WO2021022666A1 - 一种重型变速箱 - Google Patents

一种重型变速箱 Download PDF

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Publication number
WO2021022666A1
WO2021022666A1 PCT/CN2019/110365 CN2019110365W WO2021022666A1 WO 2021022666 A1 WO2021022666 A1 WO 2021022666A1 CN 2019110365 W CN2019110365 W CN 2019110365W WO 2021022666 A1 WO2021022666 A1 WO 2021022666A1
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WO
WIPO (PCT)
Prior art keywords
shaft
gear
heavy
shafts
gear set
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PCT/CN2019/110365
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English (en)
French (fr)
Inventor
赵向阳
邓跃跃
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特百佳动力科技有限公司
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Publication of WO2021022666A1 publication Critical patent/WO2021022666A1/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
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/021—Shaft support structures, e.g. partition walls, bearing eyes, casing walls or covers with bearings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/023—Mounting or installation of gears or shafts in the gearboxes, e.g. methods or means for assembly
    • 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
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/34—Locking or disabling mechanisms
    • 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
    • F16H2200/0056—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising seven 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
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0065—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising nine forward speeds

Definitions

  • the present disclosure relates to a gearbox, in particular to a heavy-duty gearbox.
  • the switching of the auxiliary box is slow.
  • the switching time is longer, which is more than 3 times the shifting time of the main box. If it is shifted on a flat road, it will cause The power loss time is prolonged. If you change gears on a ramp, you will be unable to change gears, stop on the slope, or even slip back;
  • the failure rate of the auxiliary case is high. According to statistics, the auxiliary case synchronizer fails. The failure of the auxiliary case gear combination tooth has long occupied the first place in the failure rate, and even became a vulnerable part, which is in line with the current new energy market's three power requirements. The year or 200,000 kilometers is not matched, and the traditional gearbox only has a 1 year or 100,000 kilometers warranty;
  • the present disclosure provides a heavy-duty gearbox.
  • a heavy-duty gearbox including: a box, a shaft, a second shaft, and a control assembly;
  • a shaft gear is mounted on the one shaft
  • a plurality of main shaft gears, a plurality of meshing sleeves, and a reverse gear set are installed on the second shaft;
  • An intermediate shaft is arranged parallel to the sides of the two shafts, and an intermediate gear set is mounted on the intermediate shaft;
  • the intermediate gear set includes: a first transmission gear that is constantly meshed with a gear of one shaft, and an intermediate that is constantly meshed with a main shaft gear gear;
  • the one-shaft gear, main shaft gear, meshing sleeve, reverse gear set, intermediate shaft and intermediate gear set are all located in the box;
  • the operating assembly includes several shifting shafts located in the box, each shifting fork is correspondingly installed on the shifting fork, and each shifting fork is correspondingly connected with an engaging sleeve; the engaging sleeve passes through The shift fork can move axially along the second axis;
  • the axis lines of the first shaft and the second shaft are the same, and the power of the first shaft can be directly transmitted to the second shaft through a meshing sleeve.
  • an oil collecting groove is provided in the box body, and the notch of the oil collecting groove faces the gear.
  • the oil collecting groove includes a plurality of oil dividing grooves, and the oil dividing grooves are respectively arranged along the constant meshing part of the gear.
  • the box body includes a main casing and a manipulation casing, the manipulation casing is fixedly installed above the main casing, and the oil collecting groove is provided on the bottom surface of the manipulation casing.
  • oil collecting groove and the operating housing are integrally cast.
  • one-shaft gear, main shaft gear, intermediate gear set, and reverse gear set are all spur gears.
  • gearbox of the present disclosure has 9 forward gears.
  • the two intermediate shafts are symmetrically arranged on both sides of the two shafts.
  • a self-locking mechanism is installed between each of the shift select shafts and the operating housing; and/or an interlock mechanism is installed between the adjacent shift select shafts.
