WO2021258361A1 - 变速器及汽车 - Google Patents

变速器及汽车 Download PDF

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Publication number
WO2021258361A1
WO2021258361A1 PCT/CN2020/098218 CN2020098218W WO2021258361A1 WO 2021258361 A1 WO2021258361 A1 WO 2021258361A1 CN 2020098218 W CN2020098218 W CN 2020098218W WO 2021258361 A1 WO2021258361 A1 WO 2021258361A1
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WO
WIPO (PCT)
Prior art keywords
clutch
transmission
tooth
input
gear
Prior art date
Application number
PCT/CN2020/098218
Other languages
English (en)
French (fr)
Inventor
钟虎
胡雄
唐正义
王克
Original Assignee
华为数字能源技术有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 华为数字能源技术有限公司 filed Critical 华为数字能源技术有限公司
Priority to CN202080006696.2A priority Critical patent/CN114096766A/zh
Priority to PCT/CN2020/098218 priority patent/WO2021258361A1/zh
Priority to EP20942423.3A priority patent/EP4155582A4/en
Publication of WO2021258361A1 publication Critical patent/WO2021258361A1/zh
Priority to US18/145,270 priority patent/US20230120603A1/en

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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
    • F16H3/091—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 including a single countershaft
    • 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
    • F16H3/089—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 all of the meshing gears being supported by a pair of parallel shafts, one being the input shaft and the other the output shaft, there being no countershaft involved
    • 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
    • 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
    • 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
    • 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
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/0806—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with a plurality of driving or driven shafts
    • F16H37/0813—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with a plurality of driving or driven shafts with only one input shaft
    • 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
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/0059—Braking of gear output shaft using simultaneous engagement of friction devices applied for different gear ratios
    • 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
    • B60K2001/001—Arrangement or mounting of electrical propulsion units one motor mounted on a propulsion axle for rotating right and left wheels of this axle
    • 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
    • F16H2003/0818—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 comprising means for power-shifting
    • 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
    • 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

Definitions

  • This application relates to the field of vehicle technology, in particular to a transmission and an automobile.
  • the transmission is a mechanism used to change the speed and torque from the engine. It can change the transmission ratio of the intermediate shaft and the input shaft in a fixed or stepwise manner. It is also called a transmission.
  • the transmission is composed of a variable speed transmission mechanism and a control mechanism.
  • the main function of the variable speed transmission mechanism is to change the value and direction of torque and speed.
  • the main function of the control mechanism is to control the transmission mechanism to achieve the transformation of the transmission ratio, that is, to achieve shifting. Achieve variable speed and torque.
  • some cars also have power output mechanisms. Most of the transmission mechanisms are driven by ordinary gears, and some are driven by planetary gears. Among them, ordinary gear transmission transmission mechanisms generally use slip gears and synchronizers.
  • the transmission includes an input shaft, an intermediate shaft, an automatic clutch, a one-way clutch, a reverse gear, a parking gear, and a gear sleeve.
  • the automatic clutch is arranged on the input shaft for connecting the input shaft and the high-speed driving gear.
  • the one-way clutch is an overrunning clutch, which is arranged on the intermediate shaft and is used to connect the low-speed driven gear and the intermediate shaft.
  • the reverse gear and the parking gear are arranged on the intermediate shaft, the reverse gear is rigidly connected to the intermediate shaft, the parking gear sliding sleeve is on the intermediate shaft and is rigidly connected to the transmission housing, and the gear sleeve can be selectively connected with the reverse gear at the same time It meshes with the parking gear, or meshes with the low-speed driven gear and the reverse gear at the same time, or meshes with the low-speed driven gear only.
  • the embodiments of the present application provide a transmission and an automobile, which reduce the number of parts in the transmission and simplify the structure of the transmission, thereby reducing the cost of the transmission, and reducing the production cost of the automobile to a certain extent.
  • the transmission shifts gears. Stable, to ensure the normal driving of the car.
  • the first aspect of the embodiments of the present application provides a transmission, including: an input shaft, an intermediate shaft, and a first clutch provided on the input shaft or the intermediate shaft, one end of the input shaft is connected with a motor; the input The shaft is provided with a primary transmission input tooth and a secondary transmission input tooth, the intermediate shaft is provided with a primary transmission output tooth and a secondary transmission output tooth, and the primary transmission input tooth meshes with the primary transmission output tooth , The two-stage transmission input tooth meshes with the two-stage transmission output tooth; the first clutch is a two-way clutch, and when the first clutch is arranged on the input shaft, the first clutch is located at the Between the primary transmission input tooth and the secondary transmission input tooth, the first clutch is used to connect the input shaft and the primary transmission input tooth or to connect the input shaft and the secondary transmission Input gear; when the first clutch is arranged on the intermediate shaft, the first clutch is located between the primary transmission output tooth and the secondary transmission output tooth, and the first clutch is used to connect the The intermediate shaft and the primary transmission output tooth are
  • the first clutch is a two-way clutch.
  • the first clutch is arranged on the input shaft, it is located between the primary transmission input tooth and the secondary transmission input tooth, and the first clutch is arranged in the middle.
  • the shaft is located between the primary transmission output tooth and the secondary transmission output tooth, while ensuring the use function of the transmission, the number of parts in the transmission is reduced, the structure of the transmission is simplified, and the transmission is reduced. the cost of.
  • a first execution component which is used to drive at least part of the first clutch to move, so that at least part of the first clutch and the first Any one of the transmission input tooth, the primary transmission output tooth, the secondary transmission input tooth and the secondary transmission output tooth is in contact.
  • the first actuator By setting the first actuator, it is possible to control and drive the first clutch to contact any one of the primary transmission input gear, primary transmission output gear, secondary transmission input gear and secondary transmission output gear, thereby realizing the input shaft or
  • the intermediate shaft is disconnected or combined with the primary transmission input tooth, primary transmission output tooth, secondary transmission input tooth and secondary transmission output tooth.
  • the first clutch includes a clutch body and a sliding sleeve connected to the clutch body; the sliding sleeve can be connected to the primary transmission input tooth, the primary transmission output tooth, The two-stage transmission input tooth is in contact with any one of the two-stage transmission output tooth, so as to realize that the first clutch is in contact with the first-stage transmission input tooth, the first-stage transmission output tooth, and the second-stage transmission input A combination of teeth and any one of the secondary transmission output teeth.
  • the first execution component includes: a first execution part and a first controller connected to the first execution part, and the first controller is used to control the first execution part , So that the first actuator drives the sliding sleeve of the first clutch to move.
  • it further includes: a second clutch provided on the input shaft or the intermediate shaft, and the second clutch is used to connect the input shaft and the second clutch.
  • Stage transmission input gear or used to connect the intermediate shaft and the second stage transmission output gear.
  • the second clutch can be used for the combination of two-stage transmission input gear and the input shaft or the combination of the two-stage transmission output gear and the intermediate shaft
  • the first clutch can be used for the combination of the first-stage transmission input gear and the input shaft or the first-stage transmission
  • the combination of the output gear and the intermediate shaft uses the second clutch for the second gear combination and the first clutch for the second gear combination, which can avoid power interruption during the gear shifting process, thereby avoiding the normal driving of the vehicle and affecting the comfort of the vehicle .
  • the second clutch includes: a friction plate and a clutch cover, the friction plate is connected to the input shaft or the intermediate shaft, and the clutch cover is connected to the secondary transmission
  • the input gear or the secondary transmission output gear is connected; when the friction plate is in contact with the clutch cover, the second clutch and the secondary transmission input gear or the secondary transmission output gear are in a combined state, When the friction plate is separated from the clutch cover, the second clutch and the secondary transmission input tooth or the secondary transmission output tooth are in a disconnected state.
  • it further includes: a second execution component, the second execution component being used to control the disconnection and coupling of the second clutch.
  • a second execution component By setting the second actuator, it is possible to control and drive the second clutch to contact the secondary transmission input gear or the secondary transmission output gear, thereby realizing the connection between the input shaft or intermediate shaft and the secondary transmission input gear and the secondary transmission output gear. Disconnect or combine.
  • the second execution component includes: a second execution part and a second controller connected to the second execution part; the second controller is used to control the second execution part , So that the first actuator drives the friction plate of the second clutch to approach or move away from the clutch cover.
  • a second aspect of the embodiments of the present application provides a transmission, including: an input shaft, an intermediate shaft, and a first clutch arranged on the input shaft or the intermediate shaft, one end of the input shaft is connected with a motor; the input The shaft is provided with a primary transmission input tooth and a secondary transmission input tooth, the intermediate shaft is provided with a primary transmission output tooth and a secondary transmission output tooth, and the primary transmission input tooth meshes with the primary transmission output tooth , The two-stage transmission input tooth meshes with the two-stage transmission output tooth; the first clutch is a one-way clutch, and when the first clutch is arranged on the input shaft, the first clutch is used for Connecting the input shaft and the primary transmission input gear; when the first clutch is arranged on the intermediate shaft, the first clutch is used to connect the intermediate shaft and the primary transmission output gear; and Including: a second clutch, the second clutch is provided on the input shaft or the intermediate shaft, the second clutch is used to connect the input shaft and the secondary transmission input gear, or the second The clutch is used to connect the intermediate
  • the transmission provided by the embodiment of the present application includes a first clutch and a second clutch arranged on the input shaft or the intermediate shaft, while ensuring the use function of the transmission, the number of parts in the transmission is reduced, and the structure of the transmission is simplified , Thereby reducing the cost of the transmission.
  • the first clutch includes a clutch body and a sliding sleeve connected to the clutch body, and the sliding sleeve can be in contact with the first-stage transmission input tooth or the first-stage transmission output tooth , In order to realize the combination of the first clutch and the first-stage transmission input gear or the first-stage transmission output gear.
