WO2018107583A1 - 两档变速装置、电动车所用的主驱动系统以及副驱动系统 - Google Patents

两档变速装置、电动车所用的主驱动系统以及副驱动系统 Download PDF

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Publication number
WO2018107583A1
WO2018107583A1 PCT/CN2017/075578 CN2017075578W WO2018107583A1 WO 2018107583 A1 WO2018107583 A1 WO 2018107583A1 CN 2017075578 W CN2017075578 W CN 2017075578W WO 2018107583 A1 WO2018107583 A1 WO 2018107583A1
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Prior art keywords
way clutch
shaft
gear
speed
input shaft
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PCT/CN2017/075578
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English (en)
French (fr)
Inventor
黄兴福
吴厚亮
李清泉
王同保
李晓天
朱卓选
Original Assignee
上海纳铁福传动系统有限公司
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Priority claimed from CN201611167708.1A external-priority patent/CN106481745A/zh
Priority claimed from CN201621389419.1U external-priority patent/CN206419439U/zh
Application filed by 上海纳铁福传动系统有限公司 filed Critical 上海纳铁福传动系统有限公司
Priority to JP2019553608A priority Critical patent/JP6804667B2/ja
Publication of WO2018107583A1 publication Critical patent/WO2018107583A1/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
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/003—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion the gear-ratio being changed by inversion of torque direction
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to a transmission system for an automobile, and more particularly to a two-speed transmission, a main drive system for an electric vehicle, and a sub-drive system for a four-wheel drive electric vehicle.
  • gearbox has only one gear ratio.
  • the motor In order to meet the performance of the whole car, it is often necessary to match the motor with a larger power, and the motor has a high maximum speed. High speed also puts high demands on bearings, oil seals, gear noise, accuracy grades, etc.
  • the second is two-speed shifting, which is generally achieved by two controlled clutches or synchronizers, but requires active control of the shifting clutch.
  • the synchronizer it is necessary to design the control module of the gearbox and the corresponding hydraulic or electromechanical execution system, which will inevitably complicate the whole system, and there is also the impact of the shifting process to reduce the performance of the whole vehicle.
  • Chinese Patent No. 201610595988.X discloses an electric vehicle two-speed AMT rear axle assembly including a transmission assembly including a two-speed AMT transmission transmission system and a two-speed AMT transmission shifting mechanism; two-speed AMT transmission transmission
  • the system includes a front housing, a high-speed drive gear, an input shaft, a high-speed slave gear, an intermediate shaft, a main reduction driven gear, a differential assembly, a left half shaft, a right half shaft, a synchronizer assembly, and a low speed slave. gear.
  • the two-speed AMT transmission transmission system of the invention is realized by a synchronizer, and the entire transmission transmission system has a complicated structure.
  • an object of the present invention is to provide a two-speed shifting device, a main drive system for an electric vehicle, and a sub-drive system for a four-wheel drive electric vehicle for solving the electric vehicle of the prior art.
  • the problem of complex structure of the variable speed drive system is to provide a two-speed shifting device, a main drive system for an electric vehicle, and a sub-drive system for a four-wheel drive electric vehicle for solving the electric vehicle of the prior art.
  • the present invention provides a two-speed shifting device comprising:
  • the first shifting mechanism includes a first driving gear and a first driven gear that mesh with each other, and a first one-way clutch that cooperates with the first driving gear or the first driven gear, and the first driving gear is placed on the input shaft Upper, the first driven gear is placed on the output shaft;
  • a second shifting mechanism comprising a second drive gear disposed on the input shaft, a second driven gear disposed on the output shaft, an idler wheel disposed on the inert shaft, and a second drive gear a second one-way clutch that cooperates with the idler wheel or the second driven gear, and the idler wheel is disposed between the second drive gear and the second driven gear and meshes with the second drive gear and the second driven gear; a reduction ratio of a shifting mechanism is greater than a reduction ratio of the second shifting mechanism, and the first shifting mechanism and the second shifting mechanism are used as the shifting mechanism by the cooperation of the first one-way clutch and the second one-way clutch. .
  • the two-speed shifting device further includes an outer casing enclosing the input shaft, the output shaft and the inert shaft, the first shifting mechanism and the second shifting mechanism, and the housing has an input shaft A shaft hole that passes through the output shaft.
  • the input shaft is coupled to a drive motor disposed outside of the housing.
  • the drive motor is coupled to the input shaft through a differential.
  • a drive motor is disposed in the outer casing, and the drive motor is coupled to the input shaft.
  • the second shifting mechanism further includes a locking mechanism that locks the second one-way clutch.