  • center distance between the two shafts and the intermediate shaft is greater than or equal to 170 mm.
  • Figure 1 is a schematic diagram of the structure of the heavy-duty gearbox of the present disclosure
  • Figure 2 is a schematic diagram of the direct gear power flow of the type gearbox of the present disclosure
  • Figure 3 is a schematic diagram of the second-speed power flow of the type gearbox of the present disclosure
  • Fig. 4 is a structural diagram of the oil collecting groove of the heavy-duty gearbox of the present disclosure.
  • One shaft 1 two shafts 2, intermediate shaft 3, one shaft gear 4, first transmission gear 5, intermediate gear 6, mesh sleeve 7, control assembly 8, case 9, oil collecting groove 10, main shaft gear 20, first Gear spindle gear 21, second gear spindle gear 22, third gear spindle gear 23, fourth gear spindle gear 24, fifth generation spindle gear 25, sixth gear spindle gear 26, seventh gear spindle gear 27, eighth gear Main shaft gear 28, first reverse gear 29, first gear intermediate gear 61, second gear intermediate gear 62, third gear intermediate gear 63, fourth gear intermediate gear 64, fifth gear intermediate gear 65, sixth gear Intermediate gear 66, seventh-speed intermediate gear 67, eighth-speed intermediate gear 68, second reverse gear 69, shift fork 81, shift select shaft 82, control housing 91, main housing 92
  • this embodiment provides a heavy-duty gearbox, including: a box 9, a shaft 1, a second shaft 2, a control assembly 8; the first shaft 1 is equipped with a shaft gear 4; the second shaft 2 A number of main shaft gears 20, a number of meshing sleeves 7, and a reverse gear set are installed on the upper part; the two shafts are provided with an intermediate shaft 3 parallel to the side, and an intermediate gear set is installed on the intermediate shaft 3; the intermediate shaft gear
  • the group includes: a first transmission gear 5 that is constantly meshed with a shaft gear 4, and a plurality of intermediate gears 6 that are constantly meshed with a plurality of main shaft gears 20;
  • the main shaft gear 20 includes: a first gear main shaft gear 21, a second gear Main shaft gear 22, third gear main shaft gear 23, fourth gear main shaft gear 24, fifth generation main shaft gear 25, sixth gear main shaft gear 26, seventh gear main shaft gear 27 and eighth gear main shaft gear 28; the intermediate gear 6 Including first gear intermediate gear 61, second gear intermediate gear 62, third gear intermediate gear 63, fourth gear intermediate
  • the one-shaft gear 4, the main shaft gear 20, the meshing sleeve 7, the reverse gear set, the intermediate shaft 3 and the intermediate gear set are installed in the box through bearings, snap rings, seals, and cover plates. in vivo.
  • the operating assembly 8 includes a plurality of shift selector shafts 82 located in the box body, each shift selector shaft 82 is correspondingly installed with a shift fork 81, and each shift fork 81 is correspondingly connected with a mesh sleeve 7
  • the engaging sleeve 7 can move along the two-axis axial direction via the shift fork 81;
  • the axis lines of the first shaft 1 and the second shaft 2 are the same, and the power of the first shaft 1 can be directly transmitted to the second shaft 2 through an engaging sleeve.
  • the shift fork 81 controls the forward and backward movement of the different engagement sleeves 7 through forward and backward movements, so as to achieve different gear positions.
  • an oil collecting groove is provided in the box body, and the groove of the oil collecting groove faces the gear.
  • the box body 9 includes a main casing 92 and a control casing 91, the control casing 91 is fixedly installed above the main casing 92, and the oil collecting groove 10 is provided on the control casing The bottom of the body, that is, the side facing the inside of the box.
  • the oil collecting groove 10 includes several oil distribution grooves, which are arranged along the constant meshing part of the gear respectively, and the oil distribution grooves communicate with each other; during the operation of the gearbox, the lubricating oil is thrown into oil mist, and the oil grooves After the oil mist is collected, it lubricates the specific position (mainly for the gear meshing part) to improve the gear life.