  • the second clutch includes a friction plate and a clutch cover, the friction plate is connected to the input shaft or the intermediate shaft, and the clutch cover is connected to the secondary transmission input Gears or the secondary transmission output teeth; when the friction plate is in contact with the clutch cover, the second clutch and the secondary transmission input teeth or the secondary transmission output teeth are in a combined state, so When the friction plate is separated from the clutch cover, the second clutch and the secondary transmission input tooth or the secondary transmission output tooth are in a disconnected state.
  • it further includes: a first executive component and a second executive component; the first executive component is used to drive at least part of the first clutch to move, so that at least the first clutch Partly in contact with the first-stage transmission input tooth or the first-stage transmission output tooth; the second executive component is used to control the disconnection and coupling of the second clutch.
  • the first actuator By setting the first actuator, it is possible to control and drive the contact between the first clutch and the first-stage transmission input gear or the first-stage transmission output tooth, so as to realize the connection between the input shaft or the intermediate shaft and the first-stage transmission input gear or the first-stage transmission output tooth.
  • the disconnection or union By setting the second actuator, it is possible to control and drive the second clutch to contact the secondary transmission input gear or the secondary transmission output gear, thereby realizing the connection between the input shaft or intermediate shaft and the secondary transmission input gear and the secondary transmission output gear. Disconnect or combine.
  • the first execution component includes: a first execution part and a first controller connected to the first execution part, and the first controller is used to control the first execution part , So that the first actuator drives the sliding sleeve of the first clutch to move.
  • the second execution component includes a second execution part and a second controller connected to the second execution part, and the second controller is used to control the operation of the second execution part. Move so that the first actuator drives the friction plate of the second clutch to approach or move away from the clutch cover.
  • the first aspect or the second aspect further includes: a parking tooth, the parking tooth and the first clutch are both provided on the input shaft, or the parking The teeth and the first clutch are both arranged on the intermediate shaft.
  • the first actuating component drives the sliding sleeve of the first clutch to the position of the parking gear to be combined with the parking gear.
  • the electric motor provides power to the input shaft. After the power of the input shaft is transmitted to the parking gear, the power cannot continue to be transmitted. Then the parking function of the vehicle can be realized.
  • a main reduction transmission assembly including a main reduction transmission input tooth and a main reduction transmission input tooth meshing with the main reduction transmission input tooth Reduced transmission output teeth, the main reduction transmission input teeth are arranged on the intermediate shaft, the main reduction transmission output teeth are provided with a differential, and the differential is connected with the wheels of the automobile.
  • first clutch and the input shaft, or the first clutch and the intermediate shaft are connected by spline coupling or welding .
  • the primary transmission input tooth and the secondary transmission input tooth are connected to the input shaft through a bearing, so that the primary transmission input tooth and the The two-stage transmission input tooth rotates around the input shaft; or, the first-stage transmission output tooth and the second-stage transmission output tooth are connected to the intermediate shaft through a bearing, so that the first-stage transmission output tooth and the The secondary transmission output tooth rotates around the intermediate shaft.
  • between the friction plate and the input shaft or the intermediate shaft, and between the clutch cover and the secondary transmission input tooth or the The output teeth of the secondary transmission are connected by spline connection or welding.
  • an automobile which includes at least a wheel, a transmission component, and a motor, and the rotating shaft of the motor is connected to the wheel through the transmission component;
  • the transmission component includes a half shaft of the aforementioned transmission, the rotating shaft of the motor is connected to the input shaft of the transmission, and the transmission is connected to the wheels through the half shaft.
  • the automobile provided by the embodiment of the present application includes at least the above-mentioned transmission, which reduces the number of parts in the transmission and simplifies the structure of the transmission while ensuring the use function of the transmission, thereby reducing the cost of the transmission, to a certain extent Reduce the production cost of the car.
  • FIG. 1 is a schematic diagram of a structure of a transmission provided by an embodiment of the application
  • Figure 2 is a schematic diagram of another structure of the transmission provided by the embodiment of the application.
  • FIG. 3 is a schematic diagram of yet another structure of the transmission provided by an embodiment of the application.
  • FIG. 4 is a schematic diagram of the transmission state when the transmission provided by the embodiment of the application is driven in a first gear
  • FIG. 5 is a schematic diagram of the transmission state when the transmission provided by the embodiment of the application is in first gear braking
  • FIG. 6 is a schematic diagram of a transmission state when the transmission provided by the embodiment of the application is driven in a second gear
  • FIG. 7 is a schematic diagram of another transmission state when the transmission provided by the embodiment of the application is driven in a second gear
  • FIG. 8 is a schematic diagram of a transmission state when the transmission provided by the embodiment of the application is in second gear braking
  • FIG. 9 is a schematic diagram of another transmission state when the transmission provided by the embodiment of the application is in second gear braking;
  • FIG. 10 is a schematic diagram of a transmission state when the transmission provided by the embodiment of the application is parked.
  • FIG. 11 is a schematic diagram of another transmission state when the transmission provided by the embodiment of the application is parked.
  • Electric vehicles have become an important strategic product in the transportation field of all countries in the world today, and transmissions are one of the important assemblies that affect the performance of electric vehicles.
  • Current electric vehicle transmissions mainly include single-speed transmissions and two-speed transmissions.
  • the speed ratio of the single-stage reducer is a fixed value, the motor operating point cannot be adjusted, and the efficiency space is fixed. To achieve a higher speed, the speed ratio must be reduced. Therefore, it can only be achieved by finding the best speed ratio within a limited speed range.
  • the balance of cost and efficiency makes it difficult to simultaneously satisfy the maximum gradeability, maximum speed, and motor efficiency matching of electric vehicles.
  • the existing two-speed transmission has many parts, resulting in a complicated structure and high transmission cost.
  • an embodiment of the present application provides a transmission 100, which can be applied to electric vehicles/electric vehicles, pure electric vehicles, hybrid vehicles, extended-range electric vehicles, plug-in hybrid vehicles, new For energy vehicles, etc., the structure of the transmission 100 provided in the embodiments of the present application will be introduced below in conjunction with specific embodiments.
  • the transmission 100 may include: an input shaft 10, an intermediate shaft 20, and a first clutch 30 disposed on the input shaft 10 or the intermediate shaft 20.
  • a motor 200 is connected to one end, and the motor 200 is used to drive the input shaft 10 and provide power for the rotation of the input shaft 10.
  • the input shaft 10 may be provided with a primary transmission input tooth 101 and a secondary transmission input tooth 102
  • the intermediate shaft 20 may be provided with a primary transmission output tooth 201 and a secondary transmission output tooth 202, wherein the primary transmission input tooth 101 It meshes with the primary transmission output tooth 201, and the secondary transmission input tooth 102 meshes with the secondary transmission output tooth 202.
  • the first clutch 30 may be a two-way clutch.
  • the first clutch 30 may be a synchronizer.
  • the first clutch 30 may be provided on the input shaft 10, the first clutch 30 is located between the primary transmission input tooth 101 and the secondary transmission input tooth 102, the first clutch 30 is used to connect the input shaft 10 and
  • the primary transmission input gear 101 may be used to connect the input shaft 10 and the secondary transmission input gear 102.
  • the first clutch 30 may also be provided on the intermediate shaft 20 (see FIG. 3).
  • the first clutch 30 can adopt any possible structure, such as a structure with a synchronizer ring or a structure without a synchronizer ring, such as a wet type or a dry type, a single-plate type or a multi-plate type, an electromagnetic type or a hydraulic type. Or motor type, normally open or normally closed.
  • a structure with a synchronizer ring or a structure without a synchronizer ring such as a wet type or a dry type, a single-plate type or a multi-plate type, an electromagnetic type or a hydraulic type.
  • motor type normally open or normally closed.
  • the embodiment of the present application does not limit the specific structure of the first clutch 30, nor is it limited to the above example.
  • the first clutch 30 and the input shaft 10 or the first clutch 30 and the intermediate shaft 20 may be connected by spline coupling or welding.
  • the spline connection is often used for the connection of gears and shafts or the connection of couplings and shafts without interference fit.
  • the spline can axially fix the connected parts and has a high load-bearing capacity.
  • the spline connection is composed of an inner spline and an outer spline. Both the inner spline and the outer spline are multi-tooth parts. Among them, the spline on the inner cylindrical surface is an inner spline, and the spline on the outer cylindrical surface is an inner spline.
  • the keys are external splines.
  • the primary transmission input gear 101 and the secondary transmission input gear 102 can be connected to the input shaft 10 through the bearing 11, so that the primary transmission input gear 101 and the secondary transmission input gear 102 can surround the input shaft 10.
  • the primary transmission output tooth 201 and the secondary transmission output tooth 202 can be connected to the intermediate shaft 20 through the bearing 11, so that the primary transmission output tooth 201 and the secondary transmission output tooth 202 can surround the middle.
  • the shaft 20 rotates.
  • the transmission 100 may further include: a first executive component 40.
  • the first actuator 40 is used to drive at least part of the first clutch 30 to move, so that at least part of the first clutch 30 is connected to the primary transmission input gear 101, primary transmission output gear 201, secondary transmission input gear 102 and Any one of the secondary transmission output teeth 202 contacts.
  • the first clutch 30 can be controlled and driven to contact any one of the primary transmission input gear 101, the primary transmission output gear 201, the secondary transmission input gear 102, and the secondary transmission output gear 202 In this way, the input shaft 10 or the intermediate shaft 20 is disconnected or combined with the primary transmission input gear 101, the primary transmission output gear 201, the secondary transmission input gear 102, and the secondary transmission output gear 202.
  • the first clutch 30 may include a clutch body 301 and a sliding sleeve 302 connected to the clutch body 301.
  • the sliding sleeve 302 may be connected to the primary transmission input gear 101 and the primary transmission output gear. 201.
