft 2, the first gear driven gear 5, the second gear driven gear 6, the main reducer driving gear 7, the ninth bearing 21, and the tenth bearing 22;

The relationship between them is:

2.3.1 The centerlines of rotation of the intermediate shaft 2, first gear driven gear 5, second gear driven gear 6, main reducer driving gear 7, ninth bearing 21, and tenth bearing 22 coincide;

2.3.2 The ninth bearing 21, the main reducer driving gear 7, the first gear driven gear 5, the second gear driven gear 6, and the tenth bearing 22 are on the intermediate shaft 2 from close to the drive motor E to away from the drive motor E in sequence;

2.3.3 The first gear driven gear 5 is connected to the intermediate shaft 2 through a spline;

2.3.4 The second gear driven gear 6 is connected to the intermediate shaft 2 through a spline;

2.3.5 The inner ring of the ninth bearing 21 is installed on the journal on the side of the intermediate shaft 2 close to the drive motor E, and the outer ring of the ninth bearing 21 is installed on the second box B2 of the box assembly 0, The inner ring of the tenth bearing 22 is installed on the journal on the side of the intermediate shaft 2 away from the drive motor E, and the outer ring of the tenth bearing 22 is installed on the fourth box B4 of the box assembly 0;

Their shape constructs are:

2.3.7 The cross section of the intermediate shaft 2 is circular and hollow;

2.3.8 The first gear driven gear 5 is a helical cylindrical gear;

2.3.9 The second gear driven gear 6 is a helical cylindrical gear;

2.3.10 The driving gear 7 of the main reducer is a helical cylindrical gear;

2.3.11 The ninth bearing 21 and the tenth bearing 22 are tapered roller bearings;

2.4 The output assembly O includes the driven gear 8 of the final drive, the differential assembly 9, the eleventh bearing 23, and the twelfth bearing 24;

The relationship between them is:

2.4.1 The rotation centerlines of the driven gear 8 of the main reducer, the differential assembly 9, the eleventh bearing 23 and the twelfth bearing 24 coincide;

2.4.2 The driven gear 8 of the main reducer is fixedly connected with the differential assembly 9 through several bolts;

2.4.3 The inner ring of the eleventh bearing 23 is installed on the journal on the side of the differential assembly 9 close to the drive motor E, and the outer ring of the eleventh bearing 23 is installed on the second On the box B2, the inner ring of the twelfth bearing 24 is installed on the journal of the side of the differential assembly 9 away from the drive motor E, and the outer ring of the twelfth bearing 24 is installed on the side of the box assembly 0 On the fourth box B4;

Their shape constructs are:

2.4.4 The driven gear 8 of the main reducer is a helical cylindrical gear;

2.4.5 The eleventh bearing 23 and the twelfth bearing 24 are tapered roller bearings;

2.4.6 The differential assembly 9 selects the differential for BAIC New Energy EV200 pure electric vehicles;

The design parameters of the main components are:

1. The diameter of the input shaft 1 is 40 mm;

2. The diameter of the intermediate shaft 2 is 35 mm;

3. The normal modulus of the first gear driving gear shaft 3, the second gear driving gear shaft 4, the first gear driven gear 5, the second gear driven gear 6, the main reducer driving gear 7 and the main reducer driven gear 8 2mm, 2mm, 2mm, 2mm, 2.5mm and 2.5mm respectively;

4. The first-speed driving gear shaft 3, the second-speed driving gear shaft 4 and the final drive gear 7 have 31, 41 and 19 teeth respectively;

5. The first gear driven gear 5, the second gear driven gear 6 and the final drive gear 8 have 81, 69 and 78 teeth respectively;

6. The torque capacities of the first gear dry clutch C1 and the second gear dry clutch C2 are both 550 Nm;

7. The peak torque of the drive motor E is 270 Nm, the peak power is 140 kW, and the maximum speed is 12,000 rpm.

The transmission scheme involved in the present invention realizes the engagement or separation of the first gear dry clutch C1 and the second gear dry clutch C2 by controlling the first gear shift actuator A1 and the second gear shift actuator A2 to generate the first gear and the second gear. Two gears of two gears; The brief introduction of working principle of the present invention is as follows:

1) When the first-gear shift actuator A1 does not drive the first-gear dry clutch C1 to press, and the second-gear shift actuator A2 does not drive the second-gear dry clutch C2 to press, the pure electric vehicle is in neutral, and the power Unable to transmit from drive motor E to differential gear assembly 9;

2) When the first-gear shift actuator A1 drives the first-gear dry clutch C1 to compress, and the second-gear shift actuator A2 does not drive the second-gear dry clutch C2 to compress, the pure electric vehicle is in the first gear, and the power The drive motor E is transmitted to the Differential assembly 9, as shown in Figure 5; the ratio of the rotational speed of the input shaft 1 to the rotational speed of the final drive driven gear 8 is the transmission ratio of the first gear;

3) When the first-gear shift actuator A1 does not drive the first-gear dry clutch C1 to compress, and the second-gear shift actuator A2 drives the second-gear dry clutch C2 to compress, the pure electric vehicle is in the second gear, and the power The drive motor E is transmitted to the Differential assembly 9, as shown in Figure 6; the ratio of the rotational speed of the input shaft 1 to the rotational speed of the final drive driven gear 8 is the transmission ratio of the second gear;

Wherein, when the drive motor rotor 10 rotates forward, the first gear and the second gear are forward first gear and forward second gear; when the drive motor rotor 10 rotates reversely, the first gear and second gear are reverse first gear and forward second gear. Reverse second gear. The transmission ratio of the first forward gear and the first reverse gear is the same, which is 10.727; the transmission ratio of the second forward gear and the second reverse gear is the same, which is 6.909.

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 (8)

1. a pure electric automobile integrated form two keeps off automatic electric drive assembly, it is characterised in that: it comprises drive motor (E) and dry clutch two-shift automatic speed variator (T)；They relations each other are: described dry clutch two-shift automatic speed variator (T) is positioned at the outfan of drive motor (E)；

Their shape design is:

1. drive motor described in (E) is the one in direct-drive motor and AC driven motor, and it comprises drive motor rotor (10), drive motor stator (11), drive motor casing (12), clutch shaft bearing (13), the second bearing (14)；

They relations each other are:

1.1 these clutch shaft bearings (13), the second bearing (14) are separately mounted on the axle journal at drive motor rotor (10) two ends, and drive motor rotor (10) installation are supported on drive motor casing (12)；

1.2 these drive motor stators (11) are fixing with drive motor casing (12) to be connected；

Their shape design is:

The cross section of 1.3 these drive motor rotors (10) is circular, for the one in real axis and hollow axle；

The cross section of 1.4 these drive motor stators (11) is circular, for the one in coil windings and Magnet；

1.5 these drive motor casings (12) are cast member, and material is the one in cast iron, aluminium alloy and magnesium alloy；

1.6 these clutch shaft bearings (13), the second bearing (14) are rolling bearing standard component；

2. described in, dry clutch two-shift automatic speed variator (T) is two axis structures, and it comprises power shaft assembly (I), countershaft assembly (M), output assembly (O) and casing assembly (0)；They relations each other are: this power shaft assembly (I), countershaft assembly (M), output assembly (O) rotation centerline parallel, and this power shaft assembly (I), countershaft assembly (M), output assembly (O) be all installed on casing assembly (0)；

Their shape design is:

2.1 these casing assemblies (0) comprise the first casing (B1), the second casing (B2), the 3rd casing (B3), the 4th casing (B4) and the 5th casing (B5)；

They relations each other are:

2.1.1 this first casing (B1), the second casing (B2), the 3rd casing (B3), the 4th casing (B4) and the 5th casing (B5) are extremely arranged in order away from drive motor (E) direction near drive motor (E)；

2.1.2 this first casing (B1) is fix the one in being connected and being made of one with the drive motor casing (12) of drive motor (E)；

2.1.3 this first casing (B1) is fixing with the second casing (B2) is connected；

2.1.4 this second casing (B2) is fixing with the 4th casing (B4) is connected；

2.1.5 the 3rd casing (B3) is fixing with the 4th casing (B4) is connected；

2.1.6 the 4th casing (B4) is fixing with the 5th casing (B5) is connected；

Their shape design is:

2.1.7 this first casing (B1), the second casing (B2), the 3rd casing (B3), the 4th casing (B4),

5th casing (B5) is cast member, and material is the one in cast iron, aluminium alloy and magnesium alloy；

2.2 these power shaft assemblies (I) comprise power shaft (1), one gear driving gear shaft (3), two gears driving gear shaft (4), one gear gear shifting actuating mechanism (A1), two gears gear shifting actuating mechanism (A2), one gear dry clutch (C1), two gears dry clutch (C2), 3rd bearing (15), 4th bearing (16), 5th bearing (17), 6th bearing (18), 7th bearing (19), 8th bearing (20), first sealing ring (25), second sealing ring (26)；

They relations each other are:

2.2.1 this power shaft (1), gear dry clutch (C1), two gears dry clutch (C2), the 3rd bearing (15), the 4th bearing (16), the 5th bearing (17), the 6th bearing (18), the 7th bearing (19), the 8th bearing (20) overlap with the rotation centerline of the drive motor rotor (10) of drive motor (E)；

2.2.2 this gear dry clutch (C1), gear driving gear shaft (3), two gears driving gear shaft (4), two gears dry clutch (C2) in turn arrange near drive motor (E) to away from drive motor (E) direction on power shaft (1)；

2.2.3 this gear dry clutch (C1), gear gear shifting actuating mechanism (A1), two gears gear shifting actuating mechanism (A2), two gears dry clutch (C2) in turn arrange near drive motor (E) to away from drive motor (E) direction；

2.2.4 this gear driving gear shaft (3) empty set is on power shaft (1)；

2.2.5 this two gears driving gear shaft (4) empty set is on power shaft (1)；

2.2.6 the inner ring of the 3rd bearing (15) is arranged on power shaft (1) on the axle journal of drive motor (E) side, the outer ring of the 3rd bearing (15) is arranged on first casing (B1) of casing assembly (0), the inner ring of the 8th bearing (20) is arranged on the power shaft (1) axle journal away from drive motor (E) side, and the outer ring of the 8th bearing (20) is arranged on the 5th casing (B5) of casing assembly (0)；

2.2.7 the inner ring of the 4th bearing (16) is arranged on a gear driving gear shaft (3) on the axle journal of drive motor (E) side, the outer ring of the 4th bearing (16) is arranged on second casing (B2) of casing assembly (0), the inner ring of the 5th bearing (17) is arranged on the gear driving gear shaft (3) axle journal away from drive motor (E) side, and the outer ring of the 5th bearing (17) is arranged on the 3rd casing (B3) of casing assembly (0)；

2.2.8 the inner ring of the 6th bearing (18) is arranged on two gear driving gear shafts (4) on the axle journal of drive motor (E) side, the outer ring of the 6th bearing (18) is arranged on the 3rd casing (B3) of casing assembly (0), the inner ring of the 7th bearing (19) is arranged on the two gear driving gear shafts (4) axle journal away from drive motor (E) side, and the outer ring of the 7th bearing (19) is arranged on the 4th casing (B4) of casing assembly (0)；

2.2.9 the internal ring of this first sealing ring (25) is arranged on a gear driving gear shaft (3) on the axle journal of drive motor (E) side, and it is positioned at the 4th bearing (16) near drive motor (E) side, the outer shroud of this first sealing ring (25) is arranged on second casing (B2) of casing assembly (0), forms sealing function；

2.2.10 the internal ring of this second sealing ring (26) is arranged on the two gear driving gear shafts (3) axle journal away from drive motor (E) side, and it is positioned at the 7th bearing (19) away from drive motor (E) side, the outer shroud of this second sealing ring (26) is arranged on the 4th casing (B4) of casing assembly (0), forms sealing function；Their shape design is:

2.2.11 the cross section of this power shaft (1) is circular, for the one in real axis and hollow axle；；

2.2.12 this gear driving gear shaft (3) is the one in straight spur gear axle and helical gears axle；；

2.2.13 this two gear driving gear shaft (4) is the one in straight spur gear axle and helical gears axle；