  • the oil collecting groove 10 and the operating housing are integrally cast. Because the oil trap 10 is directly cast by casting, there is almost no increase in cost.
  • the gears of the one-shaft gear, main shaft gear, intermediate gear set, and reverse gear set are all spur gears to avoid axial force and reduce manufacturing difficulty and after-sales service difficulty.
  • the material of the gear shaft in this embodiment is selected from mainstream domestic manufacturers, such as Baosteel, Wuhan Iron and Steel, Shougang, etc.
  • the detailed design of the gear shaft also uses advanced technologies such as arc teeth and secondary shot peening for processing and processing to improve gear Durability.
  • the primary shaft, secondary shaft, intermediate shaft and other bearings are designed on standard bearings, which can improve the versatility of the bearings and reduce the difficulty of after-sales service.
  • the traditional gearbox uses more high-efficiency areas of the engine, the number of gears needs to be as many as possible, and the range between gears is as small as possible; while the drive unit of a new energy vehicle is replaced with a motor,
  • the high-efficiency zone 2000r/min-3500r/min
  • the speed regulation performance of the motor is very good, and its speed regulation performance can reach so new energy
  • the gearbox does not require too many gears, and the extreme difference between gears can be enlarged.
  • several sets of intermediate gears are arranged according to the number of forward gears required; in this embodiment, taking the setting of nine forward gears as an example, a total of eight sets of intermediate gears are provided, plus one direct gear, forming a total of Nine forward gears were used. Taking the setting of seven forward gears as an example, the number of intermediate gears is six groups, plus one direct gear, which constitutes a total of seven forward gears, and so on.
  • the number of each group is 1 identical intermediate gear.
  • the number of each group is 2 identical intermediate gears, which are respectively installed on the two intermediate shafts. Two identical intermediate gears of the same group are constantly meshed with the same main shaft gear.
  • the one-shaft gear 4 and the first transmission gear 5 are constantly meshed to form a first constant mesh gear set;
  • the modular design of gear constant meshing is realized by different schemes according to the specific needs of different applications: for example: overspeed gear and direct gear, by swapping the first constant mesh gear set and the second gear set, that is, the installation position is swapped. The shift between direct gear and overdrive gear has been changed.
  • Different gear ratios of the direct gear scheme are designed to achieve different gear ratios by designing the first constant mesh gear set with different speed ratios, because all gear ratios except the direct gear are directly connected to the first constant mesh gear set Related, only changing the design of the first constant-mesh gear set can achieve the speed ratio change of the entire gearbox.
  • the intermediate shaft adopts a split design, which is a dual intermediate shaft structure solution.
  • the power distribution is achieved through dual intermediate shafts to improve the load-bearing capacity of gear transmission and intermediate shafts, which can shorten the length of the intermediate shafts, reduce processing difficulty and subsequent maintenance costs.
  • a self-locking mechanism is installed between each of the shifting shafts and the operating housing.
  • the self-locking mechanism can lock the corresponding Select the gear shift axis to prevent the control mechanism from shifting in or out of gear by itself;
  • an interlock mechanism is installed between the shift selector shafts.
  • the shift selector shaft adjacent to it is locked by the interlock mechanism to prevent two gears or gears from being engaged at the same time. Multiple gears, and the gearbox is stuck or damaged.
  • the center distance between the two shafts and the intermediate shaft is increased to increase the input torque; in this preferred embodiment, the center distance between the two shafts and the intermediate shaft is ⁇ 170mm, preferably, in this embodiment , The center distance between the two shafts and the intermediate shaft is 180mm, at this time the input torque can be increased to 2500 Nm and above,
  • the present disclosure eliminates the auxiliary box.
  • the overall transmission efficiency can be improved, which is reflected in the energy saving rate of at least 1% to 3%.