  • the present invention also provides a main drive system for an electric vehicle, wherein the main drive system employs the above-described two-speed shifting device, and the second shifting mechanism of the two-speed shifting device has a lock mechanism that locks the second one-way clutch.
  • the present invention also provides a secondary drive system for a four-wheel drive electric vehicle that employs a two-speed shifting device as described above.
  • the two-speed shifting device of the present invention the main drive system for the electric vehicle, and the sub-drive system for the four-wheel drive electric vehicle have the following advantageous effects: the selection and use of the two shifting mechanisms are realized by the two one-way clutches, In addition, the replacement of the two gear ratios is realized, and the two one-way clutches do not need active control, and the control of the clutch and the execution system are not required, which simplifies the structure of the gearbox.
  • FIG. 1 is a schematic view showing an embodiment of a two-speed shifting device of the present invention.
  • Figure 2 is a schematic view showing a second embodiment of the two-speed shifting device of the present invention.
  • Fig. 3 is a view showing a third embodiment of the two-speed shifting device of the present invention.
  • Fig. 4 is a view showing a fourth embodiment of the two-speed shifting device of the present invention.
  • Fig. 5 is a view showing a fifth embodiment of the two-speed shifting device of the present invention.
  • Fig. 6 is a view showing a sixth embodiment of the two-speed shifting device of the present invention.
  • the present invention provides a two-speed shifting device including:
  • the input shaft 6, the output shaft 3 and the inert shaft 9 are arranged in parallel, and the inert shaft 9 is placed between the input shaft 6 and the output shaft 3;
  • the first shifting mechanism includes a first driving gear 5 and a first driven gear 2 that mesh with each other, and a first one-way clutch 4 that cooperates with the first driving gear 5 or the first driven gear 2, and the first driving gear 5 Placed on the input shaft 6, the first driven gear 2 is placed on the output shaft 3;
  • a second shifting mechanism comprising a second drive gear 7 disposed on the input shaft 6, a second driven gear 10 disposed on the output shaft 3, and an idler pulley 8 disposed on the inertia shaft 9, And a second one-way clutch 11 that cooperates with the second driving gear 7, the idler wheel 8 or the second driven gear 10, and the idler wheel 8 is disposed between the second driving gear 7 and the second driven gear 10 and is in contact with the second active
  • the gear 7 and the second driven gear 10 mesh with each other; the reduction ratio of the first shifting mechanism is greater than the reduction ratio of the second shifting mechanism, and passes through the first one-way clutch 4 and the second one-way clutch 11
  • the first shifting mechanism and the second shifting mechanism are selected to perform the shifting mechanism.
  • the invention realizes the selection and use of two shifting mechanisms by two one-way clutches (i.e., the first one-way clutch 4 and the second one-way clutch 11 described above), thereby realizing the replacement use of two shift ratios, two one-way The clutch does not need active control. It only needs to realize the two-way clutch in different working states according to the forward and reverse rotation of the driving motor, achieving the choice of two gears, eliminating the need for additional clutch control and execution system, simplifying the gearbox. structure.
  • the two one-way clutches may be disposed on the driving gear or on the driven gear as needed. Then, the mounting positions of the two one-way clutches of the present invention can be formed into four combinations, as shown in FIG. 1, FIG. 2, FIG. 3 and FIG. 4, respectively.
  • the first one-way clutch 4 and the second one-way clutch 11 in this embodiment are both placed on the output shaft 3, that is, respectively with the first driven gear 2 and The second driven gear 10 is used in combination.
  • the first one-way clutch is reversely disposed with the second clutch.
  • the locking direction of the clutch 11 is the forward rotation of the output shaft, thereby achieving the selective use of the first shifting mechanism and the second shifting mechanism.
  • the first one-way clutch 4 and the second one-way clutch 11 in this embodiment are not coaxially arranged, and the first one-way clutch 4 is placed on the output shaft 3 and The first driven gear 2 is engaged, and the second one-way clutch 11 is placed on the input shaft 6 for use with the second driving gear 7.
  • the first one-way clutch is reversely disposed with the second clutch, for example, the locking direction of the first one-way clutch is only reversed, and the locking direction of the second one-way clutch is forward rotation of the input shaft. In this way, the selective use of the first shifting mechanism and the second shifting mechanism is achieved.
  • the first one-way clutch 4 and the second one-way clutch in this embodiment 11 is placed on the input shaft 6, the first one-way clutch 4 is engaged with the first driving gear 5, and the second one-way clutch 11 is used in cooperation with the second driving gear 7.