  • any one of the two-stage transmission input tooth 102 and the two-stage transmission output tooth 202 is in contact with each other, so that the first clutch 30 is in contact with the first-stage transmission input tooth 101, the first-stage transmission output tooth 201, and the second-stage transmission input tooth 102 and
  • the combination of any one of the secondary transmission output teeth 202, since the first clutch 30 is connected to the input shaft 10 or the intermediate shaft 20 by spline coupling or welding, the input shaft 10 and the primary transmission input gear 101 can be realized in this way. Or the power between the secondary transmission input teeth 102 and between the intermediate shaft 20 and the primary transmission output teeth 201 or the secondary transmission output teeth 202 is disconnected or combined.
  • the first execution component 40 may specifically include: a first execution part 401 and a first controller 402 connected to the first execution part 401, and the first controller 402 uses The movement of the first actuator 401 is controlled so that the first actuator 401 drives the sliding sleeve 302 of the first clutch 30 to move.
  • the transmission 100 may further include: a second clutch 50, the second clutch 50 is provided on the input shaft 10 or the intermediate shaft 20, the second clutch 50 is used to connect the input shaft 10 and the secondary transmission input gear 102, Or it is used to connect the intermediate shaft 20 and the secondary transmission output gear 202.
  • the second clutch 50 can be used for the combination of the secondary transmission input teeth 102 and the input shaft 10 or the combination of the secondary transmission output teeth 202 and the intermediate shaft 20, and the first clutch 30 can be used for the primary transmission input teeth 101 and the input shaft.
  • the combination of the shaft 10 or the combination of the primary transmission output tooth 201 and the intermediate shaft 20, the second clutch 50 is used for second gear coupling, and the first clutch 30 is used for second gear coupling, which can avoid power interruption during gear shifting, thereby Avoid affecting the normal driving of the vehicle and affecting the comfort of the vehicle.
  • the second clutch 50 may include: a friction plate 501 and a clutch cover 502, wherein, when the second clutch 50 is disposed on the input shaft 10, the friction plate 501 and the input shaft 10 is connected, the clutch cover 502 is connected with the secondary transmission input tooth 102, so that when the friction plate 501 is in contact with the clutch cover 502, the second clutch 50 and the secondary transmission input tooth 102 are in a combined state, when the friction plate 501 and When the clutch cover 502 is disengaged, the second clutch 50 and the secondary transmission input tooth 102 are in a disconnected state, that is to say, through the combination and disconnection of the second clutch 50 and the secondary transmission input tooth 102, the secondary transmission input tooth 102 can be realized. Transmission gear torque transmission.
  • the friction plate 501 When the second clutch 50 is arranged on the intermediate shaft 20, the friction plate 501 is connected to the intermediate shaft 20, and the clutch cover 502 is connected to the secondary transmission output gear 202. In this way, when the friction plate 501 is in contact with the clutch cover 502, the first The second clutch 50 and the secondary transmission output tooth 202 are in a combined state. When the friction plate 501 is separated from the clutch cover 502, the second clutch 50 and the secondary transmission output tooth 202 are in a disconnected state, that is, through the second clutch The combination and disconnection of 50 and the secondary transmission output gear 202 can realize the torque transmission of the secondary transmission gear.
  • friction plate 501 and the input shaft 10 or the intermediate shaft 20 and the clutch cover 502 and the secondary transmission input teeth 102 or the secondary transmission output teeth 202 may be connected by spline coupling or welding.
  • the transmission 100 may further include: a second executive component 60, and the second executive component 60 is used to control the disconnection and coupling of the second clutch 50.
  • the second actuator 60 By providing the second actuator 60, it is possible to control and drive the second clutch 50 to contact the secondary transmission input tooth 102 or the secondary transmission output tooth 202, so as to realize the input shaft 10 or the intermediate shaft 20 and the secondary transmission input tooth 102 and the two The disconnection or coupling between the output teeth 202 of the stage transmission.
  • the second execution component 60 may include: a second execution part 601 and a second controller 602 connected to the second execution part 601, wherein the second controller 602 is used to control the second execution part 601 , So that the second actuator 601 drives the friction plate 501 of the second clutch 50 to approach or move away from the clutch cover 502.
  • the transmission 100 may further include: a parking gear 70, the parking gear 70 and the first clutch 30 are both provided on the input shaft 10, or the parking gear 70 and the first clutch 30 are both arranged on the intermediate shaft 20, the first controller 402 controls the first actuator 401 to drive the sliding sleeve 302 to the position of the parking gear 70 to be combined with the parking gear 70, and the motor 200 is the input shaft 10 provides power. After the power of the input shaft 10 is transmitted to the parking gear 70, the power cannot be continuously transmitted, so that the parking function of the vehicle can be realized. It should be noted that when the parking gear 70 is provided on the input shaft 10, it can also play a role in reducing the transmission torque.
  • the transmission 100 may further include: a main reduction transmission assembly 80, which may include a main reduction transmission input tooth 801 and a main reduction transmission input tooth
  • the main reduction transmission output tooth 802 meshed with 801 the main reduction transmission input tooth 801 is arranged on the intermediate shaft 20, the main reduction transmission output tooth 802 is provided with a differential 90, and the differential 90 is connected to the wheels of the automobile.
  • the first clutch 30 is located on the intermediate shaft 20
  • the second clutch 50 is located on the input shaft 10
  • the first clutch 30 is located on the primary transmission output tooth 201 and the secondary transmission output. Between the teeth 202, the first clutch 30 is used to connect the intermediate shaft 20 and the primary transmission output gear 201 or connect the intermediate shaft 20 and the secondary transmission output gear 202 at this time. In this way, while ensuring the use function of the transmission 100, the number of components in the transmission 100 is reduced, the structure of the transmission 100 is simplified, and the cost of the transmission 100 is reduced.
  • Figures 2 and 3 are schematic diagrams of the structure of the transmission 100 in the neutral state. The following describes how the transmission 100 shown in Figure 2 implements one-speed drive, one-speed braking, two-speed drive, and two-speed system with reference to Figures 4 to 11 The state of the transmission during driving and parking.
  • the first controller 402 controls the first actuator 401 to drive the sliding sleeve 302 of the first clutch 30 to the position of the primary transmission input tooth 101.
  • the first clutch 30 is coupled with the primary transmission input gear 101, and the friction plate 501 and the clutch cover 502 of the second clutch 50 are in a separated state.
  • the motor 200 provides power to the input shaft 10.
  • the driving torque of the input shaft 10 is transmitted to the primary transmission output gear 201 via the primary transmission input gear 101, thereby driving the intermediate shaft 20 to rotate, and then sequentially transmitted to the differential through the main reduction transmission input gear 801 and the main reduction transmission output gear 802 After the gear 90, the power is output to the wheels connected to the differential 90.
  • the first controller 402 controls the first actuator 401 to drive the sliding sleeve 302 of the first clutch 30 to the primary transmission input gear.
  • the first clutch 30 is combined with the primary transmission input gear 101, and the friction plate 501 and the clutch cover 502 of the second clutch 50 are in a separated state.
  • the motor is in power generation mode, as shown in the direction of the arrow in Figure 5 ,
  • the torque of the wheel end is transmitted to the intermediate shaft 20 through the differential 90, the main reduction transmission output gear 802 and the main reduction transmission input gear 801 in turn, and the torque of the intermediate shaft 20 is transmitted through the primary transmission output gear 201 and the primary transmission input gear 101 To the input shaft 10 and output to the motor 200, the first gear braking function is realized.
  • the first controller 402 controls the first actuator 401 to drive the sliding sleeve 302 of the first clutch 30 to the position of the secondary transmission input tooth 102.
  • the first clutch 30 is combined with the secondary transmission input gear 102, and the friction plate 501 and the clutch cover 502 of the second clutch 50 are in a separated state.
  • the motor 200 provides power to the input shaft 10.
  • the power of the input shaft 10 is transmitted to the secondary transmission output gear 202 through the secondary transmission input tooth 102, thereby driving the intermediate shaft 20 to rotate, and is transmitted to the differential 90 through the main reduction transmission input tooth 801 and the main reduction transmission output tooth 802.
  • the power is output to the wheels connected to the differential 90.
  • the second gear driving state can also be realized by the second clutch 50.
  • the second controller 602 controls the second actuator 601 to make the friction plate 501 of the second clutch 50 contact the clutch cover 502, because The friction plate 501 is connected to the input shaft 10, and the clutch cover 502 is connected to the secondary transmission input teeth 102, so that the second clutch 50 and the secondary transmission input teeth 102 can be combined.
  • the electric motor 200 provides power for the input shaft 10, and the power of the input shaft 10 is transmitted to the secondary transmission output gear 202 through the secondary transmission input tooth 102, thereby driving the intermediate shaft 20 to rotate, through the main reduction transmission input tooth 801 and the main reduction transmission
  • the output teeth 802 are transmitted to the differential 90 and then output power to the wheels connected to the differential 90.
  • the first controller 402 controls the first actuator 401 to drive the sliding sleeve 302 of the first clutch 30 to the secondary transmission input gear.
  • the first clutch 30 is combined with the secondary transmission input gear 102, and the friction plate 501 and the clutch cover 502 of the second clutch 50 are in a separated state.
  • the motor is in power generation mode, as shown in the direction of the arrow in Fig.
  • the second gear braking state can also be achieved through the second clutch 50.
  • the second controller 602 controls the second actuator 601 to make the friction plate 501 of the second clutch 50 contact the clutch cover 502, Since the friction plate 501 is connected to the input shaft 10, and the clutch cover 502 is connected to the secondary transmission input gear 102, the combination of the second clutch 50 and the secondary transmission input gear 102 can be realized. At this time, the motor is in power generation mode.