  • the gears are reduced, the range is reduced, while the maximum speed ratio is ensured, the product cost is reduced, and the scope of application of the product is not reduced.
  • it objectively brings a reduction in the length and weight of the whole box, and can also reduce the amount of lubricating oil used. Because the transmission efficiency is improved, the heat generation is less, so it will not cause heat dissipation problems.
  • the gearbox of the present disclosure does not require a synchronizer in the hybrid and AMT application fields, which further reduces costs and improves assembly reliability.
  • the gearbox of the present disclosure can be widely used in the field of new energy pure electric, hybrid power, mechanical automatic transmission and even manual transmission, and the coverage includes but not limited to port vehicles, muck trucks, tractors, and urban sanitation vehicles. , Mining trucks, concrete mixer trucks and other working conditions.
  • the direction of the arrow in the figure is the power flow direction when the gearbox of this embodiment is in direct gear. Power is input through one shaft and output directly from the second shaft.
  • the direction of the arrow in the figure shows the power flow when the gearbox of this embodiment is in the second-gear working state.
  • the power is input through the first shaft and the first constant meshing gear drives the intermediate shaft to rotate.
  • the first main shaft gear of the shaft meshes, and the power is transmitted to the first gear intermediate gear through the intermediate shaft, which drives the first gear main shaft gear to rotate, thereby driving the second shaft to rotate and output the second gear power.