  • the first one-way clutch 4 and the second one-way clutch 11 in this embodiment are not coaxially arranged, and the first one-way clutch 4 is placed on the input shaft 3 and The first driving gear 5 is engaged, and the second one-way clutch 11 is placed on the output shaft for use with the second driven gear 10.
  • the two-speed shifting device When the first one-way clutch and the second one-way clutch in the present invention are disposed on the input shaft, the two-speed shifting device has a higher rotational speed requirement and a lower torque requirement; and the first one-way clutch and the second single When the clutch is placed on the output shaft, the two-speed transmission has high and low speed requirements and higher torque requirements.
  • the second one-way clutch of the second shifting mechanism of the present invention may also be disposed on the inert shaft to cooperate with the idler wheel to achieve selective use of the second shifting mechanism.
  • the first one-way clutch 4 is placed on the output shaft 3 to cooperate with the first driven gear 2, and the second one-way clutch 11 is placed on the inert shaft 9. Used in conjunction with the inertial wheel 8.
  • the first one-way clutch 4 is placed on the input shaft 6 to cooperate with the first driving gear 5, and the second one-way clutch 11 is placed on the inertia shaft 9. Used in conjunction with the inertial wheel 8.
  • the locking directions of the two one-way clutches can be set according to the set positions of the first one-way clutch 4 and the second one-way clutch 11.
  • the first one-way clutch 4 and the second one-way clutch 11 are on the same shaft, that is, on the output shaft 3 (see the first embodiment described above) or on the input shaft 6 (see the third embodiment above)
  • the locking directions of the first one-way clutch 4 and the second one-way clutch 11 are opposite, when the two-speed shifting device is in use, when the input shaft 6 rotates forward, the first one-way clutch 4 is coupled, and the second one-way clutch is engaged. 11 is separated, at this time, the first shifting mechanism is used as the transmission system to realize the first shifting.
  • the second driving gear 7 in the second shifting mechanism only drives the idler wheel 9 and the second driven gear to idle; when the input shaft is reversed
  • the first one-way clutch 4 is disengaged, and the second one-way clutch 11 is coupled.
  • the second shifting mechanism functions as a transmission system to realize the second-speed shifting.
  • the structure of the present embodiment is simple, and the selection of the first gear and the second gear is determined by two one-way clutches that are oppositely arranged in the locking direction, and the control system is not required to be added with a synchronizer or the like.
  • the first one-way clutch 4 and the second one-way clutch 11 are not disposed coaxially, that is, the first one-way clutch 4 in the fourth embodiment is located on the input shaft 6, and the second one-way clutch 11 is located on the output shaft. 3, or the first one-way clutch 4 in the second embodiment described above is located on the output shaft 3, and the second one-way clutch 11 is located on the input shaft 6, or the first in the fifth embodiment and the sixth embodiment.
  • the one-way clutch 11 is on the input shaft 6 or the output shaft 3 and the second one-way clutch 11 is on the inertia shaft 9, the locking directions of the two one-way clutches are the same.
  • the two one-way clutches are locked in the same direction, and the selection and use of the first shifting mechanism and the second shifting mechanism are realized according to the rotating direction of the input shaft, that is, the selection of the first gear and the second gear are determined, and no additional need is added.
  • a synchronizer or the like executes the control system.
  • the two-speed shifting device of the present invention further includes a package input shaft 6, the output shaft 3, and the idler for ease of installation and use.
  • the shaft 9, the first shifting mechanism and the outer casing 1 of the second shifting mechanism, and the outer casing 1 has a shaft hole through which the input shaft 6 and the output shaft 3 respectively pass. Both ends of the input shaft 6, the output shaft 3 and the inert shaft 9 are provided with bearing housings.
  • the housing 1 is provided such that the two-speed shifting device of the present invention constitutes a gearbox and can be integrally mounted.
  • the input shaft 6 in the present invention is connected to a drive motor placed outside the casing 1.
  • the drive motor can be connected to the input shaft 6 via a main reduction gear and a differential.
  • the present invention can also be provided with a drive motor within the housing 1, the drive motor being coupled to the input shaft 6, for use of the present invention as an integral drive.
  • the second shifting mechanism further includes a locking mechanism 12 for locking the second one-way clutch 11, as shown in FIG. 1, FIG. 3 and FIG. 4, FIG. As shown in FIG. 6, the locking mechanism is not added in FIG. 2, and a locking mechanism for locking the second one-way clutch 11 may be additionally provided as needed.
  • the locking mechanism 12 can be an electromagnetic clutch or a reverse lock mechanism composed of other mechanical transmission mechanisms.
