WO2018076847A1 - 纯电动汽车用两挡变速器动力总成 - Google Patents

纯电动汽车用两挡变速器动力总成 Download PDF

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Publication number
WO2018076847A1
WO2018076847A1 PCT/CN2017/095027 CN2017095027W WO2018076847A1 WO 2018076847 A1 WO2018076847 A1 WO 2018076847A1 CN 2017095027 W CN2017095027 W CN 2017095027W WO 2018076847 A1 WO2018076847 A1 WO 2018076847A1
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Prior art keywords
gear
clutch
brake
speed transmission
electric vehicle
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PCT/CN2017/095027
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English (en)
French (fr)
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崔挺
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蔚来汽车有限公司
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Publication of WO2018076847A1 publication Critical patent/WO2018076847A1/zh

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/04—Combinations of toothed gearings only
    • 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
    • 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
    • B60K17/02—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of clutch
    • 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
    • B60K20/00—Arrangement or mounting of change-speed gearing control devices in vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/46—Gearings having only two central gears, connected by orbital gears
    • F16H3/48—Gearings having only two central gears, connected by orbital gears with single orbital gears or pairs of rigidly-connected orbital gears
    • F16H3/52—Gearings having only two central gears, connected by orbital gears with single orbital gears or pairs of rigidly-connected orbital gears comprising orbital spur gears
    • F16H3/54—Gearings having only two central gears, connected by orbital gears with single orbital gears or pairs of rigidly-connected orbital gears comprising orbital spur gears one of the central gears being internally toothed and the other externally toothed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/0434—Features relating to lubrication or cooling or heating relating to lubrication supply, e.g. pumps ; Pressure control
    • F16H57/0441—Arrangements of pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/0021—Transmissions for multiple ratios specially adapted for electric vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0034—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising two forward speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
    • F16H2200/2005—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with one sets of orbital gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
    • F16H2200/2035—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with two engaging means

Definitions

  • the invention belongs to the field of automobile transmission systems, and specifically provides a two-speed transmission powertrain for a pure electric vehicle.
  • the pure electric vehicles developed by many domestic OEMs on the basis of traditional vehicles are all fixed speed ratio transmission systems, and their performance Basically able to meet the driving requirements.
  • electric vehicles with fixed speed ratios often have problems such as low-speed climbing motor heating, high-speed weak magnetic, high-speed noise, etc., and the motor cannot always work in the optimal efficiency area, so the pure electric vehicle is caused.
  • the two-speed transmission powertrain for pure electric vehicles can effectively solve the problems of low-speed climbing motor heating, high-speed weak magnetic and high-speed noise when pure electric vehicles adopt a fixed speed ratio transmission system, as an optimized
  • the program has been widely used.
  • the structure of the current two-speed transmission powertrain is mostly based on automatic transmissions.
  • the dual-clutch transmission system is popular among users because of its simple structure, low cost, and good shifting quality.
  • the current dual-clutch transmission has a large footprint, which is not conducive to porting to other series of electric vehicles.
  • the present invention provides two for a pure electric vehicle.
  • a transmission powertrain including a housing and an input shaft and an output shaft rotatably fixed thereto, the housing being provided with: a planetary gear mechanism including a fixed with the input shaft Connected sun a wheel, an outer ring gear rotatably fixed to the outer casing, and a planetary wheel radially disposed between the outer ring gear and the outer ring gear; and a speed reducer including a sleeve An input gear on the input shaft and an output gear coaxially fixed to the output shaft, and the input gear is coupled to the planetary gear, and the input gear meshes with the output gear in an assembled state a clutch including a clutch driving disk fixed coaxially with the input shaft and a clutch driven disk fixed coaxially with the input gear;
  • the two-speed transmission powertrain further includes a drive motor, and a rotating shaft of the drive motor is fixedly coupled to the input shaft.
  • the two-speed transmission powertrain further includes an oil pump, and the oil pump is respectively connected to the clutch and the brake through a pipeline; the oil pump is used for The clutch active disk and the clutch driven plate are engaged or disengaged, and the brake active disk and the brake driven disk are engaged or disengaged.
  • the oil pump is connected to the clutch active disk and the brake active disk through a pipeline, respectively.