  • first and second are only used for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of indicated technical features. Therefore, the features defined with “first” and “second” may explicitly or implicitly include at least one of the features.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Details Of Gearings (AREA)
  • Structure Of Transmissions (AREA)

Abstract

一种重型变速箱，包括：箱体（9）、一轴（1）、二轴（2）、操纵总成（8）；所述一轴（1）上装有一轴齿轮（4）；所述二轴（2）上安装有数个主轴齿轮（20）、数个啮合套（7）、以及倒挡齿轮组；二轴（2）侧边平行设置有中间轴（3），中间轴（3）上安装有中间齿轮组；中间齿轮组包括：与一轴齿轮（4）常啮合的第一传动齿轮（5）、与主轴齿轮（20）常啮合的中间齿轮（6）；操纵总成（8）包括位于箱体（9）内的数个选换挡轴（82），每个选换挡轴（82）上对应安装有换挡拨叉（81），每个换挡拨叉（81）对应与一啮合套（7）连接；啮合套（7）经由换挡拨叉（81）拨动可沿着二轴（2）轴向移动；采用单箱结构设计，箱体（9）内设置了个若干个前进挡和一倒挡，取消了副箱，简化了变速箱结构，降低了变速箱成本，提高了变速箱传动效率，提升了变速箱的可靠性。

Description

一种重型变速箱 技术领域
本公开涉及一种变速箱，尤其涉及一种重型变速箱。
背景技术
传统的重型卡车变速箱沿用了带副箱结构，该结构的最大优势在于用最少的齿轮组来实现最多的挡位数，如法士特的主流产品12JSD系列用的是6*2结构，即主箱实现6个前进挡，经过副箱的倍挡设计后，即可实现12个挡位，同时这种结构还能够缩短总成长度，减轻整体重量，从而在国内外市场长期占据主流地位。
国内新能源卡车市场正在蓬勃发展，鉴于重型卡车的总重太高，电机直驱方案无法满足，轮边减速方案还不成熟，目前的主流方案仍然是中央布置的电机加传统变速箱方案，传统变速箱在新能源如纯电动以及混合动力总成中暴漏了以下问题：
一.副箱切换缓慢，鉴于副箱分总成必带同步器的特殊性，其切换时间较长，是主箱换挡时间的3倍以上，如果是在平路行驶中换挡，会造成动力丢失时间加长，如果在坡道换挡，则很大概率造成无法换挡，停在坡上，甚至车辆后溜；
二.副箱失效率高，据统计副箱同步器失效，副箱齿轮结合齿失效长期占据失效率第一位，甚至变成了一个易损件，这与当前新能源市场三电要求的5年或20万公里不配套，传统变速箱只有1年或10万公里的保修期；
三.传统变速箱因为有副箱的存在，有一半挡位的动力流路线是经过4组齿轮传动，其传动效率在93％左右，而其余一半挡位的动力流路线是经过2组齿轮传动，其传动效率在95％左右。两者综合可以说副箱的存在导致了1％～3％的效率损失。
综上所述，传统变速箱不能满足新能源市场的需求，存在着物料上 的，效率上的浪费。
发明内容
为了解决上述技术问题中的至少一个，本公开提供了一种重型变速箱。
本公开的技术方案是这样实现的：
一种重型变速箱，包括：箱体、一轴、二轴、操纵总成；
所述一轴上装有一轴齿轮；
所述二轴上安装有数个主轴齿轮、数个啮合套、以及倒挡齿轮组；
所述二轴侧边平行设置有中间轴，所述中间轴上安装有中间齿轮组；所述中间轴齿轮组包括：与一轴齿轮常啮合的第一传动齿轮、与主轴齿轮常啮合的中间齿轮；
