CN108621786B - Transmission system for pure electric automobile - Google Patents
Transmission system for pure electric automobile Download PDFInfo
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- CN108621786B CN108621786B CN201810545375.4A CN201810545375A CN108621786B CN 108621786 B CN108621786 B CN 108621786B CN 201810545375 A CN201810545375 A CN 201810545375A CN 108621786 B CN108621786 B CN 108621786B
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- 230000005540 biological transmission Effects 0.000 title claims abstract description 130
- 238000000034 method Methods 0.000 claims description 10
- 230000008569 process Effects 0.000 claims description 10
- 229910000831 Steel Inorganic materials 0.000 claims description 7
- 239000003638 chemical reducing agent Substances 0.000 claims description 7
- 239000010959 steel Substances 0.000 claims description 7
- 230000008859 change Effects 0.000 claims description 5
- 230000001133 acceleration Effects 0.000 claims description 2
- 230000007935 neutral effect Effects 0.000 claims description 2
- 238000013461 design Methods 0.000 abstract description 3
- 238000004519 manufacturing process Methods 0.000 abstract description 2
- 238000013459 approach Methods 0.000 description 4
- 238000005299 abrasion Methods 0.000 description 2
- 230000009194 climbing Effects 0.000 description 2
- 238000002485 combustion reaction Methods 0.000 description 2
- 230000007547 defect Effects 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 238000005452 bending Methods 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 230000003993 interaction Effects 0.000 description 1
- 238000012546 transfer Methods 0.000 description 1
Classifications
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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
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
- B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing
- B60K17/08—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing of mechanical type
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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
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Transmissions By Endless Flexible Members (AREA)
Abstract
The invention provides a transmission system for a pure electric vehicle, which belongs to the field of vehicle transmission systems and is used for providing power output for wheels and comprises a first transmission group and a second transmission group which are used for connecting a driving motor; the first transmission group and the second transmission group are respectively arranged at two output ends of the driving motor; the first transmission group comprises a plurality of transmission gears; the second drive group comprises a belt type continuously variable transmission; the half shaft of the wheel is connected with an output gear, a first clutch matched with the first transmission group is arranged on one side of the output gear, and a second clutch matched with the second transmission group is arranged on the other side of the output gear. Through the cooperation of first drive group and second drive group, can realize the regulation of speed ratio, and then realize the optimal match of motor operating point and road load, and then promote motor comprehensive efficiency, reduce the design and the manufacturing degree of difficulty of motor.
Description
Technical Field
The invention relates to the field of automobile transmission systems, in particular to a transmission system for a pure electric automobile.
Background
Under the global environmental protection trend, pure electric vehicles without generating tail gas emission are considered as one of important development directions of new energy vehicles.
Conventional internal combustion engines are equipped with a transmission because of low rotational speed, low torque, and high rotational speed, which cannot meet the driving requirements of the vehicle. The speed regulation range of the motor is larger, and torque can be stably and continuously output in the large speed regulation range, so that more internal combustion engines in the market at present use a transmission, and many electric automobiles do not use the transmission.
However, the electric automobile does not use a transmission, so that in the process of designing and developing a motor, the electric automobile must meet the use conditions (such as bad road, climbing slope, etc.) of low speed and large torque at the same time, and must adapt to the vehicle speed range above 140 KM/h. This compromise between the two different conditions of use will result in a motor with a design power far exceeding that actually required. The manufacturing difficulty and the cost of the motor are increased; in addition, the range of the high-efficiency working area of the motor is limited, and the speed regulation in a wide range can reduce the comprehensive efficiency of the motor, so that the whole driving mileage is reduced, and the design capacity of a battery is increased.
Disclosure of Invention
The invention provides a transmission system for a pure electric vehicle, and aims to solve the problems of the transmission system for the pure electric vehicle in the prior art.
The invention is realized in the following way:
the transmission system for the pure electric automobile is used for providing power output for wheels and comprises a first transmission group and a second transmission group which are used for connecting a driving motor;
the first transmission group and the second transmission group are arranged at two output ends of the driving motor;
the first transmission group comprises a plurality of transmission gears; the second drive group comprises a belt type continuously variable transmission;
the semi-axis of pure electric vehicles transmission system is connected with output gear, output gear one side be provided with first clutch of first drive group complex, the opposite side be provided with second clutch of second drive group complex.