2.2.14 the 3rd bearing (15), the 4th bearing (16), the 5th bearing (17), the 6th bearing (18), the 7th bearing (19), the 8th bearing (20) are rolling bearing standard component；

2.2.15 this first sealing ring (25), the second sealing ring (26) are lip-type packing and other kinds of sealing ring；

2.2.16 the drive end of this gear dry clutch (C1) comprises a gear clutch case (41), one gear lever diaphragm spring (35), one gear reaction diaphragm spring (36), one gear platen (37), one gear driving disc spacing pressing (39) and a gear engage bearing (34), the driven end of this gear dry clutch (C1) comprises a gear clutch plate (38) and gear hub plate (40), the drive end of this gear dry clutch (C1) and one engages with keeping off the driven end property of can select that of dry clutch (C2), one gear driving gear shaft (3) of the power shaft (1) of power shaft assembly (I) and power shaft assembly (I) is temporarily coupled together；They relations each other are:

1) this gear driving disc spacing pressing (39), gear clutch plate (38), gear platen (37), gear clutch case (41) in turn arrange near drive motor (E) to away from drive motor (E) direction；

2) this gear driving disc spacing pressing (39) fixes the one in being connected and being made of one with the power shaft (1) of power shaft assembly (I)；

3) this gear driving disc spacing pressing (39) is fixing with gear clutch case (41) is connected；

4) this gear clutch plate (38) is fixing with gear hub plate (40) is connected；

5) this gear joint bearing (34) is arranged on gear lever diaphragm spring (35) away from drive motor (E) side, and this gear engages inner ring and the fixing connection of gear lever diaphragm spring (35) of bearing (34)；

6) this gear lever diaphragm spring (35), gear reaction diaphragm spring (36) are arranged on a gear platen (37) and keep off in the space that clutch case (41) forms with one, keep off the lever diaphragm spring (35) extruding with gear platen (37) by one and keep off platen (37) applying pressure to one；

Their shape design is:

7) this gear clutch case (41) is stamping parts；

8) this gear lever diaphragm spring (35) is stamping parts；

9) this gear reaction diaphragm spring (36) is stamping parts；

10) this gear platen (37) is the one in cast member and forge piece；

11) this gear driving disc spacing pressing (39) is the one in cast member and forge piece；

12) this gear engages bearing (34) is rolling bearing standard component；

13) this gear clutch plate (38) is stamping parts；

14) this gear hub plate (40) is stamping parts；

2.2.17 the drive end of this two gear dry clutch (C2) comprises two gear clutch cases (56), two gears lever diaphragm spring (50), two gears reaction diaphragm spring (51), two gears platen (52), two gears driving disc spacing pressing (54) and two gears engage bearing (49), the driven end of this two gear dry clutch (C2) comprises two gear clutch plates (53) and two gears hub plate (55), the drive end of this two gear dry clutch (C2) and the driven end of two gears dry clutch (C2) can be selectively engaged, two gears driving gear shaft (4) of the power shaft (1) of power shaft assembly (I) and power shaft assembly (I) are temporarily coupled together；

They relations each other are:

1) this two gear clutch case (56), two gears platen (52), two gears clutch plate (53), two gears driving disc spacing pressing (54) in turn arrange near drive motor (E) to away from drive motor (E) direction；

2) this two gear driving disc spacing pressing (54) is fixing with the power shaft (1) of power shaft assembly (I) is connected；

3) this two gear driving disc spacing pressing (54) is fixing with two gears clutch case (56) is connected；

4) this two gear clutch plate (53) is fixing with two gears hub plate (55) is connected；

5) this two gear engages bearing (49) and is arranged on close drive motor (E) side of two gears lever diaphragm spring (50), and this two gear engages inner ring and the fixing connection of two gears lever diaphragm spring (50) of bearing (49)；

6) this two gear lever diaphragm spring (50), two gears reaction diaphragm spring (51) are arranged on two gear platens (52) and keep off in the space that clutch case (56) forms with two, keep off the lever diaphragm spring (50) extruding with two gears platen (52) by two and keep off platen (52) applying pressure to two；

Their shape design is:

7) this two gear clutch case (56) is stamping parts；

8) this two gear lever diaphragm spring (50) is stamping parts；

9) this two gear reaction diaphragm spring (51) is stamping parts；

10) this two gear platen (52) can be the one in cast member and forge piece；

11) this two gear driving disc spacing pressing (54) can be the one in cast member and forge piece；

12) this two gear engages bearing (49) is rolling bearing standard component；

13) this two gear clutch plate (53) is stamping parts；

14) this two gear hub plate (55) is stamping parts；

2.2.18 this one gear gearshift driving mechanism (A1) comprise a gear motor (27), one gear centering ring flange (32), one gear spring type mechanical accumulator (33), one block circulation nut (29), one gear leading screw (28), one gear roller (30), one gear engagement, levers (31)；

They relations each other are:

1) this gear centering ring flange (32) is fixed on second casing (B2) of casing assembly (0) near drive motor (E) side；

2) this gear spring type mechanical accumulator (33), block circulation nut (29), gear roller (30), gear engagement, levers (31) are arranged on gear centering ring flange (32) near drive motor (E) side；

3) this gear motor (27) is fixed on second casing (B2) of casing assembly (0)；

4) outer ring of gear joint bearing (34) that this gear engagement, levers (31) keeps off dry clutch (C1) with contacts, by one keep off leading screw (28), one block circulation nut (29), one gear roller (30), one gear engagement, levers (31), the gear that the rotary motion that keeps off motor (27) is converted to a gear dry clutch (C1) engages the rectilinear motion of bearing (34), thus driving the drive end of a gear dry clutch (C1) and driven end temporarily to couple together；

Their shape design is:

1) this gear motor (27), gear spring type mechanical accumulator (33), block circulation nut (29), gear leading screw (28), gear roller (30) are on market existing product；

2) this gear centering ring flange (32) is cast member, and material is the one in cast iron, aluminium alloy and magnesium alloy；

3) this gear engagement, levers (31) is stamping parts；

2.2.19 this two gear gearshift driving mechanism (A2) comprise two gear motors (42), two gear centering ring flange (47), two gear spring type mechanical accumulator (48), two block circulation nut (44), two gear leading screw (43), two gear roller (45), two gear engagement, levers (46)；

They relations each other are:

1) this two gear centering ring flange (47) is fixed on the 4th casing (B4) of casing assembly (0) away from drive motor (E) side；

2) this two gear spring type mechanical accumulator (48), two block circulation nut (44), two gear roller (45), two gear engagement, levers (46) be arranged on two gears centering ring flange (47) away from drive motor (E) side；

3) this two gear motor (42) is fixed on the 4th casing (B4) of casing assembly (0)；

4) outer ring of two gears joint bearing (49) that this two gear engagement, levers (46) keeps off dry clutch (C2) with two contacts, by two keep off leading screw (43), two block circulation nut (44), two gear roller (45), two gear engagement, levers (46), two gears that the rotary motion that two keep off motor (42) is converted to two gear dry clutches (C2) engage the rectilinear motion of bearing (49), thus driving the drive end of two gear dry clutches (C2) and driven end temporarily to couple together；

Their shape design is:

1) this two gear motor (42), two gears spring type mechanical accumulator (48), two block circulation nut (44), two gears leading screw (43), two gears roller (45) are on market existing product；

2) this two gear centering ring flange (47) is cast member, and material is the one in cast iron, aluminium alloy and magnesium alloy；

3) this two gear engagement, levers (46) is stamping parts；

2.3 these countershaft assemblys (M) comprise jackshaft (2), gear driven gear (5), two gears driven gear (6), main reducing gear driving gear (7), the 9th bearing (21), the tenth bearing (22)；

They relations each other are:

2.3.1 the rotation centerline coincidence of this jackshaft (2), gear driven gear (5), two gears driven gear (6), main reducing gear driving gear (7), the 9th bearing (21), the tenth bearing (22)；

2.3.2 the 9th bearing (21), main reducing gear driving gear (7), gear driven gear (5), two gears driven gear (6), the tenth bearing (22) in turn arrange near drive motor (E) to away from drive motor (E) direction on jackshaft (2)；