  • the planetary gear mechanism further includes a planet carrier, one end of the carrier is coupled to the planet gear, and the other end of the planet carrier and the input gear Solid.
  • the outer ring gear is provided with a support shaft in the axial direction, and the shaft body of the support shaft is rotatably fixed to the housing.
  • a bearing is disposed in a radial direction at a joint of the housing with the input shaft, the output shaft, and the support shaft.
  • the planetary gear mechanism is a single-row planetary gear mechanism.
  • the clutch is a multi-plate wet clutch.
  • the two-speed transmission powertrain further includes a control portion for controlling the oil pump to make the clutch active disk and the clutch driven disk Engage or disengage, and engage or disengage the brake master disc and the brake driven disc.
  • the rotating shaft of the planetary gear is fixedly connected with the input gear through the carrier, the engagement and disengagement between the input gear and the input shaft are controlled by the clutch, and the brake is controlled.
  • the rotation and locking of the outer ring gear control the engagement and disengagement of the clutch and the controller through the oil pump, thereby realizing the shifting action of the two-speed transmission.
  • Controlling the oil pump through the control unit thereby controlling the rate at which the clutch and brake are engaged and disengaged, enables the electric vehicle to switch the transmission ratio (ie, shifting) without interrupting the power, thereby improving the power performance and comfort of the vehicle, and when When the clutch and brake are in the disengaged state, the two-speed transmission is in neutral.
  • the reducer and the planetary gear mechanism are integrally designed in the housing through the carrier, so that the two-speed transmission of the invention is simpler and more compact in structure, and is convenient for the whole vehicle arrangement.
  • FIG. 1 is a schematic structural view of a two-speed transmission powertrain of the present invention
  • FIG. 2 is a schematic structural view of the two-speed transmission powertrain of the present invention in a first gear
  • FIG. 3 is a schematic view showing the structure of the two-speed transmission powertrain of the present invention in the second gear.
  • the terms “installation”, “connected”, and “connected” are to be understood broadly, and may be fixed connections, for example, or It is a detachable connection, or an integral connection; it may be a mechanical connection or an electrical connection; it may be directly connected or indirectly connected through an intermediate medium, and may be internal communication between the two elements.
  • the specific meanings of the above terms in the present invention can be understood on a case-by-case basis.
  • the two-speed transmission powertrain for a pure electric vehicle of the present invention mainly comprises: a housing 1, an input shaft 2, an output shaft 3, a speed reducer 4, a planetary gear mechanism 5, a brake 6, a clutch 7, and a power. A portion (not shown) and a drive motor 9.
  • the power unit includes an oil pump 8.
  • the input shaft 2 and the output shaft 3 are respectively rotatably fixed to the housing 1 , and further, bearings are respectively disposed between the housing shaft 1 and the housing shaft 1 in the radial direction of the input shaft 2 and the output shaft 3 (not shown in the drawing) ).
  • the left end of the input shaft 2 (the left end of the input shaft 2 in Fig.
  • the planetary gear mechanism 5 uses a single-row planetary gear mechanism
  • the clutch 7 uses a plurality of wet clutches.
  • those skilled in the art may also use other forms of planetary gear mechanisms and other forms according to actual needs. clutch.
  • the speed reducer 4 has an input gear 41 and an output gear 42, and in the assembled state, the input gear 41 and the output gear 42 mesh.
  • the input gear 41 is sleeved on the input shaft 2, and a gap is provided between the two in a radial mating surface.
  • the output gear 42 is coaxially fixed to the output shaft 3.
  • the clutch 7 includes a clutch driving plate 71 and a clutch driven plate 72.
  • the clutch driving plate 71 is coaxially and fixedly coupled to the input shaft 2, and the clutch driven plate 72 is coaxially and fixedly coupled to the input gear 41, and in the assembled state, the clutch The drive disc 71 and the clutch disc 72 can be matingly engaged or disengaged.
  • the input gear 41 can be driven to rotate (i.e., the second gear case shown in Fig. 3).
  • the planetary gear mechanism 5 mainly includes a sun gear 51, an outer ring gear 52, a planet gear 53, a carrier 54, and a support shaft 55.
  • the sun gear 51 is coaxial with and fixed to the right end of the input shaft 2 in FIG.