In one embodiment of the invention, the belt-type continuously variable transmission includes a driving pulley assembly having a driving belt groove for mounting a conveyor belt and a driven pulley assembly having a driven belt groove for mounting a conveyor belt.
In one embodiment of the present invention, the driven pulley assembly has a first pulley portion and a second pulley portion located on both sides of the driven belt groove, respectively, a side of the first pulley portion adjacent to the second pulley portion forming a first side of the driven belt groove, a side of the second pulley portion adjacent to the first pulley portion forming a second side of the driven belt groove, the first side gradually approaching the second pulley portion from a radial edge of the first pulley portion toward a center, and the second side gradually approaching the first pulley portion from a radial edge of the second pulley portion toward a center.
In one embodiment of the invention, the first wheel part is slidably connected to the second wheel part, the first wheel part being relatively close to or remote from the first wheel part.
In one embodiment of the invention, the end of the first wheel part remote from the second wheel part and/or the end of the second wheel part remote from the first wheel part is provided with a hydraulic drive.
In one embodiment of the present invention, the driving pulley assembly has a third wheel portion and a fourth wheel portion located on both sides of the driving pulley portion, respectively, a side of the third wheel portion adjacent to the fourth wheel portion forming a third side of the driving pulley portion, a side of the fourth wheel portion adjacent to the third wheel portion forming a fourth side of the driving pulley portion, the third side gradually approaching the fourth wheel portion from a radial edge of the third wheel portion toward a center, and the fourth side gradually approaching the third wheel portion from a radial edge of the fourth wheel portion toward a center.
In one embodiment of the invention, a final drive is provided on the axle half.
In one embodiment of the present invention, the first transmission group includes a first transmission gear, an intermediate gear, and a second transmission gear, the first transmission gear is directly coaxially connected to the output shaft of the driving motor, the intermediate gear is engaged with the first transmission gear, the second transmission gear is coaxial with the first clutch, and the second transmission gear is engaged with the output end of the intermediate gear.
In one embodiment of the invention, the second drive-group comprises the conveyor belt, which is a steel belt.
In one embodiment of the invention, the steel strip side end has a friction surface.
The beneficial effects of the invention are as follows: the transmission system for the pure electric automobile can solve the following problems:
1. the belt type continuously variable transmission has low torque capacity, can only be used for small passenger cars or miniature logistics vehicles, but cannot be applied to urban logistics vehicles with large loads and variable loads.
2. The single-stage speed reducer is effectively avoided from being applied to the pure electric vehicle, and the working conditions of low speed, large torque and high rotating speed cannot be considered, so that the driving motor is forced to be enlarged to adapt to the requirements of high rotating speed, low speed and large torque, the motor rotating speed and torque adjustment range is wide, the motor is frequently caused to work in a high-energy-efficiency area, the comprehensive efficiency of the motor is reduced, and the cruising mileage is influenced or the battery capacity of the vehicle is further increased.
3. The clutch can eliminate the combination impact and abrasion of the clutch in the power transmission route switching process, so that the two power transmission routes can be combined without rotating speed difference, the power transmission route is stable and comfortable, and the service life of dynamic load lifting parts is reduced.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings that are needed in the embodiments will be briefly described below, it being understood that the following drawings only illustrate some examples of the present invention and therefore should not be considered as limiting the scope, and other related drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
Fig. 1 is a schematic structural diagram of a transmission system for a pure electric vehicle according to an embodiment of the present invention.