  • the setting of the locking mechanism 12 can realize the reverse gear function of the two-speed shifting device of the present invention, so that when the driving motor rotates forward, the first one-way clutch 4 is in a separated form, the locking mechanism 12 is locked, and the second The one-way clutch 11 is in a combined form to implement a reverse gear function.
  • the present invention also provides a main drive system for an electric vehicle, the main drive system employing the above two-speed shifting device, the two-speed shifting device comprising an input shaft 6, an output shaft 3 and an inert shaft 9 arranged in parallel, the inert shaft 9 being placed
  • the main drive system of the present invention may select the two-speed shifting device described in any one of the above six embodiments, and the main drive system may selectively set the drive motor to be located in the same housing as the two-speed shifting device, or may be separated.
  • the two-speed shifting device is independently placed in the housing and the drive motor is placed outside the housing.
  • the invention realizes the selective use of the first shifting mechanism and the second shifting mechanism by changing the rotating direction of the driving motor, that is, the selection of the first gear and the second gear is realized, and the reverse gear function is realized by adding the locking mechanism 12.
  • the function selection is shown in Table 1.
  • the main drive system for the electric vehicle provided by the present invention only needs to control the drive when the forward gear position is selected.
  • the motor can be reversed, no need to control the two-speed shifting device, and the locking mechanism is controlled when the gear is reversed.
  • the specific work is as follows:
  • the present invention also provides a secondary drive system for a four-wheel drive electric vehicle.
  • the secondary drive system employs a two-speed shifting device as described above, the two-speed shifting device including an input shaft 6, an output shaft 3, and an inert shaft 9 disposed in parallel, inert A shaft 9 is interposed between the input shaft 6 and the output shaft 3, and the first shifting mechanism and the second shifting mechanism described above.