  • the torque at the wheel ends is transmitted to the intermediate shaft 20 through the differential 90, the main reduction transmission output gear 802 and the main reduction transmission input gear 801 in turn, and the torque of the intermediate shaft 20 is transmitted to the intermediate shaft 20 via the secondary transmission output gear 202 and the two-stage transmission input gear 102 are transmitted to the input shaft 10 and output to the motor 200 to realize the second-gear braking function
  • the first controller 402 controls the first actuator 401 to drive the sliding sleeve 302 of the first clutch 30 to the position of the primary transmission input tooth 101 so that the first clutch 30 and the primary transmission input tooth 101 101 is combined
  • the second controller 602 controls the second actuator 601 to make the friction plate 501 of the second clutch 50 contact the clutch cover 502. Since the friction plate 501 is connected to the input shaft 10, the clutch cover 502 is connected to the secondary transmission input gear. 102 is connected, so that the combination of the second clutch 50 and the secondary transmission input gear 102 can be realized. At this time, as shown in the direction of the arrow in FIG.
  • the input gear 101 is transmitted to the primary transmission output gear 201 and at the same time is transmitted to the secondary transmission output gear 202 via the secondary transmission input gear 102. At this time, the input and output of the transmission 100 are locked to each other, thereby realizing the parking function.
  • the transmission 100 can control the disconnection or coupling of the first clutch 30 and the second clutch 50 according to the driving conditions of the vehicle, so as to realize the smooth automatic transmission 100 between the high gear (second gear) and the low gear (first gear). Switch.
  • the transmission 100 provided by the embodiments of the present application has fewer parts and simple structure, thereby reducing the cost of the transmission 100 and reducing the production cost of the automobile to a certain extent. At the same time, the transmission 100 100 shifts smoothly, ensuring the normal driving of the car.
  • the structure illustrated in the embodiment of the present application does not constitute a specific limitation on the transmission 100.
  • the transmission 100 may include more or fewer components than shown, or combine certain components, or disassemble certain components, or arrange different components.
  • An embodiment of the present application provides a transmission 100.
  • the structure of the transmission 100 can be referred to as shown in FIG. 2 and FIG. 3.
  • the second embodiment is compared with the above-mentioned first embodiment.
  • the first clutch 30 is a one-way clutch.
  • the first clutch 30 may be a dog clutch or a traction clutch.
  • the first clutch 30 is used to connect the input shaft 10 with the primary transmission input gear 101.
  • the first clutch 30 is arranged on the intermediate shaft 20
  • the first clutch 30 is used to connect the intermediate shaft 20 and the primary transmission output gear 201.
  • the embodiments of the present application can reduce the number of components in the transmission 100 and simplify the structure of the transmission 100 while ensuring the use function of the transmission 100, thereby reducing the cost of the transmission 100.
  • the first clutch 30 can adopt any possible structure, such as a structure with a synchronizer ring or a structure without a synchronizer ring, such as a wet type or a dry type, a single-plate type or a multi-plate type, an electromagnetic type or a hydraulic type. Or motor type, normally open or normally closed.
  • a structure with a synchronizer ring or a structure without a synchronizer ring such as a wet type or a dry type, a single-plate type or a multi-plate type, an electromagnetic type or a hydraulic type.
  • motor type normally open or normally closed.
  • the embodiment of the present application does not limit the specific structure of the first clutch 30, nor is it limited to the above example.
  • the first clutch 30 and the input shaft 10 or the first clutch 30 and the intermediate shaft 20 are connected by spline connection or welding.
  • the spline connection is often used for the connection of gears and shafts or the connection of couplings and shafts without interference fit.
  • the spline can axially fix the connected parts and has a high load-bearing capacity.
  • the spline connection is composed of an inner spline and an outer spline. Both the inner spline and the outer spline are multi-tooth parts.
  • the spline on the inner cylindrical surface is an inner spline
  • the spline on the outer cylindrical surface is an inner spline.
  • the keys are external splines.
  • the transmission 100 may further include: a second clutch 50 (see FIG. 2 or FIG. 3), the second clutch 50 is provided on the input shaft 10 or the intermediate shaft 20, and the second clutch 50 is used for connecting The input shaft 10 and the secondary transmission input gear 102 or the second clutch 50 are used to connect the intermediate shaft 20 and the secondary transmission output gear 202.
  • a second clutch 50 see FIG. 2 or FIG. 3
  • the second clutch 50 is provided on the input shaft 10 or the intermediate shaft 20
  • the second clutch 50 is used for connecting The input shaft 10 and the secondary transmission input gear 102 or the second clutch 50 are used to connect the intermediate shaft 20 and the secondary transmission output gear 202.
  • the second clutch 50 can be used for the combination of the secondary transmission input teeth 102 and the input shaft 10 or the combination of the secondary transmission output teeth 202 and the intermediate shaft 20, and the first clutch 30 can be used for the primary transmission input teeth 101 and the input shaft.
  • the combination of the shaft 10 or the combination of the primary transmission output tooth 201 and the intermediate shaft 20, the second clutch 50 is used for the second gear combination, and the first clutch 30 is used for the second gear combination, which can realize the flexible gear shift of the vehicle and has good working stability. Ensure the normal driving of the vehicle.
  • the first clutch 30 may include a clutch body 301 and a sliding sleeve 302 connected to the clutch body 301 (see FIG. 2 or FIG. 3).
  • the sliding sleeve 302 may be connected to the primary transmission input gear 101 or a
  • the first-stage transmission output teeth 201 contact to realize the combination of the first clutch 30 and the first-stage transmission input gear 101 or the first-stage transmission output tooth 201, and since the first clutch 30 is connected to the input shaft 10 or the intermediate shaft by spline coupling or welding 20, in this way, the power disconnection between the input shaft 10 and the primary transmission input tooth 101 or the secondary transmission input tooth 102 and between the intermediate shaft 20 and the primary transmission output tooth 201 or the secondary transmission output tooth 202 can be realized. Or combine.
  • the second clutch 50 may include a friction plate 501 and a clutch cover 502 (see FIG. 2 or FIG. 3).
  • the friction plate 501 is connected to the input shaft 10
  • the clutch cover 502 is connected to the secondary transmission input tooth 102, so that when the friction plate 501 is in contact with the clutch cover 502, the second clutch 50 and the secondary transmission input tooth 102 are in a combined state, and when the friction plate 501 is separated from the clutch cover 502 , The second clutch 50 and the secondary transmission input tooth 102 are in a disconnected state.
  • the second clutch 50 is arranged on the intermediate shaft 20, the friction plate 501 is connected to the intermediate shaft 20, and the clutch cover 502 is connected to the secondary transmission output gear 202.
  • friction plate 501 and the input shaft 10 or the intermediate shaft 20 and the clutch cover 502 and the secondary transmission input teeth 102 or the secondary transmission output teeth 202 may be connected by spline coupling or welding.
  • the transmission 100 may also It includes: a first executive component 40 and a second executive component 60 (see FIG. 2 or FIG. 3), where the first executive component 40 is used to drive at least part of the first clutch 30 to move, so that the first clutch 30 At least partly in contact with the primary transmission input gear 101 or primary transmission output gear 201, the second actuator 60 is used to control the disconnection and coupling of the second clutch 50.
  • the first actuator 40 it is possible to control and drive the first clutch 30 to contact the primary transmission input gear 101 or the primary transmission output gear 201, thereby realizing the input shaft 10 or the intermediate shaft 20 and the primary transmission input gear 101 or the disconnection or coupling between the output teeth 201 of the primary transmission.
  • the second actuator 60 it is possible to control and drive the second clutch 50 to contact the secondary transmission input tooth 102 or the secondary transmission output tooth 202, so as to realize the input shaft 10 or the intermediate shaft 20 and the secondary transmission input tooth 102 and the two The disconnection or coupling between the output teeth 202 of the stage transmission.
  • the first execution component 40 may include: a first execution part 401 and a first controller 402 connected to the first execution part 401 (see FIG. 2 or FIG. 3).
  • the first controller 402 is used to control the first execution part 401.
  • the movement of an actuator 401 causes the first actuator 401 to drive the sliding sleeve 302 of the first clutch 30 to move.
  • the second execution component 60 may include a second execution part 601 and a second controller 602 (see FIG. 2 or FIG. 3) connected to the second execution part 601, and the second controller 602 is used to control the second execution part 601 , So that the second actuator 601 drives the friction plate 501 of the second clutch 50 to approach or move away from the clutch cover 502.
  • the transmission 100 may further include: a parking tooth 70, the parking tooth 70 and the first clutch 30 are both provided on the input shaft 10, or the parking tooth 70 and the first clutch 30 are both provided on the input shaft 10
  • the first controller 402 controls the first actuator to drive the sliding sleeve 302 to the position of the parking gear 70 to be combined with the parking gear 70.
  • the motor 200 provides power to the input shaft 10, and the power of the input shaft 10 is transmitted. After the parking gear 70 is provided, the power cannot be continuously transmitted, so that the parking function of the vehicle can be realized.
  • the transmission 100 may further include: a main reduction transmission assembly 80 (see FIG. 2 or FIG. 3), the main reduction transmission assembly 80 may include a main reduction transmission input tooth 801 and a main reduction transmission input
  • the transmission 100 provided by the embodiment of the present application implements neutral gear (see Figure 2 or Figure 3), first gear drive (see Figure 4), first gear brake (see Figure 5), and second gear drive (see Figure 5). (Refer to Figure 7), second-speed braking (refer to Figure 9), and parking (refer to Figure 10 and Figure 11) when the power transmission state is the same or similar to the first embodiment above, and will not be repeated here. Go into details.
  • the transmission 100 can control the disconnection or coupling of the first clutch 30 and the second clutch 50 according to the driving conditions of the vehicle, so as to realize the smooth automatic transmission 100 between the high gear (second gear) and the low gear (first gear). Switch.
  • the transmission 100 provided by the embodiments of the present application has fewer parts and simple structure, thereby reducing the cost of the transmission 100 and reducing the production cost of the automobile to a certain extent. At the same time, the transmission 100 100 shifts smoothly, ensuring the normal driving of the car.
  • the structure illustrated in the embodiment of the present application does not constitute a specific limitation on the transmission 100.
  • the transmission 100 may include more or fewer components than shown, or combine certain components, or disassemble certain components, or arrange different components.