Icon: 001-a transmission system for a pure electric vehicle; 010-drive motor; 030-a first drive-group; 050-a second drive train; 070-wheels; 071-half axle; 073-an output gear; 091—a first clutch; 093—a second clutch; 100-a drive pulley assembly; 200-driven pulley assembly; 210-a first wheel portion; 230-a second wheel portion; 211-a first side; 231-second side; 110-a third wheel section; 130-fourth wheel section; 300-final drive; 011—a first transmission gear; 013-intermediate gear; 015-a second transmission gear; 051-steel strips.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the embodiments of the present invention more apparent, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is apparent that the described embodiments are some embodiments of the present invention, but not all embodiments. All other embodiments, based on the embodiments of the invention, which are apparent to those of ordinary skill in the art without inventive faculty, are intended to be within the scope of the invention. Thus, the following detailed description of the embodiments of the invention, as presented in the figures, is not intended to limit the scope of the invention, as claimed, but is merely representative of selected embodiments of the invention. All other embodiments, based on the embodiments of the invention, which are apparent to those of ordinary skill in the art without inventive faculty, are intended to be within the scope of the invention.
In the description of the present invention, it should be understood that the terms "orientation" or "positional relationship" are based on the orientation or positional relationship shown in the drawings, and are merely for convenience of description and to simplify the description, rather than to indicate or imply that the apparatus or elements referred to must have a particular orientation, be constructed and operate in a particular orientation, and therefore should not be construed as limiting the invention.
In the present invention, unless explicitly specified and limited otherwise, the terms "mounted," "connected," "secured," and the like are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communicated with the inside of two elements or the interaction relationship of the two elements. The specific meaning of the above terms in the present invention can be understood by those of ordinary skill in the art according to the specific circumstances.
In the present invention, unless expressly stated or limited otherwise, a first feature may include first and second features directly contacting each other, either above or below a second feature, or through additional features contacting each other, rather than directly contacting each other. Moreover, the first feature being above, over, and on the second feature includes the first feature being directly above and obliquely above the second feature, or simply indicating that the first feature is higher in level than the second feature. The first feature being below, beneath, and beneath the second feature includes the first feature being directly below and obliquely below the second feature, or simply indicates that the first feature is less level than the second feature.
Examples
The present embodiment provides a transmission system 001 for a pure electric vehicle, referring to fig. 1, where the transmission system 001 for a pure electric vehicle is used for providing power output for wheels 070, and includes a first transmission set 030 and a second transmission set 050 for connecting a driving motor 010;
the first transmission set 030 and the second transmission set 050 are respectively arranged at two output ends of the driving motor 010;
the first transmission set 030 includes a plurality of transmission gears; the second drive set 050 includes a belt-type continuously variable transmission;
half shaft 071 of transmission system 001 for pure electric vehicle is meshed with output gear 073, one side of output gear 073 is provided with first clutch 091 matched with first transmission set 030, and the other side is provided with second clutch 093 matched with second transmission set 050.
According to the transmission system, according to the change of road load, the speed ratio can be adjusted through the cooperation of the first transmission group 030 and the second transmission group 050, so that the optimal matching of a motor working point and the road load is realized, and the endurance mileage of the pure electric system is further improved. When the vehicle is started, enough driving torque can be provided through the first transmission set 030, and when the driving torque is required to be smaller in the driving process, the vehicle is transmitted through the second transmission set 050, so that the speed ratio is real-time and continuously adjustable. The belt type stepless speed changer can overcome the defect of low torque capacity, and simultaneously effectively avoids the defect that the single-stage speed reducer cannot meet the working conditions of low speed, large torque and high rotation speed when being applied to a pure electric vehicle, so that the motor is forced to be enlarged to adapt to the requirements of high rotation speed, low speed and large torque.
The belt type continuously variable transmission includes a driving pulley assembly 100 having a driving belt groove for mounting a conveyor belt and a driven pulley assembly 200 having a driven belt groove for mounting a conveyor belt.
The driven pulley assembly 200 has a first pulley portion 210 and a second pulley portion 230 respectively located on both sides of the driven pulley portion, a first side 211 of the driven pulley portion is formed on a side of the first pulley portion 210 adjacent to the second pulley portion 230, a second side 231 of the driven pulley portion is formed on a side of the second pulley portion 230 adjacent to the first pulley portion 210, the first side 211 gradually approaches the second pulley portion 230 from a radial edge of the first pulley portion 210 toward a center, and the second side 231 gradually approaches the first pulley portion 210 from a radial edge of the second pulley portion 230 toward the center.