所述一轴齿轮、主轴齿轮、啮合套、倒挡齿轮组、中间轴和中间齿轮组均位于箱体内；
所述操纵总成包括位于箱体内的数个选换挡轴，每个选换挡轴上对应安装有换挡拨叉，每个换挡拨叉对应与一啮合套连接；所述啮合套经由换挡拨叉拨动可沿着二轴轴向移动；
所述一轴和二轴的轴心线相同，一轴的动力可借由一啮合套直接传输到二轴。
进一步的，所述箱体内设有聚油槽，所述聚油槽的槽口面向齿轮。
进一步的，所述聚油槽包括数个分油槽，所述分油槽分别沿齿轮常啮合部延伸布置。
进一步的，所述箱体包括主壳体和操纵壳体，所述操纵壳体固定安装于主壳体上方，所述聚油槽设于所述操纵壳体的底面。
进一步的，所述聚油槽与所述操纵壳体一体铸造成型。
进一步的，所述一轴齿轮、主轴齿轮、中间齿轮组、以及倒挡齿轮组均为直齿齿轮。
进一步的，所述中间齿轮的数量共有有八组；使得本公开的变速箱具有9个前进挡。
进一步的，所述中间轴共两个，两个中间轴对称设置于二轴的两侧。
进一步的，每个所述选换挡轴与所述操纵壳体之间均装设有自锁机构；和/或相邻的所述选换挡轴之间装有互锁机构。
进一步的，所述二轴与所述中间轴之间的中心距≥170mm。
附图说明
附图示出了本公开的示例性实施方式，并与其说明一起用于解释本公开的原理，其中包括了这些附图以提供对本公开的进一步理解，并且附图包括在本说明书中并构成本说明书的一部分。
图1是本公开的重型变速箱的结构示意图；
图2是本公开的型变速箱的直接挡动力流示意图；
图3是本公开的型变速箱的二挡动力流示意图；
图4是本公开的重型变速箱的聚油槽的结构示意图。
一轴1、二轴2、中间轴3、一轴齿轮4、第一传动齿轮5、中间齿轮6、啮合套7、操纵总成8、箱体9、聚油槽10、主轴齿轮20、第一挡主轴齿轮21、第二挡主轴齿轮22、第三挡主轴齿轮23、第四挡主轴齿24、第五代主轴齿轮25、第六挡主轴齿轮26、第七挡主轴齿轮27、第八挡主轴齿轮28、第一倒挡齿轮29、第一挡中间齿轮61、第二挡中间齿轮62、第三挡中间齿轮63、第四挡中间齿轮64、第五挡位中间齿轮65、第六挡中间齿轮66、第七挡中间齿轮67、第八挡中间齿轮68、第二倒挡齿轮69、换挡拨叉81、选换挡轴82、操纵壳体91、主壳体92
具体实施方式
下面结合附图和实施方式对本公开作进一步的详细说明。可以理解的是，此处所描述的具体实施方式仅用于解释相关内容，而非对本公开的限定。另外还需要说明的是，为了便于描述，附图中仅示出了与本公开相关的部分。
需要说明的是，在不冲突的情况下，本公开中的实施方式及实施方式中的特征可以相互组合。下面将参考附图并结合实施方式来详细说明本公开。
参照图1，本实施例提供了一种重型变速箱，包括：箱体9、一轴1、二轴2、操纵总成8；所述一轴1上装有一轴齿轮4；所述二轴2上安装有数个主轴齿轮20、数个啮合套7、以及倒挡齿轮组；所述二轴侧边平行设置有中间轴3，所述中间轴3上安装有中间齿轮组；所述中间轴齿轮组包括：与一轴齿轮4常啮合的第一传动齿轮5、与数个主轴齿轮20分别常啮合的数个中间齿轮6；所述主轴齿轮20包括：第一挡主轴齿轮21、第二挡主轴齿轮22、第三挡主轴齿轮23、第四挡主轴齿24、第五代主轴齿轮25、第六挡主轴齿轮26、第七挡主轴齿轮27和第八挡主轴齿轮28；所述中间齿轮6包括第一挡中间齿轮61、第二挡中间齿轮62、第三挡中间齿轮63、第四挡中间齿轮64、第五挡位中间齿轮65、第六挡中间齿轮66、第七挡中间齿轮67和第八挡中间齿轮68；所述一轴齿轮4、主轴齿轮20、啮合套7、倒挡齿轮组、中间轴和中间齿轮组均位于箱体内；所述倒挡齿轮组包括安装于二轴的第一倒挡齿轮29和安装中间轴的第二倒挡齿轮69。
在本实施例中，所述一轴齿轮4、主轴齿轮20、啮合套7、倒挡齿轮组、中间轴3和中间齿轮组等通过轴承、卡环、密封件、以及盖板等安装在箱体内。
所述操纵总成8包括位于箱体内的数个选换挡轴82，每个选换挡轴82上对应安装有换挡拨叉81，每个换挡拨叉81对应与一啮合套7连接；所述啮合套7经由换挡拨叉81拨动可沿着二轴轴向移动；