  • the embodiments of the application provide a car, where the cars provided in the embodiments of the application may be electric vehicles/electric vehicles (EV), pure electric vehicles (PEV/BEV), hybrid electric vehicles (HEV), extended-range electric vehicles ( REEV), plug-in hybrid electric vehicle (PHEV), new energy vehicle (New Energy Vehicle), etc.
  • EV electric vehicles/electric vehicles
  • PEV/BEV pure electric vehicles
  • HEV hybrid electric vehicles
  • REEV extended-range electric vehicles
  • PHEV plug-in hybrid electric vehicle
  • New Energy Vehicle New Energy Vehicle
  • the automobile at least includes wheels, transmission components, and a motor 200, wherein the rotating shaft of the motor 200 is connected to the wheels through the transmission component.
  • the rotating shaft of the motor 200 rotates to output power
  • the transmission component transmits the power to the wheels, so that the wheels rotate.
  • the transmission component may specifically include a half shaft and the transmission 100 in the first or second embodiment above.
  • the rotating shaft of the motor 200 is connected to the transmission 100, and the transmission 100 is respectively connected to the two front wheels or the two rear wheels through the half shafts.
  • the number of motors 200 included in the car can be one or two.
  • the motor 200 is connected to the two front wheels or through the transmission components.
  • the two rear wheels are connected.
  • the front wheel is the driving wheel and the rear wheel is the driven wheel.
  • the rear wheel is the driving wheel and the front wheel is the driven wheel;
  • the number of motors 200 is two, one of the motors 200 is connected to the two front wheels through a transmission component, and the other motor 200 is connected to the two front wheels through another transmission component.
  • the two rear wheels are connected.
  • the automobile provided in the embodiments of the present application may also include a control panel, a body, etc.
  • other structures of the automobile may refer to the prior art. It will not be repeated in the embodiment.
  • the automobile provided by the embodiment of the present application includes the above-mentioned transmission 100, which reduces the number of parts in the transmission 100 and simplifies the structure of the transmission 100, thereby reducing the cost of the transmission 100 and reducing the production cost of the automobile to a certain extent.
  • connection should be understood in a broad sense, for example, it may be a fixed connection or Indirect connection through an intermediate medium can be the internal communication between two elements or the interaction between two elements.
  • connection should be understood in a broad sense, for example, it may be a fixed connection or Indirect connection through an intermediate medium can be the internal communication between two elements or the interaction between two elements.
  • the device or element referred to in the embodiment of the present application or implicitly must have a specific orientation, be configured and operated in a specific orientation, and therefore cannot be understood as a limitation to the embodiment of the present application.
  • “multiple” means two or more, unless it is specifically specified otherwise.

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Abstract

一种变速器（100）及汽车，该变速器（100）可以应用于电动车/电动汽车、纯电动汽车、混合动力汽车、增程式电动汽车、插电式混合动力汽车、新能源汽车等，该变速器（100）的第一离合器（30）为双向离合器，第一离合器（30）设置在输入轴（10）上时位于一级传动输入齿（101）与二级传动输入齿（102）之间，第一离合器（30）设置在中间轴（20）上时位于一级传动输出齿（201）与二级传动输出齿（202）之间，或者，该变速器（100）包括设置在输入轴（10）或中间轴（20）上的第一离合器（30）和第二离合器（50），该变速器（100）减少了变速器中的零部件数量，简化了变速器的结构，从而降低了变速器的成本，在一定程度上降低了汽车的生产成本。

Description

变速器及汽车 技术领域
本申请涉及车辆技术领域，特别涉及一种变速器及汽车。
背景技术
变速器是用来改变来自发动机的转速和转矩的机构，它能固定或分档改变中间轴和输入轴传动比，又称变速器。变速器由变速传动机构和操纵机构组成，变速传动机构的主要作用是改变转矩和转速的数值和方向，操纵机构的主要作用是控制传动机构，实现变速器传动比的变换，即实现换档，以达到变速变矩。当然，有些汽车还有动力输出机构。传动机构大多用普通齿轮传动，也有的用行星齿轮传动，其中普通齿轮传动变速机构一般用滑移齿轮和同步器等。
现有技术中，变速器包括输入轴、中间轴、自动离合器、单向离合器、倒档齿轮、驻车齿轮和齿套，其中，自动离合器设置在输入轴上，用于连接输入轴与高速主动齿轮，单向离合器为超越离合器，设置在中间轴上，用于连接低速从动齿轮与中间轴。倒档齿轮和驻车齿轮设置在中间轴上，倒档齿轮与中间轴刚性连接，驻车齿轮滑套在中间轴上且与变速器壳体刚性连接，齿套可选择性地同时与倒档齿轮和驻车齿轮啮合，或者同时与低速从动齿轮和倒档齿轮啮合，或者是仅与低速从动齿轮啮合。
然而，上述变速器的零件较多，导致结构复杂，成本较高，在一定程度上增加了汽车的生产成本。
发明内容
本申请实施例提供了一种变速器及汽车，减少了变速器中的零部件数量，简化了变速器的结构，从而降低了变速器的成本，在一定程度上降低了汽车的生产成本，同时该变速器换档平稳，保证了汽车的正常行驶。
本申请实施例第一方面提供一种变速器，包括：输入轴、中间轴以及设置在所述输入轴或所述中间轴上的第一离合器，所述输入轴的一端连接有电机；所述输入轴上设有一级传动输入齿和二级传动输入齿，所述中间轴上设有一级传动输出齿和二级传动输出齿，所述一级传动输入齿与所述一级传动输出齿相啮合，所述二级传动输入齿与所述二级传动输出齿相啮合；所述第一离合器为双向离合器，所述第一离合器设置在所述输入轴上时，所述第一离合器位于所述一级传动输入齿与所述二级传动输入齿之间，所述第一离合器用于连接所述输入轴与所述一级传动输入齿或者用于连接所述输入轴与所述二级传动输入齿；所述第一离合器设置在所述中间轴上时，所述第一离合器位于所述一级传动输出齿与所述二级传动输出齿之间，所述第一离合器用于连接所述中间轴与所述一级传动输出齿或者用于连接所述中间轴与所述二级传动输出齿。