  • the auxiliary drive system it is not necessary to implement the reverse gear function, so it is not necessary to add the above-mentioned locking mechanism, as shown in FIG. 2 .
  • the secondary drive system can also be selected from the two-speed shifting device described in any of the other embodiments.
  • the operating state of the secondary drive system of the present invention is shown in Table 2.
  • the secondary drive system used in the four-wheel drive electric vehicle only needs to control the forward and reverse rotation of the drive motor to realize the gear position selection, and does not need to control the design of the two-speed transmission device.
  • the driving motor is rotated forward, the first one-way clutch is combined, the first shifting mechanism of the two-speed shifting device is used as the shifting mechanism, and the second one-way clutch is disengaged.
  • the second driving gear of the second shifting mechanism is The second driven gear and the idle wheel are in an idling state; the driving motor is reversed, the first one-way clutch is disengaged, and the second one-way clutch is coupled, and the second shifting mechanism of the two-speed shifting device is used as the shifting mechanism.
  • the first drive gear and the first driven gear in a shifting mechanism are in an idling state.
  • the two-speed shifting device of the present invention realize the selection and use of the two shifting mechanisms through the two one-way clutches, thereby realizing The replacement of the two gear ratios, the two one-way clutch does not require active control, no additional clutch control and execution system, simplifying the structure of the gearbox. Therefore, the present invention effectively overcomes various shortcomings in the prior art and has high industrial utilization value.

Abstract

一种两档变速装置，其包括：平行设置的输入轴（6）、输出轴（3）和惰性轴（9），惰性轴（9）置于输入轴（6）和输出轴（3）之间；第一变速机构，包括相互啮合的第一主动齿轮（5）和第一从动齿轮（2），以及与第一主动齿轮（5）或第一从动齿轮（2）配合的第一单向离合器（4），第一主动齿轮（5）置于输入轴（6）上，第一从动齿轮（2）置于输出轴（3）上；第二变速机构，包括置于输入轴（6）上的第二主动齿轮（7），置于输出轴（3）上的第二从动齿轮（10），置于惰性轴（9）上的惰性轮（8），以及与第二主动齿轮（7）、惰性轮（8）或第二从动齿轮（10）配合的第二单向离合器（11）；第一变速机构的减速比大于第二变速机构的减速比；以及一种用于电动汽车主驱动系统及副驱动系统。

Description

两档变速装置、电动车所用的主驱动系统以及副驱动系统 技术领域
本发明涉及汽车用变速传动系统，特别是涉及一种两档变速装置、电动车所用的主驱动系统以及四驱电动车所用的副驱动系统。
背景技术
随着越发严格的节能减排法规的实施以及消费者对于环保意识的增强，出现了各种技术和新车型也越来越多，纯电动汽车就是其中的类型。