  • the right end of the outer ring gear 52 in FIG. 1 is coaxially fixed to the left end of the support shaft 55 in FIG. 1, and the shaft body of the support shaft 55 is rotatably mounted to the casing wall of the casing 1, and further, may be radially along the support shaft 55.
  • a bearing (not shown) is disposed between the housing and the housing 1.
  • the planetary gear 53 is disposed between the sun gear 51 and the outer ring gear 52 in the radial direction, and the planetary gear 53 meshes with the sun gear 51 and the outer ring gear 52, respectively.
  • the left end of the carrier 54 in Fig. 1 is fixedly coupled to the input gear 41.
  • the right end of the carrier 54 in Fig. 1 is coupled to the planetary gear 53, and the planetary gear 53 is free to rotate about its connection with the carrier 54.
  • the brake 6 has a brake master disk 61 and a brake driven disk 62.
  • the brake master disk 61 is fixedly coupled to the inner wall of the housing 1, and the brake driven disk 62 is fixedly coupled to the outer ring gear 52.
  • the brake master disk 61 and the brake follower disk 62 can be matingly engaged or disengaged.
  • the outer ring gear 52 is finally stopped due to being braked.
  • the fixed state of rotation that is, the degree of freedom of rotation of the outer ring gear 52 is constrained (i.e., the first gear case shown in Fig. 2).
  • the brake 7 can be disposed between the outer ring gear 52 and the inner wall of the housing 1 in the radial direction of the outer ring gear 52 as shown in FIG. 1, or along the axis of the outer ring gear 52. It is provided between the outer ring gear 52 and the inner wall (right side) of the casing 1 as long as the degree of freedom of the outer ring gear 52 can be restricted by the engagement of the brake master disk 61 and the brake follower disk 62.
  • the oil pump 8 is coupled to the brake 6 and the clutch 7 via lines, respectively, for switching the engagement/disengagement state of the brake 6 and the clutch 7 by hydraulic pressure.
  • the oil pump 8 passes the high-pressure oil to the brake 6 through the line, the hydraulic drive brake master disk 61 is engaged with the brake follower disk 62.
  • the brake master disk 61 and the brake 6 themselves are reset, and the brake master disk 61 is disengaged from the brake driven disk 62.
  • the oil pump 8 achieves engagement and disengagement of the clutch master disk 71 and the clutch driven plate 72 by supplying or removing oil pressure.
  • the brake 6 and the clutch 7 are respectively provided with a return spring device for automatically resetting the brake active disk 61 and the clutch active disk 71 after removing an external force, or Those skilled in the art can also replace the return spring device with other reset devices as needed.
  • the oil pump 8 is usually driven by a motor connected to its rotating shaft to output high-pressure oil.
  • an integral motor oil pump can be used.
  • Brake 6 and clutch 7 provide power, respectively.
  • a corresponding valve block is provided between the oil pump 8 and the pipeline or on the pipeline, the valve group including but not only Limited to reversing valves, unloading valves and relief valves.
  • the two-speed transmission powertrain for a pure electric vehicle of the present invention further includes a control portion for controlling, but not limited to, the oil pump 8 and the valve block, and the electric vehicle can be used to adjust the clutch according to the road condition by controlling the oil pump 8 and the valve block.
  • 7 and the brake 6 performs the slip control to realize the electric vehicle to switch the transmission ratio (shift) without interrupting the power, thereby improving the dynamic performance and comfort of the whole vehicle.
  • the figure shows the power transmission process of the second speed transmission of the electric vehicle in the first gear state.
  • the brake active disk 61 of the brake 6 and the brake driven disk 62 are engaged by the high-pressure oil output from the oil pump 8, and the clutch active disk 71 of the clutch 7 and the clutch driven plate 72 are disengaged.
  • the torque output process is specifically: the torque output from the drive motor 9 is transmitted to the output shaft 3 via the planetary gear mechanism 5, and the gear ratio i of the planetary gear mechanism 5 causes the speed reduction torque of the output shaft 3 to increase, specifically, the output of the drive motor 9
  • the torque is sequentially transmitted to the output shaft 3 via the input shaft 2, the sun gear 51, the planetary gear 53, the carrier 54 and the input gear 41, and the output gear 42, and finally output to the wheels of the electric vehicle through a power transmission mechanism (for example, a differential).
  • a power transmission mechanism for example, a differential
  • the figure shows the power transmission process of the second speed transmission of the electric vehicle in the second gear state.