The first wheel portion 210 is slidably coupled to the second wheel portion 230, and the first wheel portion 210 can be relatively close to or far from the first wheel portion 210.
In practice, the conveyor belt may not be provided, but may be provided during assembly, so that the second transmission set 050 may or may not actually include the conveyor belt. Because the transmission ratio needs to be stepless regulation, the traditional constant modulus tooth buckle transmission cannot be used, the transmission belt is a steel belt 051, friction surfaces are arranged on the side edges of the steel belt 051, and transmission is realized through friction between the friction surfaces and the side walls of the driven belt groove and the driving belt groove.
In this embodiment, the driven pulley has a relatively close first pulley portion 210 and a relatively close second pulley portion 230, such that the driven pulley groove can be width-adjusted, such that the belt can be relatively close to or away from the edge of the driven pulley assembly 200 in the driven pulley groove, i.e., the radius of curvature of the belt in the driven pulley groove can be varied, thereby varying the transmission ratio.
The second drive train 050 includes a conveyor belt, which is a steel belt 051.
The driving pulley assembly 100 has a third wheel portion 110 and a fourth wheel portion 130 respectively located at both sides of the driving pulley portion, wherein a side of the third wheel portion 110 adjacent to the fourth wheel portion 130 forms a third side of the driving pulley portion, a side of the fourth wheel portion 130 adjacent to the third wheel portion 110 forms a fourth side of the driving pulley portion, the third side gradually approaches the fourth wheel portion 130 from a radial edge of the third wheel portion 110 toward a center, and the fourth side gradually approaches the third wheel portion 110 from a radial edge of the fourth wheel portion 130 toward the center.
The drive pulley assembly 100 has a similar structure to the driven pulley assembly 200 so that the belt can change the bending radius at one end of the drive pulley, simultaneously changing the transmission ratio.
In the present embodiment, the end of the first wheel portion 210 remote from the second wheel portion 230 is provided with a hydraulic drive. The first wheel portion 210 is driven relatively toward or away from the second wheel portion 230 by a hydraulic drive to thereby vary the width of the driven race to vary the transfer ratio.
Likewise, a hydraulic drive may be provided at the end of the second wheel portion 230 remote from the first wheel portion 210 to achieve the same effect. It is of course also possible to install hydraulic drives in both places, so that the speed change is more efficient, but also places higher demands on the control of the accuracy.
In this embodiment, the hydraulic driving member is a hydraulic cylinder, and in other embodiments, the hydraulic driving member may be other devices that can stably extend and retract in the axial direction.
In the present embodiment, the side edges of the third wheel portion 110 and the fourth wheel portion 130 also need to be designed to have a hydraulic drive member by which the transmission ratio of the driving pulley assembly 100 is changed, as with the driven pulley assembly 200.
In this embodiment, final drive 300 is disposed on a half-axle 071 of wheel 070. Can act directly on the wheel 070.
In the present embodiment, the first transmission group 030 includes a first transmission gear 011, an intermediate gear 013, and a second transmission gear 015, the first transmission gear 011 is directly coaxially connected with the output shaft of the drive motor 010, the intermediate gear 013 is engaged with the first transmission gear 011, the second transmission gear 015 is coaxial with the first clutch 091, and the second transmission gear 015 is engaged with the output end of the intermediate gear 013.
Wherein the intermediate gear 013 should have a fixed gear ratio, the rotational speed of the output of the first transmission set 030 should be adapted by a continuously variable transmission of the second transmission set 050 before the connection of the first clutch 091 and the second clutch 093.
In the use process, the power transmission route and the implementation process are described as follows:
1. after the drive motor 010 is started, neither the first clutch 091 nor the second clutch 093 is engaged, and the vehicle is in a neutral state;
2. the driver is engaged in forward gear, the first clutch 091 is engaged, the second clutch 093 is disengaged, and the power of the drive motor 010 is transmitted to the wheels 070 via the first gear set 030, the first clutch 091, and the final drive 300. Under this condition, the driving pulley assembly 100 and the driven pulley assembly 200 idle with the driving motor 010 and make the speed ratio equal to the transmission ratio of the first transmission group 030, so that the front and rear ends of the second clutch 093 are in an operating state without a rotational speed difference.