2.3.3 this gear driven gear (5) is fixing with jackshaft (2) is connected；

2.3.4 this two gear driven gear (6) is fixing with jackshaft (2) is connected；

2.3.5 this main reducing gear driving gear (7) fixes the one in being connected and being made of one with jackshaft (2)；

2.3.6 the inner ring of the 9th bearing (21) is arranged on jackshaft (2) on the axle journal of drive motor (E) side, the outer ring of the 9th bearing (21) is arranged on second casing (B2) of casing assembly (0), the inner ring of the tenth bearing (22) is arranged on the jackshaft (2) axle journal away from drive motor (E) side, and the outer ring of the tenth bearing (22) is arranged on the 4th casing (B4) of casing assembly (0)；

Their shape design is:

2.3.7 the cross section of this jackshaft (2) is circular, for the one in real axis and hollow axle；

2.3.8 this gear driven gear (5) is the one in straight spur gear and helical gears；

2.3.9 this two gear driven gear (6) is the one in straight spur gear and helical gears；

2.3.10 this main reducing gear driving gear (7) is the one in straight spur gear and helical gears；

2.3.11 the 9th bearing (21), the tenth bearing (22) are rolling bearing standard component；

2.4 these output assemblies (O) comprise main reducing gear driven gear (8), differential assembly (9), the 11st bearing (23), the 12nd bearing (24)；

They relations each other are:

2.4.1 the rotation centerline coincidence of this main reducing gear driven gear (8), differential assembly (9), the 11st bearing (23), the 12nd bearing (24)；

2.4.2 this main reducing gear driven gear (8) is fixing with differential assembly (9) is connected；

2.4.3 the inner ring of the 11st bearing (23) is arranged on differential assembly (9) on the axle journal of drive motor (E) side, the outer ring of the 11st bearing (23) is arranged on second casing (B2) of casing assembly (0), the inner ring of the 12nd bearing (24) is arranged on the differential assembly (9) axle journal away from drive motor (E) side, and the outer ring of the 12nd bearing (24) is arranged on the 4th casing (B4) of casing assembly (0)；

Their shape design is:

2.4.4 this main reducing gear driven gear (8) is the one in straight spur gear and helical gears；

2.4.5 the 11st bearing (23), the 12nd bearing (24) are rolling bearing standard component；

2.4.6 the existing product that this differential assembly (9) is general passenger car.

2. a kind of pure electric automobile integrated form two according to claim 1 keeps off automatic electric drive assembly, it is characterised in that:

The diameter of described power shaft (1) is not more than 200 millimeters.

3. a kind of pure electric automobile integrated form two according to claim 1 keeps off automatic electric drive assembly, it is characterised in that:

The diameter of described jackshaft (2) is not more than 200 millimeters.

4. a kind of pure electric automobile integrated form two according to claim 1 keeps off automatic electric drive assembly, it is characterised in that:

The normal module of described gear driving gear shaft (3), two gears driving gear shaft (4), gear driven gear (5), two gears driven gear (6), main reducing gear driving gear (7) and main reducing gear driven gear (8) is not more than 10.00 millimeters.

5. a kind of pure electric automobile integrated form two according to claim 1 keeps off automatic electric drive assembly, it is characterised in that:

No more than 100 of the number of teeth of described gear driving gear shaft (3), two gears driving gear shaft (4) and main reducing gear driving gear (7).

6. a kind of pure electric automobile integrated form two according to claim 1 keeps off automatic electric drive assembly, it is characterised in that:

No more than 200 of the number of teeth of described gear driven gear (5), two gears driven gear (6) and main reducing gear driven gear (8).

7. a kind of pure electric automobile integrated form two according to claim 1 keeps off automatic electric drive assembly, it is characterised in that:

The torque capacity of described gear dry clutch (C1) and two gears dry clutch (C2) is not more than 2000 Newton meters.

8. a kind of pure electric automobile integrated form two according to claim 1 keeps off automatic electric drive assembly, it is characterised in that:

The peak torque of described drive motor (E) is not more than 500 Newton meters, and peak power is less than 300 kilowatts, and maximum speed is less than 20000 rpms.