  • the clutch active disk 71 of the clutch 7 and the clutch driven plate 72 are engaged by the high-pressure oil output from the oil pump 8, and the brake active disk 61 of the brake 6 and the brake driven disk 62 are disengaged.
  • the sun gear 51 and the carrier 54 are locked together, and according to the rotational speed relationship of the components in the planetary gear mechanism 5, it can be inferred that the rotational speeds of the sun gear 51, the carrier 54 and the outer ring gear 55 at this time are the same, That is, the transmission ratio of the entire planetary gear mechanism 5 is 1.
  • the torque output from the drive motor 9 passes through the planetary gear mechanism 5, is output to the speed reducer 4 composed of the input gear 41 and the output gear 42 without deceleration, and further passes the power through the power transmission mechanism through the output shaft 3 (for example) , differential) output to the wheels of electric vehicles.
  • the transmission is in the second gear, it is especially suitable for the electric car to be in a state of high speed running, such as a car running on a highway with substantially no traffic pressure or relatively small traffic pressure.

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

Abstract

一种纯电动汽车用两挡变速器动力总成，包括壳体（1）以及可旋转地固定于其上的输入轴（2）和输出轴（3），壳体（1）内设置有：行星齿轮机构（5）、套在输入轴（2）上并与行星架（54）固定连接的输入齿轮（41）以及与输出轴（3）相固定的输出齿轮（42），输入轴（2）和输入齿轮（41）之间设置有离合器（7），行星齿轮机构（5）的外齿轮圈与壳体（1）之间设置有制动器（6）。驱动电机（9）带动输入轴（2）旋转时，通过油泵（8）控制离合器（7）与制动器（6）的结合与脱离实现换挡动作。该两挡变速器动力总成的结构更加紧凑，方便整车布置，提高了整车的动力性能。

Description

纯电动汽车用两挡变速器动力总成 技术领域
本发明属于汽车传动系统领域，具体提供一种纯电动汽车用两挡变速器动力总成。
背景技术
由于驱动电机具有低转速恒转矩、高转速恒功率和工作范围宽等特性，因此国内众多主机厂在传统汽车基础上开发的纯电动汽车，均是采用固定速比的传动系，且其性能基本上能够满足行驶要求。但实际上，由于路况的复杂性，固定速比的电动汽车往往存在低速爬坡电机发热、高速弱磁、高速噪音等问题，而且电机不可能一直工作在效率最优区，所以致使纯电动汽车出现包括电能消耗快、续航里程较短等方面的缺陷，而且为了使纯电动汽车达到所需的设计性能，往往需要对电机提出更高的要求。