所述一轴1和二轴2的轴心线相同，一轴1的动力可借由一啮合套直接传输到二轴2。本实施例中，换挡拨叉81通过前后动作来控制不同的啮合套7前后移动从而实现不同挡位挂挡。
参照图1和图4，本实施例中，所述箱体内设有聚油槽，所述聚油槽的槽口面向齿轮。
作为本实施例的优选方案：所述箱体9包括主壳体92和操纵壳体91，所述操纵壳体91固定安装于主壳体92上方，所述聚油槽10设于所述操纵壳体的底面，即朝向箱体内部的一面。
参照图4，所述聚油槽10包括数个分油槽，分别沿齿轮常啮合部延伸布置，分油槽之间相互连通；在变速箱的工作过程中，润滑油被 甩成油雾状，油槽对油雾收集后对于特定位置(主要针对齿轮啮合部)进行润滑，提高齿轮寿命。
作为本实施例优选的方案，所述聚油槽10与所述操纵壳体一体铸造成型。因为聚油槽10由铸造直接铸出几乎没有增加成本。
参照图1，本实施例中，所述一轴齿轮、主轴齿轮、中间齿轮组、以及倒挡齿轮组的齿轮均为直齿齿轮，避免轴向力，降低制造难度和售后服务难度。本实施例中齿轮轴的材料优选国内主流厂商，例如：宝钢、武钢、首钢等，齿轮轴的细节设计也使用了诸如圆弧齿，二次喷丸等先进技术进行加工和处理，提高齿轮的耐用性。
作为优选的实施方式，本实施例中，一轴、二轴、中间轴等轴承，通过在标准轴承上进行设计，既能提高轴承的通用性，降低售后服务难度。
传统变速箱为了适应发动机，使用更多的发动机高效区，挡位数量需要尽可能的多，挡位间的极差尽量的小；而新能源汽车的驱动单元换成电机后，一方面电机的高效区(2000r/min-3500r/min)要比发动机的高效区(2500r/min-4500r/min)宽的多，另一方面电机的调速性能非常好，其调速性能可达到所以新能源变速箱不需要太多挡位，且挡位间极差可放大。本公开的技术方案，根据所需的前进挡数量设置若干组中间齿轮；在本实施例中，以设置九个前进挡为例，共设置了八组中间齿轮，加上一个直接挡，共组成了九个前进挡。以设置成七个前进挡为例，则中间齿轮数量为六组，加上一个直接挡，共组成了七个前进挡，依次类推。
当中间轴数量为一个时，每组的数量为1个相同中间齿轮，当中间轴的数量为两个时候，每组的数量为2个相同中间齿轮，分别装设与两个中间轴上，两个同组的相同的中间齿轮与同一个主轴齿轮常啮合。
本实施例中，优选的，所述一轴齿轮4与所述第一传动齿轮5常啮合构成第一常啮合齿轮组；
齿轮常啮合模块化设计，针对不同应用的具体需求，通过不同方案来实现：例如：超速挡与直接挡，通过对调第一常啮合齿轮组与二 挡齿轮组，即将安装位置对换，就实现了直接挡与超速挡的对换。
不同速比的直接挡方案，通过设计不同速比的第一常啮合齿轮组,来实现不同的齿轮速比，因为除直接挡外的所有挡位速比，都直接与第一常啮合齿轮组相关，只改变第一常啮合齿轮组的设计，即可实现整款变速箱的速比变化。
本实施例中，中间轴采用分体设计，既采用双中间轴结构方案，所述中间轴共两个，两个中间轴对称设置于二轴的两侧。通过双中间轴实现动力分流，以提高齿轮传动和中间轴的承载能力，能够缩短中间轴长度，降低加工难度和后期维护成本。
本实施例中，每个所述选换挡轴与所述操纵壳体之间均装设有自锁机构，选换挡轴处于空挡或某一挡位时，自锁机构可锁住相应的选换挡轴，防止因操纵机构自行挂挡或脱挡；
本实施例中，所述选换挡轴之间装有互锁机构，选换挡轴移动挂挡时，与其相邻的选换挡轴被互锁机构锁住，防止同时挂了两挡或多挡，而使变速箱卡死或损坏。
通过增加二轴与中间轴之间的中心距，以提升输入扭矩；优选的本实施例中，所述二轴与所述中间轴之间的中心距≥170mm，优选的，在本实施例中，所述二轴与所述中间轴之间的中心距为180mm，此时可将输入扭矩提升至2500牛米及以上，