3. After the vehicle is started, the rotation speed of the driving motor 010 is increased, the driving torque required by the vehicle is reduced, and a speed change device is needed to intervene and adjust the balance between power and load. The first clutch 091 is disengaged and the second clutch 093 is engaged, so that the power of the drive motor 010 is transmitted to the final drive 300 and the wheels 070 via the second clutch 093 via the drive pulley assembly 100 and the driven pulley assembly 200.
4. When road load or driving torque changes (climbing, obstacle road surface or emergency accelerating, etc.) and large torque and low rotation speed are needed to be transmitted, according to power and torque requirements, firstly, the speed ratio of the second transmission set 050 is adjusted to be consistent with the transmission ratio of the first transmission set 030, so that the front-rear rotation speed difference of the first clutch 091 is zero. The second clutch 093 is disengaged and the first clutch 091 is engaged, thereby completing the switching of the power line. When the road load is reduced or the rapid acceleration process is finished, the power transmission route is switched to a driving motor 010, a driving pulley assembly 100, a driven pulley assembly 200, a second clutch 093, a main reducer 3008 and wheels 070 again.
5. In the process of the intervention transmission of the second transmission set 050, the speed ratio of the second transmission set 050 is timely adjusted according to the road load and the working point of the motor, so that the optimal matching of the motor and the road load is realized.
The transmission system 001 for the pure electric vehicle provided by the invention can solve the following problems:
1. the belt type continuously variable transmission has low torque capacity, can only be used for small passenger cars or miniature logistics vehicles, but cannot be applied to urban logistics vehicles with large loads and variable loads.
2. The single-stage speed reducer is effectively avoided from being applied to the pure electric vehicle, and the working conditions of low speed, large torque and high rotating speed cannot be considered, so that the driving motor 010 is forced to be increased to adapt to the requirements of high rotating speed, low speed and large torque, but the problems that the capacity of a vehicle battery is increased, the rotating speed of the motor and the torque adjustment range are wide, the motor cannot be concentrated in a high-energy-efficiency area to work frequently are further caused, and the endurance mileage is affected.
3. The clutch can eliminate the combination impact and abrasion of the clutch in the power transmission route switching process, so that the two power transmission routes can be combined without rotating speed difference, the power transmission route is stable and comfortable, and the service life of dynamic load lifting parts is reduced.
The above is only a preferred embodiment of the present invention, and is not intended to limit the present invention, but various modifications and variations can be made to the present invention by those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (8)
1. The transmission system for the pure electric automobile is used for providing power output for wheels and is characterized by comprising a first transmission group and a second transmission group which are used for being connected with a driving motor;
the first transmission group and the second transmission group are arranged at two output ends of the driving motor;
the first transmission group comprises a plurality of transmission gears; the second drive group comprises a belt type continuously variable transmission;
the half shaft of the transmission system for the pure electric vehicle is connected with an output gear, a first clutch matched with the first transmission group is arranged on one side of the output gear, and a second clutch matched with the second transmission group is arranged on the other side of the output gear;
after the driving motor is started, the first clutch and the second clutch are not combined, and the vehicle is in a neutral state at the moment;
the driver is engaged in forward gear, the first clutch is combined, the second clutch is separated, and at the moment, the power of the driving motor is transmitted to wheels through the first transmission group, the first clutch and the main speed reducer; under the working condition, the driving belt wheel assembly and the driven belt wheel assembly idle along with the driving motor, and the speed ratio is equal to the transmission ratio of the first transmission group, so that the front end and the rear end of the second clutch are in a working state without a rotating speed difference;
after the vehicle is started, the rotation speed of the driving motor is increased, the driving torque required by the vehicle is reduced, and a speed change device is needed to intervene and adjust the balance between power and load; the first clutch is disengaged, the second clutch is combined, and the power of the driving motor is transmitted to the main reducer and the wheels through the second clutch by the driving pulley assembly and the driven pulley assembly;
when road load or driving torque changes and large torque and low rotation speed transmission are needed, according to power and torque requirements, firstly, the speed ratio of the second transmission group is adjusted to be consistent with the transmission ratio of the first transmission group, so that the front-rear rotation speed difference of the first clutch is zero; the second clutch is disconnected, and the first clutch is combined to complete the switching of the power route; when the road load is reduced or the rapid acceleration process is finished, the power transmission route is switched to a driving motor, a driving pulley assembly, a driven pulley assembly, a second clutch, a main reducer and wheels again;
in the process of the intervention transmission of the second transmission group, the speed ratio of the second transmission group is timely adjusted according to the road load and the working point of the motor, so that the optimal matching of the motor and the road load is realized;
the first transmission group comprises a first transmission gear, an intermediate gear and a second transmission gear, the first transmission gear is directly and coaxially connected with an output shaft of the driving motor, the intermediate gear is meshed with the first transmission gear, the second transmission gear is coaxial with the first clutch, and the second transmission gear is meshed with an output end of the intermediate gear;
the second transmission group comprises a conveyor belt, and the conveyor belt is a steel belt.