本申请实施例提供的变速器，通过第一离合器为双向离合器，第一离合器设置在输入轴上时位于所述一级传动输入齿与所述二级传动输入齿之间，第一离合器设置在中间轴上时位于所述一级传动输出齿与所述二级传动输出齿之间，在保证变速器的使用功能的同时，减少 了变速器中的零部件数量，简化了变速器的结构，从而降低了变速器的成本。
在一种可能的实现方式中，包括：第一执行组件，所述第一执行组件用于带动所述第一离合器的至少部分移动，以使所述第一离合器的至少部分与所述一级传动输入齿、所述一级传动输出齿、所述二级传动输入齿和所述二级传动输出齿中的任意一者接触。
通过设置第一执行组件，能够控制并带动第一离合器与一级传动输入齿、一级传动输出齿、二级传动输入齿和二级传动输出齿中的任意一者接触，从而实现输入轴或中间轴与一级传动输入齿、一级传动输出齿、二级传动输入齿和二级传动输出齿之间的断开或结合。
在一种可能的实现方式中，所述第一离合器包括离合器本体以及与所述离合器本体相连的滑套；所述滑套可与所述一级传动输入齿、所述一级传动输出齿、所述二级传动输入齿和所述二级传动输出齿中的任意一者接触，以实现第一离合器与所述一级传动输入齿、所述一级传动输出齿、所述二级传动输入齿和所述二级传动输出齿中的任意一者的结合。
在一种可能的实现方式中，所述第一执行组件包括：第一执行件以及与所述第一执行件相连的第一控制器，所述第一控制器用于控制所述第一执行件的移动，以使所述第一执行件带动所述第一离合器的所述滑套移动。
在一种可能的实现方式中，还包括：第二离合器，所述第二离合器设置在所述输入轴或所述中间轴上，所述第二离合器用于连接所述输入轴与所述二级传动输入齿，或者用于连接所述中间轴与所述二级传动输出齿。这样，第二离合器可以用于二级传动输入齿与输入轴的结合或者二级传动输出齿与中间轴的结合，第一离合器可以用于一级传动输入齿与输入轴的结合或者一级传动输出齿与中间轴的结合，利用第二离合器进行二档结合，第一离合器进行二档结合，能够避免在换档的过程中出现动力中断，从而避免影响车辆的正常行驶，影响乘车舒适性。
在一种可能的实现方式中，所述第二离合器包括：摩擦片和离合器盖体，所述摩擦片与所述输入轴或所述中间轴连接，所述离合器盖体与所述二级传动输入齿或所述二级传动输出齿连接；所述摩擦片与所述离合器盖体接触时，所述第二离合器与所述二级传动输入齿或所述二级传动输出齿为结合状态，所述摩擦片与所述离合器盖体分离时，所述第二离合器与所述二级传动输入齿或所述二级传动输出齿为断开状态。
在一种可能的实现方式中，还包括：第二执行组件，所述第二执行组件用于控制所述第二离合器的断开和结合。通过设置第二执行组件，能够控制并带动第二离合器与二级传动输入齿或二级传动输出齿接触，从而实现输入轴或中间轴与二级传动输入齿和二级传动输出齿之间的断开或结合。
在一种可能的实现方式中，所述第二执行组件包括：第二执行件以及与所述第二执行件相连的第二控制器；所述第二控制器用于控制所述第二执行件的移动，以使所述第一执行件带动所述第二离合器的所述摩擦片靠近或远离所述离合器盖体。
本申请实施例第二方面提供一种变速器，包括：输入轴、中间轴以及设置在所述输入轴或所述中间轴上的第一离合器，所述输入轴的一端连接有电机；所述输入轴上设有一级传动输入齿和二级传动输入齿，所述中间轴上设有一级传动输出齿和二级传动输出齿，所述一级传动输入齿与所述一级传动输出齿相啮合，所述二级传动输入齿与所述二级传动输出齿相啮合；所述第一离合器为单向离合器，所述第一离合器设置在所述输入轴上时，所述第一离合器用于连接所述输入轴与所述一级传动输入齿；所述第一离合器设置在所述中间轴上时，所述第一离合器用于连接所述中间轴与所述一级传动输出齿；还包括：第二离合器，所述第二离合器设置在所述输入轴或所述中间轴上，所述第二离合器用于连接所述输入轴与所述二级 传动输入齿，或者所述第二离合器用于连接所述中间轴与所述二级传动输出齿。
本申请实施例提供的变速器，通过包括设置在输入轴或中间轴上的第一离合器和第二离合器，在保证变速器的使用功能的同时，减少了变速器中的零部件数量，简化了变速器的结构，从而降低了变速器的成本。
在一种可能的实现方式中，所述第一离合器包括离合器本体以及与所述离合器本体相连的滑套，所述滑套可与所述一级传动输入齿或者所述一级传动输出齿接触，以实现第一离合器与所述一级传动输入齿或者所述一级传动输出齿的结合。
在一种可能的实现方式中，所述第二离合器包括摩擦片和离合器盖体，所述摩擦片与所述输入轴或所述中间轴连接，所述离合器盖体与所述二级传动输入齿或所述二级传动输出齿连接；所述摩擦片与所述离合器盖体接触时，所述第二离合器与所述二级传动输入齿或所述二级传动输出齿为结合状态，所述摩擦片与所述离合器盖体分离时，所述第二离合器与所述二级传动输入齿或所述二级传动输出齿为断开状态。
在一种可能的实现方式中，还包括：第一执行组件和第二执行组件；所述第一执行组件用于带动所述第一离合器的至少部分移动，以使所述第一离合器的至少部分与所述一级传动输入齿或者所述一级传动输出齿接触；所述第二执行组件用于控制所述第二离合器的断开和结合。
通过设置第一执行组件，能够控制并带动第一离合器与一级传动输入齿或一级传动输出齿的接触，从而实现输入轴或中间轴与一级传动输入齿或一级传动输出齿之间的断开或结合。通过设置第二执行组件，能够控制并带动第二离合器与二级传动输入齿或二级传动输出齿接触，从而实现输入轴或中间轴与二级传动输入齿和二级传动输出齿之间的断开或结合。
在一种可能的实现方式中，所述第一执行组件包括：第一执行件以及与所述第一执行件相连的第一控制器，所述第一控制器用于控制所述第一执行件的移动，以使所述第一执行件带动所述第一离合器的所述滑套移动。
在一种可能的实现方式中，所述第二执行组件包括第二执行件以及与所述第二执行件相连的第二控制器，所述第二控制器用于控制所述第二执行件的移动，以使所述第一执行件带动所述第二离合器的所述摩擦片靠近或远离所述离合器盖体。
在第一方面或者第二方面的一种可能的实现方式中，还包括：驻车齿，所述驻车齿和所述第一离合器均设在所述输入轴上，或者，所述驻车齿和所述第一离合器均设置在所述中间轴上。这样，第一执行组件将第一离合器的滑套带动至驻车齿的位置处与驻车齿结合，电机为输入轴提供动力，输入轴的动力传递给驻车齿后动力无法继续传递，这样即可实现车辆的驻车功能。
在第一方面或者第二方面的一种可能的实现方式中，还包括：主减传动组件，所述主减传动组件包括主减传动输入齿以及与所述主减传动输入齿相啮合的主减传动输出齿，所述主减传动输入齿设置在所述中间轴上，所述主减传动输出齿上设有差速器，且所述差速器与汽车的车轮连接。
在第一方面或者第二方面的一种可能的实现方式中，所述第一离合器与所述输入轴之间，或者所述第一离合器与所述中间轴之间通过花键联接或焊接连接。
在第一方面或者第二方面的一种可能的实现方式中，所述一级传动输入齿和所述二级传动输入齿通过轴承连接在输入轴上，以使所述一级传动输入齿和所述二级传动输入齿围绕所述输入轴旋转；或者，所述一级传动输出齿和所述二级传动输出齿通过轴承连接在中间轴上，以使所述一级传动输出齿和所述二级传动输出齿围绕所述中间轴旋转。
在第一方面或者第二方面的一种可能的实现方式中，所述摩擦片与所述输入轴或所述中间轴之间以及所述离合器盖体与所述二级传动输入齿或所述二级传动输出齿之间通过花键联接或焊接连接。
本申请实施例第三方面提供一种汽车，至少包括车轮、传动部件和电机，所述电机的转轴通过所述传动部件与所述车轮相连；
所述传动部件包括半轴上述所述的变速器，所述电机的所述转轴与所述变速器的输入轴相连，且所述变速器通过所述半轴与所述车轮相连。
本申请实施例提供的汽车，通过至少包括上述的变速器，在保证变速器的使用功能的同时，减少了变速器中的零部件数量，简化了变速器的结构，从而降低了变速器的成本，在一定程度上降低了汽车的生产成本。
结合附图，根据下文描述的实施例，示例性实施例的这些和其它方面、实施形式和优点将变得显而易见。但应了解，说明书和附图仅用于说明并且不作为对本申请实施例的限制的定义，详见随附的权利要求书。本申请实施例的其它方面和优点将在以下描述中阐述，而且部分将从描述中显而易见，或通过本申请实施例的实践得知。此外，本申请实施例的各方面和优点可以通过所附权利要求书中特别指出的手段和组合得以实现和获得。
附图说明
图1为本申请实施例提供的变速器的一种结构示意图；
图2为本申请实施例提供的变速器的另一种结构示意图；
图3为本申请实施例提供的变速器的又一种结构示意图；
图4为本申请实施例提供的变速器为一档驱动时的传动状态示意图；
图5为本申请实施例提供的变速器为一档制动时的传动状态示意图；
图6为本申请实施例提供的变速器为二档驱动时的一种传动状态示意图；
图7为本申请实施例提供的变速器为二档驱动时的另一种传动状态示意图；
图8为本申请实施例提供的变速器为二档制动时的一种传动状态示意图；
图9为本申请实施例提供的变速器为二档制动时的另一种传动状态示意图；
图10为本申请实施例提供的变速器为驻车时的一种传动状态示意图；
图11为本申请实施例提供的变速器为驻车时的另一种传动状态示意图。
附图标记说明：
100-变速器；10-输入轴；11-轴承；101-一级传动输入齿；102-二级传动输入齿；20-中间轴；201-一级传动输出齿；202-二级传动输出齿；30-第一离合器；301-离合器本体；302-滑套；40-第一执行组件；401-第一执行件；402-第一控制器；50-第二离合器；501-摩擦片；502-离合器盖体；60-第二执行组件；601-第二执行件；602-第二控制器；70-驻车齿；80-主减传动组件；801-主减传动输入齿；802-主减传动输出齿；90-差速器；200-电机。
具体实施方式
本申请的实施方式部分使用的术语仅用于对本申请的具体实施例进行解释，而非旨在限定本申请，下面将结合附图对本申请实施例的实施方式进行详细描述。
电动车已成为当今世界各国交通领域的重要战略性产品，而变速器是影响电动车整车性能的重要总成之一。现在的电动车变速器主要有单档变速器和两档变速器。
单级减速器的速比为定值，无法调节电机工作点，效率空间固定，若要达到更高的车速必须降低速比，因此只能在有限的车速范围内寻找最佳的速比来实现成本和效率的平衡，致使电动车的最大爬坡度、最高车速以及在电机工作效率匹配方面很难同时满足。而现有的两档变速器的零部件较多，导致结构复杂，变速器的成本较高。
为了解决上述的技术问题，本申请实施例提供一种变速器100，该变速器100可以应用于电动车/电动汽车、纯电动汽车、混合动力汽车、增程式电动汽车、插电式混合动力汽车、新能源汽车等，下面结合具体的实施例对本申请实施例提供的变速器100的结构进行介绍。