用于纯电动汽车的两挡变速器动力总成因其能够有效地解决纯电动汽车采用固定速比的传动系时存在的低速爬坡电机发热、高速弱磁及高速噪音等问题，作为一种优化的方案得到了广泛的应用。目前的两挡变速器动力总成的结构多以自动变速器为主，特别是双离合变速器系统因其具有结构简单、成本低、换挡品质佳等方面的优点受到广大用户的欢迎。但是，目前的的双离合变速器存在占用空间大的缺陷，不利于移植到其他系列电动汽车。
相应地，本领域需要一种新的电动汽车双挡变速器来解决上述问题。
发明内容
为了解决现有技术中的上述问题，即为了解决现有技术中的双离合变速器存在的占用空间大、不利于移植到其他系列电动汽车上的问题，本发明提供了一种纯电动汽车用两挡变速器动力总成，该两挡变速器动力总成包括壳体以及可旋转地固定于其上的输入轴和输出轴，所述壳体内设置有：行星齿轮机构，其包括与所述输入轴固定连接的太阳 轮、可旋转地固定于所述壳体的外齿圈以及沿径向设置在所述太阳轮和所述外齿圈之间并分别与之啮合的行星轮；减速器，其包括套在所述输入轴上的输入齿轮和与所述输出轴同轴固定的输出齿轮，并且所述输入齿轮与所述行星轮相连接，在组装好的状态下所述输入齿轮和所述输出齿轮相啮合；离合器，其包括与所述输入轴同轴固定的离合器主动盘以及与所述输入齿轮同轴固定的离合器从动盘；制动器，其包括与所述壳体相固连的制动器主动盘以及与所述外齿圈相固连的制动器从动盘。
在上述两挡变速器动力总成的优选技术方案中，所述两挡变速器动力总成还包括驱动电机，所述驱动电机的转轴与所述输入轴固定连接。
在上述两挡变速器动力总成的优选技术方案中，所述两挡变速器动力总成还包括油泵，所述油泵分别与所述离合器和所述制动器通过管路相连；所述油泵用于使所述离合器主动盘和所述离合器从动盘接合或脱离，以及使所述制动器主动盘和所述制动器从动盘接合或脱离。
在上述两挡变速器动力总成的优选技术方案中，所述油泵分别与所述离合器主动盘和所述制动器主动盘通过管路相连。
在上述两挡变速器动力总成的优选技术方案中，所述行星齿轮机构还包括行星架，所述行星架的一端与所述行星轮相连接，所述行星架的另一端与所述输入齿轮相固连。
在上述两挡变速器动力总成的优选技术方案中，所述外齿圈沿轴线方向上设置有支撑轴，所述支撑轴的轴体可旋转地固定于所述壳体。
在上述两挡变速器动力总成的优选技术方案中，所述壳体与所述输入轴、所述输出轴和所述支撑轴的连接处沿径向均设置有轴承。
在上述两挡变速器动力总成的优选技术方案中，所述行星齿轮机构是单排行星齿轮机构。
在上述两挡变速器动力总成的优选技术方案中，所述离合器是多片湿式离合器。
在上述两挡变速器动力总成的优选技术方案中，所述两挡变速器动力总成还包括控制部，所述控制部用于控制所述油泵使所述离合器主动盘和所述离合器从动盘接合或脱离，以及使所述制动器主动盘和所述制动器从动盘接合或脱离。
本领域技术人员能够理解的是，在本发明的优选技术方案中，通过行星架将行星轮的转轴与输入齿轮固定连接，通过离合器控制输入齿轮和输入轴之间的接合与脱离，通过制动器控制外齿圈的旋转与锁止，通过油泵控制离合器和控制器的接合与脱离，进而实现两挡变速器的换挡动作。通过控制部控制油泵，进而控制离合器和制动器接合与脱离时的速率可使电动汽车实现在不中断动力的情况下切换传动比(即换挡)，提高整车的动力性能和舒适性，并且当离合器和制动器均处在脱离状态时，两挡变速器处于空挡状态。进一步，通过行星架将减速器与行星齿轮机构一体化地设计在壳体内，使本发明的两挡变速器在结构上更加简单、紧凑，方便整车布置。
附图说明
图1是本发明的两挡变速器动力总成的结构示意图；
图2是本发明的两挡变速器动力总成在一挡时的结构示意图；
图3是本发明的两挡变速器动力总成在二挡时的结构示意图。
附图标记列表
1、壳体；2、输入轴；3、输出轴；4、减速器；41、输入齿轮；42、输出齿轮；5、行星齿轮机构；51、太阳轮；52、外齿圈；53、行星轮；54、行星架；55、支撑轴；6、制动器；61、制动器主动盘；62、制动器从动盘；7、离合器；71、离合器主动盘；72、离合器从动盘；8、油泵；9、驱动电机。