2. The electric-only vehicle driveline of claim 1, wherein the belt-type continuously variable transmission includes a driving pulley assembly having a driving belt groove for mounting a conveyor belt and a driven pulley assembly having a driven belt groove for mounting a conveyor belt.
3. The electric-only vehicle driveline of claim 2, wherein the driven pulley assembly has a first wheel portion and a second wheel portion on opposite sides of the driven belt slot, the first wheel portion having a first side surface of the driven belt slot formed on a side thereof adjacent to the second wheel portion, the second wheel portion having a second side surface of the driven belt slot formed on a side thereof adjacent to the first wheel portion, the first side surface gradually approaching the second wheel portion from a radial edge of the first wheel portion toward a center thereof, and the second side surface gradually approaching the first wheel portion from a radial edge of the second wheel portion toward a center thereof.
4. A drive system for a pure electric vehicle according to claim 3, wherein the first wheel part is slidably connected to the second wheel part, the first wheel part being relatively close to or remote from the first wheel part.
5. The drive train for a pure electric vehicle according to claim 4, characterized in that the end of the first wheel part remote from the second wheel part and/or the end of the second wheel part remote from the first wheel part is provided with a hydraulic drive.
6. A transmission system for a pure electric vehicle according to claim 3, wherein the driving pulley assembly has a third wheel portion and a fourth wheel portion located on both sides of the driving belt groove, respectively, a side of the third wheel portion adjacent to the fourth wheel portion forming a third side of the driving belt groove, a side of the fourth wheel portion adjacent to the third wheel portion forming a fourth side of the driving belt groove, the third side gradually approaching the fourth wheel portion from a radial edge of the third wheel portion toward a center, and the fourth side gradually approaching the third wheel portion from a radial edge of the fourth wheel portion toward a center.
7. The drive system for a pure electric vehicle according to claim 1, wherein a final drive is provided on the half shaft.
8. The electric-only vehicle drive train as claimed in claim 1, characterized in that the steel-belt-side end has a friction surface.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810545375.4A CN108621786B (en) | 2018-05-30 | 2018-05-30 | Transmission system for pure electric automobile |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810545375.4A CN108621786B (en) | 2018-05-30 | 2018-05-30 | Transmission system for pure electric automobile |
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| Publication Number | Publication Date |
|---|---|
| CN108621786A CN108621786A (en) | 2018-10-09 |
| CN108621786B true CN108621786B (en) | 2024-03-22 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN201810545375.4A Active CN108621786B (en) | 2018-05-30 | 2018-05-30 | Transmission system for pure electric automobile |
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| CN107110317A (en) * | 2015-01-20 | 2017-08-29 | 舍弗勒技术股份两合公司 | Transmission assembly for motor of vehicle and the vehicle with the transmission assembly |
| CN107310374A (en) * | 2017-06-21 | 2017-11-03 | 芜湖万里扬变速器有限公司 | A kind of hybrid variable-speed system |
| CN208216492U (en) * | 2018-05-30 | 2018-12-11 | 湖南科技大学 | A kind of pure electric automobile transmission system |
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| CN108621786A (en) | 2018-10-09 |
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