目前市场上的纯电动汽车档位设计上主要有两种：其一是变速箱只有一个变速比，为了满足整车性能，往往需要匹配较大功率的电动机，而且要求电机有很高的最高转速，高转速也对轴承、油封、齿轮噪音、精度等级等提出了很高的要求；其二是两档变速，一般采用两个受控离合器或者同步器等实现，但由于需要主动控制换挡离合器或者同步器，势必需要设计变速箱的控制模块以及相应液压或者机电执行系统，势必使整个系统变得复杂，而且也存在换挡过程的冲击降低整车性能。
中国专利201610595988.X公开一种电动汽车两档AMT后桥总成，其包括变速器总成，所述变速器总成包括两档AMT变速器传动系统和两挡AMT变速器换挡机构；两档AMT变速器传动系统包括前壳体、高速档主动齿轮、输入轴、高速档从档齿轮、中间轴、主减速从动齿轮、差速器组件、左半轴、右半轴、同步器组件和低速档从动齿轮。本发明的两档AMT变速器传动系统通过同步器实现，整个变速传动系统结构较为复杂。
因此，需要一种结构简单、无需增加控制的两档变速传动系统。
发明内容
鉴于以上所述现有技术的缺点，本发明的目的在于提供一种两档变速装置、电动车所用的主驱动系统以及四驱电动车所用的副驱动系统，用于解决现有技术中电动汽车用变速传动系统结构复杂的问题。
为实现上述目的及其他相关目的，本发明提供一种两档变速装置，其包括：
平行设置的输入轴、输出轴和惰性轴，惰性轴置于输入轴和输出轴之间；
第一变速机构，包括相互啮合的第一主动齿轮和第一从动齿轮，以及与第一主动齿轮或第一从动齿轮配合的第一单向离合器，第一主动齿轮置于所述输入轴上，第一从动齿轮置于所述输出轴上；
第二变速机构，包括置于所述输入轴上的第二主动齿轮，置于所述输出轴上的第二从动齿轮，置于所述惰性轴上的惰性轮，以及与第二主动齿轮、惰性轮或第二从动齿轮配合的第二单向离合器，惰性轮置于第二主动齿轮和第二从动齿轮中间且与第二主动齿轮和第二从动齿轮相互啮合；所述第一变速机构的减速比大于所述第二变速机构的减速比，且且通过所述第一单向离合器和第二单向离合器的配合选择使用第一变速机构和第二变速机构作为执行变速机构。
优选的，所述两档变速装置还包括封装所述输入轴、所述输出轴和所述惰性轴、所述第一变速机构以及所述第二变速机构的外壳，且外壳上具有供输入轴和输出轴分别穿出的轴孔。
优选的，所述输入轴与置于所述外壳外的驱动电机相连。
优选的，所述驱动电机通过差速器与所述输入轴相连。
优选的，所述外壳内设有驱动电机，所述驱动电机与输入轴相连。
优选的，所述第二变速机构还包括锁止所述第二单向离合器的锁止机构。
本发明还提供一种电动车所用的主驱动系统，所述主驱动系统采用上述两档变速装置，两档变速装置中的第二变速机构带有锁止第二单向离合器的锁止机构。
本发明还提供一种四驱电动车所用的副驱动系统，所述副驱动系统采用如上述的两档变速装置。
如上所述，本发明的两档变速装置、电动车所用的主驱动系统以及四驱电动车所用的副驱动系统，具有以下有益效果：通过两个单向离合器实现两个变速机构的选择使用，也就实现了两个变速比的替换使用，两个单向离合器都不需要主动控制，无需增设离合器的控制以及执行系统，简化了变速箱的结构。
附图说明
图1显示为本发明两档变速装置的一实施例示意图。
图2显示为本发明两档变速装置的第二实施例示意图。
图3显示为本发明两档变速装置的第三实施例示意图。
图4显示为本发明两档变速装置的第四实施例示意图。
图5显示为本发明两档变速装置的第五实施例示意图。
图6显示为本发明两档变速装置的第六实施例示意图。
元件标号说明
1            外壳
2            第一从动齿轮
3            输出轴
4            第一单向离合器
5            第一主动齿轮
6            输入轴
7            第二主动齿轮
8            惰性轮
9            惰性轴
10           第二从动齿轮
11           第二单向离合器
12           锁止机构
具体实施方式
以下由特定的具体实施例说明本发明的实施方式，熟悉此技术的人士可由本说明书所揭露的内容轻易地了解本发明的其他优点及功效。
请参阅图1至图6。须知，本说明书所附图式所绘示的结构、比例、大小等，均仅用以配合说明书所揭示的内容，以供熟悉此技术的人士了解与阅读，并非用以限定本发明可实施的限定条件，故不具技术上的实质意义，任何结构的修饰、比例关系的改变或大小的调整，在不影响本发明所能产生的功效及所能达成的目的下，均应仍落在本发明所揭示的技术内容所能涵盖的范围内。同时，本说明书中所引用的如“上”、“下”、“左”、“右”、“中间”及“一”等 的用语，亦仅为便于叙述的明了，而非用以限定本发明可实施的范围，其相对关系的改变或调整，在无实质变更技术内容下，当亦视为本发明可实施的范畴。
如图1至图6所示，本发明提供一种两档变速装置，其包括：
平行设置的输入轴6、输出轴3和惰性轴9，惰性轴9置于输入轴6和输出轴3之间；
第一变速机构，包括相互啮合的第一主动齿轮5和第一从动齿轮2，以及与第一主动齿轮5或第一从动齿轮2配合的第一单向离合器4，第一主动齿轮5置于所述输入轴6上，第一从动齿轮2置于所述输出轴3上；
第二变速机构，包括置于所述输入轴6上的第二主动齿轮7，置于所述输出轴3上的第二从动齿轮10，置于所述惰性轴9上的惰性轮8，以及与第二主动齿轮7、惰性轮8或第二从动齿轮10配合的第二单向离合器11，惰性轮8置于第二主动齿轮7和第二从动齿轮10中间且与第二主动齿轮7和第二从动齿轮10相互啮合；所述第一变速机构的减速比大于所述第二变速机构的减速比，且通过所述第一单向离合器4和第二单向离合器11的配合选择使用第一变速机构和第二变速机构作为执行变速机构。