本公开取消了副箱，第一、可提高整体传动效率，反映在节能率至少有1％～3％。第二、可提高动力总成可靠性，降低生命周期成本。第三、因取消了副箱，对应的也取消了副箱控制的软硬件，降低了初期使用成本。第四、减少了换挡期间尤其是副箱换挡期间的动力丢失，不仅提高驾驶舒适度，还提高了燃油经济性，再进一步，使坡道换挡成为可能，为新能源变速箱在全工况下的使用扫清了道路。
本实施例中，减少挡位，减小极差的同时保证最大速比，降低产品成本，并且没有缩小产品的适用范围。同时也客观上带来了整箱长度与重量的下降，还可以减少润滑油的使用量，因为传动效率的提高，发热量较少，所以并不会造成散热问题。
相较于传统变速箱，本公开的变速箱在混动及AMT应用领域无需 同步器，进一步降低了成本，提高了总成可靠性。
本公开的变速箱可广泛应用于新能源纯电动领域，混合动力领域，机械师自动变速箱甚至手动变速箱领域，覆盖的范围包括但不限于港口车，渣土车，牵引车，城市环卫车，矿山车，混凝土搅拌车等工况。
参照图2，图中箭头方向为本实施例的变速箱处于直接挡时的动力流向，动力经一轴输入，直接从二轴输出。
参照图3，图中箭头方向为本实施例的变速箱处于二挡工作状态时候得动力流想，动力经一轴输入，通过第一常啮合齿轮，带动中间轴转动，此时啮合套和二轴的第一主轴齿轮啮合，动力经中间轴传递到第一挡中间齿轮，带动第一挡主轴齿轮转动，从而带动二轴转动，输出二挡动力。
在本说明书的描述中，术语“第一”、“第二”仅用于描述目的，而不能理解为指示或暗示相对重要性或者隐含指明所指示的技术特征的数量。由此，限定有“第一”、“第二”的特征可以明示或者隐含地包括至少一个该特征。
本领域的技术人员应当理解，上述实施方式仅仅是为了清楚地说明本公开，而并非是对本公开的范围进行限定。对于所属领域的技术人员而言，在上述公开的基础上还可以做出其它变化或变型，并且这些变化或变型仍处于本公开的范围内。

Claims (10)

  1. 一种重型变速箱，其特征在于,包括：箱体、一轴、二轴、操纵总成；
    所述一轴上装有一轴齿轮；
    所述二轴上安装有数个主轴齿轮、数个啮合套、以及倒挡齿轮组；
    所述二轴侧边平行设置有中间轴，所述中间轴上安装有中间齿轮组；所述中间轴齿轮组包括：与一轴齿轮常啮合的第一传动齿轮、与主轴齿轮常啮合的中间齿轮；
    所述一轴齿轮、主轴齿轮、啮合套、倒挡齿轮组、中间轴和中间齿轮组均位于箱体内；
    所述操纵总成包括位于箱体内的数个选换挡轴，每个选换挡轴上对应安装有换挡拨叉，每个换挡拨叉对应与一啮合套连接；所述啮合套经由换挡拨叉拨动可沿着二轴轴向移动；
    所述一轴和二轴的轴心线相同，一轴的动力可借由一啮合套直接传输到二轴。
  2. 如权利要求1所述的重型变速箱，其特征在于:所述箱体内设有聚油槽，所述聚油槽的槽口面向齿轮。
  3. 如权利要求2所述的重型变速箱，其特征在于：所述聚油槽包括数个分油槽，所述分油槽分别沿齿轮常啮合部延伸布置。
  4. 如权利要求2或3所述的重型变速箱，其特征在于：所述箱体包括主壳体和操纵壳体，所述操纵壳体固定安装于主壳体上方，所述聚油槽设于所述操纵壳体的底面。
  5. 如权利要求4所述的重型变速箱，其特征在于：所述聚油槽与所述操纵壳体一体铸造成型。
  6. 如权利要求1-3、5任一项所述的重型变速箱，其特征在于:所述一轴齿轮、主轴齿轮、中间齿轮组、以及倒挡齿轮组均为直齿齿轮。
  7. 如权利要求1-3、5任一项所述的重型变速箱，其特征在于：所述中间齿轮的数量共有八组。
  8. 如权利要求1-3、5任一项所述的重型变速箱，其特征在于： 所述中间轴共两个，两个中间轴对称设置于二轴的两侧。
  9. 如权利要求1-3、5任一项的重型变速箱，其特征在于：每个所述选换挡轴与所述操纵壳体之间均装设有自锁机构；和/或相邻的所述选换挡轴之间装有互锁机构。
  10. 如权利要求1-3、5任一项所述的重型变速箱，其特征在于：所述二轴与所述中间轴之间的中心距≥170mm。
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