具体实施方式
下面参照附图来描述本发明的优选实施方式。本领域技术人员应当理解的是，这些实施方式仅仅用于解释本发明的技术原理，并非旨在限制本发明的保护范围。例如，虽然附图中驱动离合器和制动器动作的动力部只示出了油泵，但是很明显地，动力部还应包括电机、控制阀组、油箱等部件，本领域技术人员可以根据需要对其做出调整，以便适应具体的应用场合。
需要说明的是，在本发明的描述中，术语“中心”、“上”、“下”、“左”、“右”、“竖直”、“水平”、“内”、“外”等指示的方向或位置关系的术语是基于附图所示的方向或位置关系，这仅仅是为了便于描述，而不是指示或暗示所述装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本发明的限制。此外，术语“第一”、“第二”、“第三”仅用于描述目的，而不能理解为指示或暗示相对重要性。
此外，还需要说明的是，在本发明的描述中，除非另有明确的规定和限定，术语“安装”、“相连”、“连接”应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或一体地连接；可以是机械连接，也可以是电连接；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通。对于本领域技术人员而言，可根据具体情况理解上述术语在本发明中的具体含义。
如图1所示，本发明的纯电动汽车用两挡变速器动力总成主要包括：壳体1、输入轴2、输出轴3、减速器4、行星齿轮机构5、制动器6、离合器7、动力部(图中未示出)和驱动电机9。其中动力部包括油泵8。输入轴2和输出轴3分别可旋转地固定在壳体1上，进一步，沿输入轴2和输出轴3的径向在其与壳体1之间还分别设置有轴承(图中未示出)。输入轴2的左端(图1中输入轴2的左端)与驱动电机9的转轴通过联轴器固定连接，用于将驱动电机9的扭矩传递至壳体1内。输出轴3的左端用于连接相应的动力传输机构并将壳体1内的扭矩传递给动力传输机构，并通过动力传输机构进一步驱动电动汽车的车轮。在本发明的优选实施方案中，行星齿轮机构5选用单排行星齿轮机构，离合器7选用多片湿式离合器，或者，本领域技术人员也可以根据实际需要选用其他形式的行星齿轮机构和其他形式的离合器。
继续参阅图1，减速器4具有输入齿轮41和输出齿轮42，在装配状态下，输入齿轮41和输出齿轮42相啮合。输入齿轮41套在输入轴2上，而且两者之间沿径向的配合面设置有间隙。输出齿轮42与输出轴3同轴固定。离合器7包括离合器主动盘71和离合器从动盘72，离合器主动盘71与输入轴2同轴且固连，离合器从动盘72与输入齿轮41同轴且固连，并且在装配状态下，离合器主动盘71和离合器从动盘72之间可以匹配地接合或者脱离。当离合器主动盘71通过外力驱动与离合 器从动盘72接合时，输入齿轮41能够被驱动旋转(即图3所示的二挡情形)。
进一步参阅图1，行星齿轮机构5主要包括太阳轮51、外齿圈52、行星轮53、行星架54和支撑轴55。太阳轮51与图1中输入轴2的右端同轴且固连。图1中外齿圈52的右端与图1中支撑轴55的左端同轴固定，支撑轴55的轴体则可旋转地安装到壳体1的壳壁上，进一步，可以沿支撑轴55径向在其与壳体1之间设置有轴承(图中未示出)。行星轮53沿径向设置在太阳轮51和外齿圈52之间，并且行星轮53分别与太阳轮51和外齿圈52相啮合。本领域技术人员能够理解的是，行星轮的数量可根据需要任意设置。图1中行星架54的左端与输入齿轮41固定连接，图1中行星架54的右端与行星轮53相连接，并且行星轮53能够绕其与行星架54的连接处自由转动。制动器6具有制动器主动盘61和制动器从动盘62。制动器主动盘61与壳体1的内壁固定连接，制动器从动盘62与外齿圈52固定连接。在装配状态下，制动器主动盘61和制动器从动盘62可以匹配地接合或者脱离，当制动器主动盘61通过外力驱动与制动器从动盘62接合时，外齿圈52由于被制动最终处于停止旋转的固定状态，即外齿圈52的转动自由度被约束(即图2所示的一挡情形)。本领域技术人员容易理解的是，制动器7既可以如图1所示，沿外齿圈52的径向设置在外齿圈52和壳体1的内壁之间，也可以沿外齿圈52的轴向设置在外齿圈52和壳体1的内壁(右侧)之间，只要能够通过制动器主动盘61和制动器从动盘62的接合实现对外齿圈52的自由度约束即可。