本发明通过两个单向离合器(即上述第一单向离合器4和第二单向离合器11)实现两个变速机构的选择使用，也就实现了两个变速比的替换使用，两个单向离合器都不需要主动控制，只需根据驱动电机的正转和反转实现两个单向离合器处于不同的工作状态，实现两档的选择，无需增设离合器的控制以及执行系统，简化了变速箱的结构。
上述两个单向离合器根据需要可设置在主动齿轮上也可设置在从动齿轮上。则，本发明的两个单向离合器的安装位置可形成四种组合方式，分别如图1、图2、图3及图4所示。
如图1所示，本发明的第一实施例，本实施例中的第一单向离合器4和第二单向离合器11均置于输出轴3上，即分别与第一从动齿轮2和第二从动齿轮10配合使用，本实施例通过第一单向离合器与第二离合器反向设置，如只需将第一单向离合器4的锁止方向为输出轴反转，第二单向离合器11的锁止方向为输出轴正转，以此实现第一变速机构和第二变速机构的选择使用。
如图2所示，本发明的第二实施例，本实施例中的第一单向离合器4和第二单向离合器11不共轴设置，第一单向离合器4置于输出轴3上与第一从动齿轮2配合，第二单向离合器11置于输入轴6上与第二主动齿轮7配合使用。本实施例通过第一单向离合器与第二离合器反向设置，如只需将第一单向离合器的锁止方向为输入轴反转，第二单向离合器的锁止方向为输入轴正转，以此实现第一变速机构和第二变速机构的选择使用。
如图3所示，本发明的第三实施例，本实施例中的第一单向离合器4和第二单向离合器 11均置于输入轴6上，第一单向离合器4与第一主动齿轮5配合，第二单向离合器11与第二主动齿轮7配合使用。
如图4所示，本发明的第四实施例，本实施例中的第一单向离合器4和第二单向离合器11不共轴设置，第一单向离合器4置于输入轴3上与第一主动齿轮5配合，第二单向离合器11置于输出轴上与第二从动齿轮10配合使用。
本发明中的第一单向离合器和第二单向离合器设置在输入轴上时，则两档变速装置具有更高的转速要求，更低的扭矩要求；而第一单向离合器和第二单向离合器设置在输出轴上时，则两档变速装置具有高低的转速要求，更高的扭矩要求。
本发明的第二变速机构中的第二单向离合器还可以设置在惰性轴上与惰性轮配合，实现第二变速机构的选择使用。如图5所示，本发明的第五实施例，本实施例中第一单向离合器4置于输出轴3上与第一从动齿轮2配合，第二单向离合器11置于惰性轴9上与惰性轮8配合使用。如图6所示，本发明的第六实施例，本实施例中第一单向离合器4置于输入轴6上与第一主动齿轮5配合，第二单向离合器11置于惰性轴9上与惰性轮8配合使用。
本发明可根据第一单向离合器4和第二单向离合器11的设置位置，来设置两个单向离合器的锁止方向。当第一单向离合器4和第二单向离合器11位于同一轴上，即同位于输出轴3(见上述第一实施例)或者同位于输入轴6上(见上述第三实施例)时，上述第一单向离合器4和第二单向离合器11的锁止方向相反，则两档变速装置在使用时，当输入轴6正转时，第一单向离合器4结合，第二单向离合器11分离，此时第一变速机构作为传动系统，实现一档变速，此时第二变速机构中的第二主动齿轮7只带动惰性轮9以及第二从动齿轮空转；当输入轴反转时，第一单向离合器4分离，第二单向离合器11结合，此时第二变速机构作为传动系统，实现二档变速。本实施例的结构简单，通过两个锁止方向相反设置的单向离合器来确定一档和二挡的选择使用，无需增设同步器等执行控制系统。
当第一单向离合器4和第二单向离合器11不共轴设置时，即上述第四实施例中的第一单向离合器4位于输入轴6上，而第二单向离合器11位于输出轴3上，或者上述第二实施例中的第一单向离合器4位于输出轴3上，而第二单向离合器11位于输入轴6上，或者第五实施例和第六实施例中的第一单向离合器11在输入轴6或输出轴3上，第二单向离合器11位于惰性轴9上时，此时两个单向离合器的锁止方向相同。该些实施例通过两个单向离合器锁止方向相同，根据输入轴的转动方向，实现对第一变速机构和第二变速机构的选择使用，即确定一档和二挡的选择使用，无需增设同步器等执行控制系统。
为便于安装使用，本发明的两档变速装置还包括封装输入轴6、所述输出轴3和所述惰 性轴9、第一变速机构以及第二变速机构的外壳1，且外壳1上具有供输入轴6和输出轴3分别穿出的轴孔。输入轴6、输出轴3和惰性轴9的两端均设有轴承座，外壳1的设置使本发明的两档变速装置构成变速箱，可整体安装使用。
本发明中的输入轴6与置于外壳1外的驱动电机相连。为适应不同的驱动，该驱动电机可通过主减速齿轮及差速器与输入轴6相连。
本发明也可在外壳1内设有驱动电机，驱动电机与输入轴6相连，使本发明作为一个整体驱动装置使用。
为使本发明的两档变速装置可作为主驱动使用，上述第二变速机构还包括锁止第二单向离合器11的锁止机构12，见图1、图3及图4、图5、图6所示，图2中未增设该锁止机构，其也可以根据需要增设锁止第二单向离合器11的锁止机构。该锁止机构12可以为电磁离合器，也可以为其他机械传动机构构成的倒挡锁止机构。锁止机构12的设置，可使本发明的两档变速装置实现倒挡功能，使本发明在驱动电机正转时，第一单向离合器4处于分离形式，锁止机构12锁止，第二单向离合器11处于结合形式，实现倒挡功能。