实施例一
本申请实施例提供一种变速器100，参见图1所示，该变速器100可以包括：输入轴10、中间轴20以及设置在输入轴10或中间轴20上的第一离合器30，输入轴10的一端连接有电机200，电机200用于驱动输入轴10，为输入轴10的转动提供动力。
其中，输入轴10上可以设有一级传动输入齿101和二级传动输入齿102，中间轴20上可以设有一级传动输出齿201和二级传动输出齿202，其中，一级传动输入齿101与一级传动输出齿201相啮合，二级传动输入齿102与二级传动输出齿202相啮合。
在本申请实施例中，第一离合器30可以为双向离合器。例如，第一离合器30可以为同步器。
参照图1所示，第一离合器30可以设置在输入轴10上，第一离合器30位于一级传动输入齿101与二级传动输入齿102之间，第一离合器30用于连接输入轴10与一级传动输入齿101或者用于连接输入轴10与二级传动输入齿102。或者，第一离合器30也可以设置在中间轴20上(参照图3所示)。
需要说明的是，第一离合器30可以采用任何一种可能的结构，如有同步环的结构或没有同步环的结构、如湿式或干式、单片式或多片式、电磁式或液压式或电机式、常开式或常闭式。本申请实施例对第一离合器30的具体结构并不加以限定，也不限于上述示例。
作为一种可选的实施方式，第一离合器30与输入轴10之间，或者第一离合器30与中间轴20之间可以通过花键联接或焊接连接。需要说明的是，花键联接常用于没有过盈配合的齿轮与轴的连接或联轴器与轴的连接，花键可以将被联接零件进行轴向固定，且承载能力高。具体地，花键联接由内花键和外花键组成，内花键和外花键均为多齿零件，其中，在内圆柱表面上的花键为内花键，在外圆柱表面上的花键为外花键。
如图2所示，一级传动输入齿101和二级传动输入齿102可以通过轴承11连接在输入轴10上，以使一级传动输入齿101和二级传动输入齿102能够围绕输入轴10旋转。或者，如图3所示，一级传动输出齿201和二级传动输出齿202可以通过轴承11连接在中间轴20上，以使一级传动输出齿201和二级传动输出齿202能够围绕中间轴20旋转。
为了实现第一离合器30与一级传动输入齿101、一级传动输出齿201、二级传动输入齿102或二级传动输出齿202之间的结合，该变速器100还可以包括：第一执行组件40，第一执行组件40用于带动第一离合器30的至少部分移动，以使第一离合器30的至少部分与一级传动输入齿101、一级传动输出齿201、二级传动输入齿102和二级传动输出齿202中的任意一者接触。通过设置第一执行组件40，能够控制并带动第一离合器30与一级传动输入齿101、一级传动输出齿201、二级传动输入齿102和二级传动输出齿202中的任意一者接触，从而实现输入轴10或中间轴20与一级传动输入齿101、一级传动输出齿201、二级传动输入齿102和二级传动输出齿202之间的断开或结合。
在本申请实施例中，参见图1所示，第一离合器30可以包括离合器本体301以及与离合器 本体301相连的滑套302，滑套302可与一级传动输入齿101、一级传动输出齿201、二级传动输入齿102和二级传动输出齿202中的任意一者接触，以实现第一离合器30与一级传动输入齿101、一级传动输出齿201、二级传动输入齿102和二级传动输出齿202中的任意一者的结合，由于第一离合器30通过花键联接或焊接连接在输入轴10或中间轴20上，这样即可实现输入轴10与一级传动输入齿101或二级传动输入齿102之间以及中间轴20与一级传动输出齿201或二级传动输出齿202之间的动力断开或结合。
作为一种可选的实施方式，如图1所示，第一执行组件40具体可以包括：第一执行件401以及与第一执行件401相连的第一控制器402，第一控制器402用于控制第一执行件401的移动，以使第一执行件401带动第一离合器30的滑套302移动。
在进行动力换档，即一档换二档或二档换一档的过程中，使用第一离合器30会存在动力中断的问题，影响乘车舒适性，因此，在本申请实施例中，如图2所示，该变速器100还可以包括：第二离合器50，第二离合器50设置在输入轴10或中间轴20上，第二离合器50用于连接输入轴10与二级传动输入齿102，或者用于连接中间轴20与二级传动输出齿202。
这样，第二离合器50可以用于二级传动输入齿102与输入轴10的结合或者二级传动输出齿202与中间轴20的结合，第一离合器30可以用于一级传动输入齿101与输入轴10的结合或者一级传动输出齿201与中间轴20的结合，利用第二离合器50进行二档结合，第一离合器30进行二档结合，能够避免在换档的过程中出现动力中断，从而避免影响车辆的正常行驶，影响乘车舒适性。
在本申请实施例中，如图2所示，第二离合器50可以包括：摩擦片501和离合器盖体502，其中，当第二离合器50设置在输入轴10上时，摩擦片501与输入轴10连接，离合器盖体502与二级传动输入齿102连接，这样，当摩擦片501与离合器盖体502接触时，第二离合器50与二级传动输入齿102为结合状态，当摩擦片501与离合器盖体502分离时，第二离合器50与二级传动输入齿102为断开状态，也就是说，通过第二离合器50与二级传动输入齿102的结合和断开，即可实现二级传动齿轮的扭矩传递。
当第二离合器50设置在中间轴20上时，摩擦片501与中间轴20连接，离合器盖体502与二级传动输出齿202连接，这样，当摩擦片501与离合器盖体502接触时，第二离合器50与二级传动输出齿202为结合状态，当摩擦片501与离合器盖体502分离时，第二离合器50与二级传动输出齿202为断开状态，也就是说，通过第二离合器50与二级传动输出齿202的结合和断开，即可实现二级传动齿轮的扭矩传递。
需要说明的是，摩擦片501与输入轴10或中间轴20之间以及离合器盖体502与二级传动输入齿102或二级传动输出齿202之间可以通过花键联接或焊接连接。
在一种可能的实现方式中，图2所示，该变速器100还可以包括：第二执行组件60，第二执行组件60用于控制第二离合器50的断开和结合。通过设置第二执行组件60，能够控制并带动第二离合器50与二级传动输入齿102或二级传动输出齿202接触，从而实现输入轴10或中间轴20与二级传动输入齿102和二级传动输出齿202之间的断开或结合。
其中，图2所示，第二执行组件60可以包括：第二执行件601以及与第二执行件601相连的第二控制器602，其中，第二控制器602用于控制第二执行件601的移动，以使第二执行件601带动第二离合器50的摩擦片501靠近或远离离合器盖体502。
在本申请实施例中，参见图1或图2所示，该变速器100还可以包括：驻车齿70，驻车齿70和第一离合器30均设在输入轴10上，或者，驻车齿70和第一离合器30均设置在中间轴20上，第一控制器402控制第一执行件401将滑套302带动至驻车齿70的位置处与驻车齿70结合，电机 200为输入轴10提供动力，输入轴10的动力传递给驻车齿70后动力无法继续传递，这样即可实现车辆的驻车功能。需要说明的是，驻车齿70设置在输入轴10时，还可以起到减小传递扭矩的作用。
在上述实施例的基础上，参见图1或图2所示，该变速器100还可以包括：主减传动组件80，主减传动组件80可以包括主减传动输入齿801以及与主减传动输入齿801相啮合的主减传动输出齿802，主减传动输入齿801设置在中间轴20上，主减传动输出齿802上设有差速器90，且差速器90与汽车的车轮连接。
在另一种实现方式中，如图3所示，第一离合器30位于中间轴20上，第二离合器50位于输入轴10上，第一离合器30位于一级传动输出齿201与二级传动输出齿202之间，此时第一离合器30用于连接中间轴20与一级传动输出齿201或者用于连接中间轴20与二级传动输出齿202。这样，在保证变速器100的使用功能的同时，减少了变速器100中的零部件数量，简化了变速器100的结构，从而降低了变速器100的成本。
图2和图3为变速器100在空档状态时的结构示意图，下面结合图4至图11说明图2所示的变速器100在实现一档驱动、一档制动、二档驱动、二档制动和驻车时的传动状态。
参见图4，当车辆需要低速行驶(例如一档驱动状态)时，第一控制器402控制第一执行件401将第一离合器30的滑套302带动至一级传动输入齿101的位置处使第一离合器30与一级传动输入齿101结合，第二离合器50的摩擦片501和离合器盖体502为分离状态，此时如图4中箭头方向所示，电机200为输入轴10提供动力，输入轴10的驱动扭矩经由一级传动输入齿101传递给一级传动输出齿201，从而带动中间轴20转动，然后再依次通过主减传动输入齿801和主减传动输出齿802传递给差速器90后将动力输出至与差速器90连接的车轮。
如图5所示，当车辆需要低速停止(例如一档制动状态)时，同样，第一控制器402控制第一执行件401将第一离合器30的滑套302带动至一级传动输入齿101的位置处使第一离合器30与一级传动输入齿101结合，第二离合器50的摩擦片501和离合器盖体502为分离状态，此时电机处于发电模式，如图5中箭头方向所示，车轮端的扭矩依次通过差速器90、主减传动输出齿802和主减传动输入齿801传递至中间轴20，中间轴20的扭矩经由一级传动输出齿201和一级传动输入齿101传递到输入轴10并输出至电机200，实现一档制动功能。
参见图6，当车辆需要高速行驶(例如二档驱动状态)时，第一控制器402控制第一执行件401将第一离合器30的滑套302带动至二级传动输入齿102的位置处使第一离合器30与二级传动输入齿102结合，第二离合器50的摩擦片501和离合器盖体502为分离状态，此时如图6中箭头方向所示，电机200为输入轴10提供动力，输入轴10的动力经由二级传动输入齿102传递给二级传动输出齿202，从而带动中间轴20转动，通过主减传动输入齿801和主减传动输出齿802传递给差速器90后将动力输出至与差速器90连接的车轮。
或者，也可以是通过第二离合器50实现二档驱动状态，如图7所示，第二控制器602控制第二执行件601使第二离合器50的摩擦片501与离合器盖体502接触，由于摩擦片501与输入轴10连接，离合器盖体502与二级传动输入齿102连接，这样即可实现第二离合器50与二级传动输入齿102的结合，此时，如图7中箭头方向所示，电机200为输入轴10提供动力，输入轴10的动力经由二级传动输入齿102传递给二级传动输出齿202，从而带动中间轴20转动，通过主减传动输入齿801和主减传动输出齿802传递给差速器90后将动力输出至与差速器90连接的车轮。
如图8所示，当车辆需要高速停止(例如二档制动状态)时，同样，第一控制器402控制第一执行件401将第一离合器30的滑套302带动至二级传动输入齿102的位置处使第一离合器 30与二级传动输入齿102结合，第二离合器50的摩擦片501和离合器盖体502为分离状态，此时电机处于发电模式，如图8中箭头方向所示，车轮端的扭矩依次通过差速器90、主减传动输出齿802和主减传动输入齿801传递至中间轴20，中间轴20的扭矩经由二级传动输出齿202和二级传动输入齿102传递到输入轴10并输出至电机200，实现二档制动功能。