继续参阅图1，油泵8通过管路分别与制动器6和离合器7相连接，用于通过油压切换制动器6和离合器7的接合/脱离状态。当油泵8通过管路将高压油通至向制动器6时，油压驱动制动器主动盘61与制动器从动盘62接合。而当管路中的高压油被卸荷并引入低压腔(例如，液压油箱)时，制动器主动盘61及制动器6自身的作用下复位，制动器主动盘61与制动器从动盘62脱离。同理，油泵8通过供给或者卸去油压实现离合器主动盘71与离合器从动盘72的接合与脱离。
优选地，制动器6和离合器7内分别设置有复位弹簧装置，用于使制动器主动盘61和离合器主动盘71在去除外力后自动复位，或 者本领域技术人员也可以根据需要采用其他的复位装置来替换复位弹簧装置。
本领域技术人员能够理解的是，油泵8通常是通过与其转轴相连接的电机驱动其转动输出高压油的，为了进一步简化本发明的两挡变速器动力总成的结构，可以使用一体式电机油泵为制动器6和离合器7分别提供动力。本领域技术人员还能够理解的是，为了使油泵8能够分别对制动器6和离合器7进行控制，在油泵8与管路之间或在管路上还设置有相应的阀组，该阀组包括但不仅限于换向阀、卸荷阀和溢流阀。
进一步，本发明的纯电动汽车用两挡变速器动力总成还包括控制部，该控制部用于控制但不仅限于油泵8和阀组，通过控制油泵8和阀组可使电动汽车根据路况对离合器7和制动器6进行滑磨控制，实现电动汽车在不中断动力的情况下切换传动比(换挡)，从而提高了整车的动力性能和舒适性。
继续参阅图1，从该图中不难看出，离合器7和制动器6都处于脱离状态，且行星齿轮机构5在该状态下具有三个自由度(即太阳轮51、外齿圈52和行星轮53均可以转动)。因此在输入轴2转动时，在输出阻力(负载)的作用下，太阳轮51带动行星轮53原地转动，外齿圈52被迫沿与太阳轮51转动方向相反的方向旋转，致使输出轴3无动力输出。此时，电动汽车处于空挡状态。下面结合图2和图3来简要说明电动汽车在一挡状态时和二挡状态时二挡变速器的动力传输过程。
如图2所示，该图示出了电动汽车在一挡状态时二挡变速器的动力传输过程。此时，在油泵8输出的高压油的作用下使得制动器6的制动器主动盘61和制动器从动盘62相接合，以及离合器7的离合器主动盘71和离合器从动盘72相脱离。在此情形下，外齿圈52被锁定到壳体1上，行星齿轮机构5的三个自由度中的一个自由度被约束，行星齿轮机构5成为了一个单挡传动装置，其传动比i＝(Zr+Zs)/Zs，其中，Zr为外齿圈52的齿数，Zs为太阳轮51的齿数。扭矩的输出过程具体为：驱动电机9输出的扭矩经过行星齿轮机构5传递至输出轴3，行星齿轮机构5的传动比i使得输出轴3的速度降低扭矩增大，具体地，驱动电机9输出扭矩依次经输入轴2、太阳轮51、行星轮53、行星架54和输入齿轮41、输出齿轮42传递至输出轴3，最终通过动力传输机构(例如，差速器)输出至电动汽车的车轮。在变速器处于一挡时，尤其适合电动汽车 处于低速行驶的状态，如汽车的起步阶段，或者汽车处于爬坡、拥堵等路况。
本领域技术人员容易理解的是，只需改变驱动电机9的旋转方向，在与图2的二挡变速器的动力传输过程基本相同的前提下，即可实现电动汽车的倒挡动作。
如图3所示，该图示出了电动汽车在二挡状态时二挡变速器的动力传输过程。此时，在油泵8输出的高压油的作用下使得离合器7的离合器主动盘71和离合器从动盘72相接合，以及制动器6的制动器主动盘61和制动器从动盘62相脱离。在此情形下，太阳轮51和行星架54被锁定到一起，根据行星齿轮机构5中各部件的转速关系可以推导出此时的太阳轮51、行星架54和外齿圈55的转速相同，即整个星齿轮机构5的传动比为1。驱动电机9输出的扭矩经过行星齿轮机构5后，在没有降速的情形下输出给由输入齿轮41和输出齿轮42组成的减速器4，并进一步通过输出轴3将动力经动力传输机构(例如，差速器)输出至电动汽车的车轮。在在变速器处于二挡时，尤其适合电动汽车处于高速行驶的状态，如汽车行驶于基本无交通压力或者交通压力相对较小的高速公路。