本发明还提供一种电动车所用的主驱动系统，主驱动系统采用上述两档变速装置，该两档变速装置包括平行设置的输入轴6、输出轴3和惰性轴9，惰性轴9置于输入轴6和输出轴3之间，以及上述第一变速机构和第二变速机构，作为主驱动系统其需要实现倒挡功能，因此，两档变速装置中的第二变速机构带有锁止第二单向离合器11的锁止机构12。本发明的主驱动系统可选用上述六个实施例中的任一实施例描述的两档变速装置，该主驱动系统可根据需要选择设置驱动电机与两档变速装置位于同一壳体内，也可以分开设置，两档变速装置独立置于壳体内，而驱动电机置于壳体外。本发明通过改变驱动电机的旋转方向，实现第一变速机构和第二变速机构的选择使用，即实现一档、二挡的选择，同时通过增设锁止机构12实现倒挡功能。其功能选择具体见表1。
Figure PCTCN2017075578-appb-000001
表1
如表1所示，本发明提供的电动车所用的主驱动系统，前进时档位选择只需要控制驱动 电机正反转即可，无需对两档变速装置进行控制，倒挡时对锁止机构进行控制。具体工作如下：
控制上述锁止机构处于分离状态，使驱动电机正转，第一单向离合器结合，上述两档变速装置中的第一变速机构作为执行变速机构，第二单向离合器分离，此时第二变速机构中的第二主动齿轮、第二从动齿轮和惰性轮处于空转状态；使驱动电机反转，第一单向离合器分离，第二单向离合器结合，上述两档变速装置中的第二变速机构作为执行变速机构，此时第一变速机构中的第一主动齿轮和第一从动齿轮处于空转状态；
控制上述锁止机构处于结合状态，使驱动电机正转，由于第一变速机构中的的减速比大于所述第二变速机构的减速比，则上述两档变速装置中的第二变速机构作为执行变速机构，由于惰性轮的存在，此时第一变速机构中的第一主动齿轮和第一从动齿轮处于空转状态。
本发明还提供一种四驱电动车所用的副驱动系统，副驱动系统采用如上述的两档变速装置，该两档变速装置包括平行设置的输入轴6、输出轴3和惰性轴9，惰性轴9置于输入轴6和输出轴3之间，以及上述第一变速机构和第二变速机构。作为副驱动系统无需实现倒挡功能，因此其不需要增设上述锁止机构，见图2所示。该副驱动系统也可选用其他实施例中的任一实施例描述的两档变速装置。本发明的副驱动系统工作状态如表2。
Figure PCTCN2017075578-appb-000002
表2
如表2所示，本发明提供的四驱电动车所用的副驱动系统，只需要控制驱动电机正转和反转即可实现档位选择，无需对两档变速装置进行控制设计。使驱动电机正转，第一单向离合器结合，上述两档变速装置中的第一变速机构作为执行变速机构，第二单向离合器分离，此时第二变速机构中的第二主动齿轮、第二从动齿轮和惰性轮处于空转状态；使驱动电机反转，第一单向离合器分离，第二单向离合器结合，上述两档变速装置中的第二变速机构作为执行变速机构，此时第一变速机构中的第一主动齿轮和第一从动齿轮处于空转状态。
综上所述，本发明的两档变速装置、电动车所用的主驱动系统以及四驱电动车所用的副驱动系统，通过两个单向离合器实现两个变速机构的选择使用，也就实现了两个变速比的替换使用，两个单向离合器都不需要主动控制，无需增设离合器的控制以及执行系统，简化了变速箱的结构。所以，本发明有效克服了现有技术中的种种缺点而具高度产业利用价值。
上述实施例仅例示性说明本发明的原理及其功效，而非用于限制本发明。任何熟悉此技术的人士皆可在不违背本发明的精神及范畴下，对上述实施例进行修饰或改变。因此，举凡所属技术领域中具有通常知识者在未脱离本发明所揭示的精神与技术思想下所完成的一切等效修饰或改变，仍应由本发明的权利要求所涵盖。

Claims (8)

  1. 一种两档变速装置，其特征在于，包括：
    平行设置的输入轴、输出轴和惰性轴，惰性轴置于输入轴和输出轴之间；
    第一变速机构，包括相互啮合的第一主动齿轮和第一从动齿轮，以及与第一主动齿轮或第一从动齿轮配合的第一单向离合器，第一主动齿轮置于所述输入轴上，第一从动齿轮置于所述输出轴上；
    第二变速机构，包括置于所述输入轴上的第二主动齿轮，置于所述输出轴上的第二从动齿轮，置于所述惰性轴上的惰性轮，以及与第二主动齿轮、惰性轮或第二从动齿轮配合的第二单向离合器，惰性轮置于第二主动齿轮和第二从动齿轮中间且与第二主动齿轮和第二从动齿轮相互啮合；
    所述第一变速机构的减速比大于所述第二变速机构的减速比，且通过所述第一单向离合器和第二单向离合器的配合选择使用第一变速机构和第二变速机构作为执行变速机构。
  2. 根据权利要求1所述的两档变速装置，其特征在于：所述两档变速装置还包括封装所述输入轴、所述输出轴和所述惰性轴、所述第一变速机构以及所述第二变速机构的外壳，且外壳上具有供输入轴和输出轴分别穿出的轴孔。
  3. 根据权利要求2所述的两档变速装置，其特征在于：所述输入轴与置于所述外壳外的驱动电机相连。
  4. 根据权利要求3所述的两档变速装置，其特征在于：所述驱动电机通过差速器与所述输入轴相连。
  5. 根据权利要求2所述的两档变速装置，其特征在于：所述外壳内设有驱动电机，所述驱动电机与输入轴相连。
  6. 根据权利要求1所述的两档变速装置，其特征在于：所述第二变速机构还包括锁止所述第二单向离合器的锁止机构。
  7. 一种电动车所用的主驱动系统，其特征在于，所述主驱动系统采用如权利要求6所述的两档变速装置实现变速传动。
  8. 一种四驱电动车所用的副驱动系统，其特征在于，所述副驱动系统采用如权利要求1至权利要求5任一项所述的两档变速装置实现变速传动。
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