进一步参照图2和图3，当电动汽车由一挡升至二挡时，通过油泵8使得离合器7的主、从动盘逐渐接合，与此同时使得制动器6的主、从动盘逐渐分开。直至行星架54的转速与太阳轮51的转速一致时，主、从动盘完全接合的离合器7将行星架54与太阳轮51锁止，同时制动器6的主、从动盘也完全脱离，汽车从一挡换至二挡的换挡动作基本完成。同理，当二挡降至一挡时，通过油泵8使得离合器7的主、从动盘逐渐脱离，与此同时使得制动器6的主、从动盘逐渐结合，直至制动器6的主、从动盘完全接合，制动器6将外齿圈55与壳体1锁止，同时离合器7的主、从动盘也完全脱离。汽车从二挡换至一挡的换挡动作基本完成。
本领域技术人员容易理解的是，在换挡过程中，由于整个行星齿轮机构5的各部件都处于啮合状态，通过控制部合理地控制油泵8和阀组的运行参数，使得离合器7和制动器6的主、从动盘可以平稳地脱离或接合，从而保证了电动汽车在换挡过程中的动力无需中断，改善 了汽车的动力性。同时有效地避免了换挡过程中的冲击，提高了电动汽车的舒适性。
至此，已经结合附图所示的优选实施方式描述了本发明的技术方案，但是，本领域技术人员容易理解的是，本发明的保护范围显然不局限于这些具体实施方式。在不偏离本发明的原理的前提下，本领域技术人员可以对相关技术特征做出等同的更改或替换，这些更改或替换之后的技术方案都将落入本发明的保护范围之内。

Claims (10)

  1. 一种纯电动汽车用两挡变速器动力总成，所述两挡变速器动力总成包括壳体以及设置于所述壳体的、用于动力传递的输入轴和输出轴；其特征在于，所述壳体内设置有：
    行星齿轮机构，其包括太阳轮、外齿圈以及与所述太阳轮和所述外齿圈分别啮合的行星轮，所述太阳轮与所述输入轴相固连；
    减速器，其包括套在所述输入轴上的输入齿轮以及与所述输入齿轮匹配啮合的输出齿轮，所述输入齿轮与所述行星轮通过输入轴相连接，所述输出齿轮固定于所述输出轴；
    离合器，其具有与所述输入轴同轴固连的离合器主动盘以及与所述输入齿轮同轴固连的离合器从动盘；以及
    制动器，其具有与所述壳体相固连的制动器主动盘以及与所述外齿圈相固连的制动器从动盘。
  2. 根据权利要求1所述的纯电动汽车用两挡变速器动力总成，其特征在于，所述行星齿轮机构还包括行星架，所述行星架的一端与所述行星轮相连接，所述行星架的另一端与所述输入齿轮相固连。
  3. 根据权利要求2所述的纯电动汽车用两挡变速器动力总成，其特征在于，所述两挡变速器动力总成还包括动力部，所述动力部与所述离合器和所述制动器分别相连，用于使得所述离合器主动盘和所述离合器从动盘接合/脱离，以及使得所述制动器主动盘和所述制动器从动盘脱离/接合。
  4. 根据权利要求3所述的纯电动汽车用两挡变速器动力总成，其特征在于，所述动力部包括油泵，所述油泵通过管路与所述离合器和所述制动器分别相连。
  5. 根据权利要求4所述的纯电动汽车用两挡变速器动力总成，其特征在于，所述油泵通过管路与所述离合器主动盘和所述制动器主动盘分别相连。
  6. 根据权利要求3～5中任一项所述的纯电动汽车用两挡变速器动力总成，其特征在于，所述两挡变速器动力总成还包括控制部，所述控制部用于控制所述动力部的运行参数，通过所述运行参数的改变使所述离合器主动盘和所述离合器从动盘按照设定的速率平稳地接合或脱离，以及使所述制动器主动盘和所述制动器从动盘按照设定的速率平稳地接合或脱离。
  7. 根据权利要求1～5所述的纯电动汽车用两挡变速器动力总成，其特征在于，所述外齿圈沿中心轴线方向上设置有支撑轴，所述外齿圈通过所述支撑轴以能够旋转的方式固定于所述壳体。
  8. 根据权利要求1～5中任一项所述的纯电动汽车用两挡变速器动力总成，其特征在于，所述行星齿轮机构是单排行星齿轮机构。
  9. 根据权利要求1～5中任一项所述的纯电动汽车用两挡变速器动力总成，其特征在于，所述离合器是多片湿式离合器。
  10. 根据权利要求1～5中任一项所述的纯电动汽车用两挡变速器动力总成，其特征在于，所述输入轴的动力输入端连接有驱动电机。
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