或者，也可以是通过第二离合器50实现二档制动状态，如图9所示，第二控制器602控制第二执行件601使第二离合器50的摩擦片501与离合器盖体502接触，由于摩擦片501与输入轴10连接，离合器盖体502与二级传动输入齿102连接，这样即可实现第二离合器50与二级传动输入齿102的结合，此时，此时电机处于发电模式，如图9中箭头方向所示，车轮端的扭矩依次通过差速器90、主减传动输出齿802和主减传动输入齿801传递至中间轴20，中间轴20的扭矩经由二级传动输出齿202和二级传动输入齿102传递到输入轴10并输出至电机200，实现二档制动功能
如图10所示，当车辆处于驻车状态时，第二离合器50的摩擦片501和离合器盖体502为分离状态，第一控制器402控制第一执行件401将第一离合器30的滑套302带动至驻车齿70的位置处使第一离合器30与驻车齿70结合，此时如图10中箭头方向所示，电机200为输入轴10提供动力，输入轴10的动力传递给驻车齿70后动力无法继续传递，从而实现驻车功能。
或者，如图11所示，第一控制器402控制第一执行件401将第一离合器30的滑套302带动至一级传动输入齿101的位置处使第一离合器30与一级传动输入齿101结合，第二控制器602控制第二执行件601使第二离合器50的摩擦片501与离合器盖体502接触，由于摩擦片501与输入轴10连接，离合器盖体502与二级传动输入齿102连接，这样即可实现第二离合器50与二级传动输入齿102的结合，此时如图11中箭头方向所示，电机200为输入轴10提供动力，输入轴10的动力经由一级传动输入齿101传递给一级传动输出齿201，同时经由二级传动输入齿102传递给二级传动输出齿202，此时变速器100的输入和输出互相锁死，从而可以实现驻车功能。
该变速器100可以根据车辆的行驶工况，控制第一离合器30和第二离合器50的断开或结合，以实现变速器100在高速档(二档)和低速档(一档)之间平稳的自动切换。与传统的手动变速器、机械式自动变速器，本申请实施例提供的变速器100零部件数量较少，结构简单，从而降低了变速器100的成本，在一定程度上降低了汽车的生产成本，同时该变速器100换档平稳，保证了汽车的正常行驶。
可以理解的是，本申请实施例示意的结构并不构成对变速器100的具体限定。在本申请另一些实施例中，变速器100可以包括比图示更多或更少的部件，或者组合某些部件，或者拆分某些部件，或者不同的部件布置。
实施例二
本申请实施例提供一种变速器100，变速器100的结构可以参照附图2和图3所示。
实施例二与上述实施例一相比，两者的区别之处在于，在本申请实施例中，第一离合器30为单向离合器，例如，第一离合器30可以为牵引离合器(dog clutch)或单边同步器结构，这样，第一离合器30设置在输入轴10上时，第一离合器30用于连接输入轴10与一级传动输入齿101。第一离合器30设置在中间轴20上时，第一离合器30用于连接中间轴20与一级传动输出齿201。同样，本申请实施例能够在保证变速器100的使用功能的同时，减少变速器100中的零部件数量，简化变速器100的结构，从而降低变速器100的成本。
需要说明的是，第一离合器30可以采用任何一种可能的结构，如有同步环的结构或没有同步环的结构、如湿式或干式、单片式或多片式、电磁式或液压式或电机式、常开式或常闭 式。本申请实施例对第一离合器30的具体结构并不加以限定，也不限于上述示例。
其中，第一离合器30与输入轴10之间，或者第一离合器30与中间轴20之间通过花键联接或焊接连接。需要说明的是，花键联接常用于没有过盈配合的齿轮与轴的连接或联轴器与轴的连接，花键可以将被联接零件进行轴向固定，且承载能力高。具体地，花键联接由内花键和外花键组成，内花键和外花键均为多齿零件，其中，在内圆柱表面上的花键为内花键，在外圆柱表面上的花键为外花键。
为了实现二档结合，该变速器100还可以包括：第二离合器50(参见图2或图3所示)，第二离合器50设置在输入轴10或中间轴20上，第二离合器50用于连接输入轴10与二级传动输入齿102，或者第二离合器50用于连接中间轴20与二级传动输出齿202。
这样，第二离合器50可以用于二级传动输入齿102与输入轴10的结合或者二级传动输出齿202与中间轴20的结合，第一离合器30可以用于一级传动输入齿101与输入轴10的结合或者一级传动输出齿201与中间轴20的结合，利用第二离合器50进行二档结合，第一离合器30进行二档结合，能够实现车辆的灵活换档，工作稳定性好，保证车辆的正常行驶。
在本申请实施例中，第一离合器30可以包括离合器本体301以及与离合器本体301相连的滑套302(参见图2或图3所示)，滑套302可与一级传动输入齿101或者一级传动输出齿201接触，以实现第一离合器30与一级传动输入齿101或者一级传动输出齿201的结合，而由于第一离合器30通过花键联接或焊接连接在输入轴10或中间轴20上，这样即可实现输入轴10与一级传动输入齿101或二级传动输入齿102之间以及中间轴20与一级传动输出齿201或二级传动输出齿202之间的动力断开或结合。
第二离合器50可以包括摩擦片501和离合器盖体502(参见图2或图3所示)，当第二离合器50设置在输入轴10上时，摩擦片501与输入轴10连接，离合器盖体502与二级传动输入齿102连接，这样，当摩擦片501与离合器盖体502接触时，第二离合器50与二级传动输入齿102为结合状态，当摩擦片501与离合器盖体502分离时，第二离合器50与二级传动输入齿102为断开状态。当第二离合器50设置在中间轴20上时，摩擦片501与中间轴20连接，离合器盖体502与二级传动输出齿202连接，这样，当摩擦片501与离合器盖体502接触时，第二离合器50与二级传动输出齿202为结合状态，当摩擦片501与离合器盖体502分离时，第二离合器50与二级传动输出齿202为断开状态。
需要说明的是，摩擦片501与输入轴10或中间轴20之间以及离合器盖体502与二级传动输入齿102或二级传动输出齿202之间可以通过花键联接或焊接连接。
为了实现第一离合器30与一级传动输入齿101或一级传动输出齿201，以及第二离合器50与二级传动输入齿102或二级传动输出齿202之间的结合，该变速器100还可以包括：第一执行组件40和第二执行组件60(参见图2或图3所示)，其中，第一执行组件40用于带动第一离合器30的至少部分移动，以使第一离合器30的至少部分与一级传动输入齿101或者一级传动输出齿201接触，第二执行组件60用于控制第二离合器50的断开和结合。
这样，通过设置第一执行组件40，能够控制并带动第一离合器30与一级传动输入齿101或一级传动输出齿201的接触，从而实现输入轴10或中间轴20与一级传动输入齿101或一级传动输出齿201之间的断开或结合。通过设置第二执行组件60，能够控制并带动第二离合器50与二级传动输入齿102或二级传动输出齿202接触，从而实现输入轴10或中间轴20与二级传动输入齿102和二级传动输出齿202之间的断开或结合。
具体地，第一执行组件40可以包括：第一执行件401以及与第一执行件401相连的第一控制器402(参见图2或图3所示)，第一控制器402用于控制第一执行件401的移动，以使第一执 行件401带动第一离合器30的滑套302移动。
第二执行组件60可以包括第二执行件601以及与第二执行件601相连的第二控制器602(参见图2或图3所示)，第二控制器602用于控制第二执行件601的移动，以使第二执行件601带动第二离合器50的摩擦片501靠近或远离离合器盖体502。
在本申请实施例中，该变速器100还可以包括：驻车齿70，驻车齿70和第一离合器30均设在输入轴10上，或者，驻车齿70和第一离合器30均设置在中间轴20上，第一控制器402控制第一执行件将滑套302带动至驻车齿70的位置处与驻车齿70结合，电机200为输入轴10提供动力，输入轴10的动力传递给驻车齿70后动力无法继续传递，这样即可实现车辆的驻车功能。
在上述实施例的基础上，该变速器100还可以包括：主减传动组件80(参见图2或图3所示)，主减传动组件80可以包括主减传动输入齿801以及与主减传动输入齿801相啮合的主减传动输出齿802，主减传动输入齿801设置在中间轴20上，主减传动输出齿802上设有差速器90，且差速器90与汽车的车轮连接。
本申请实施例提供的变速器100在实现空档(参见图2或图3所示)、一档驱动(参见图4所示)、一档制动(参见图5所示)、二档驱动(参见图7所示)、二档制动(参见图9所示)、和驻车(参见图10和图11所示)时的动力传输状态与上述实施例一相同或相近，在此不再赘述。
该变速器100可以根据车辆的行驶工况，控制第一离合器30和第二离合器50的断开或结合，以实现变速器100在高速档(二档)和低速档(一档)之间平稳的自动切换。与传统的手动变速器、机械式自动变速器，本申请实施例提供的变速器100零部件数量较少，结构简单，从而降低了变速器100的成本，在一定程度上降低了汽车的生产成本，同时该变速器100换档平稳，保证了汽车的正常行驶。
可以理解的是，本申请实施例示意的结构并不构成对变速器100的具体限定。在本申请另一些实施例中，变速器100可以包括比图示更多或更少的部件，或者组合某些部件，或者拆分某些部件，或者不同的部件布置。
实施例三
本申请实施例提供一种汽车，其中，本申请实施例提供的汽车可以为电动车/电动汽车(EV)、纯电动汽车(PEV/BEV)、混合动力汽车(HEV)、增程式电动汽车(REEV)、插电式混合动力汽车(PHEV)、新能源汽车(New Energy Vehicle)等。
在本申请实施例中，该汽车至少包括车轮、传动部件和电机200，其中，电机200的转轴通过传动部件与车轮相连。这样电机200的转轴转动以输出动力，传动部件将动力传递给车轮，使得车轮转动。
其中，传动部件具体可以包括半轴和上述实施例一或实施例二中的变速器100，电机200的转轴与变速器100相连，变速器100通过半轴分别与两个前车轮或两个后车轮相连。
其中，本申请实施例中，需要说明的是，汽车中包括的电机200的数量可以为一个也可以两个，当电机200数量为一个时，此时电机200通过传动部件与两个前车轮或两个后车轮相连，其中，电机200通过传动部件与两个前车轮相连时，此时前车轮为主动轮，后车轮为从动轮，相应的，电机200通过传动部件与两个后车轮相连时，此时，后车轮为主动轮，前车轮为从动轮；当电机200数量为两个时，则其中一个电机200通过传动部件与两个前车轮相连，另一个电机200通过另一传动部件与两个后车轮相连。
可以理解的是，本申请实施例提供的汽车除了车轮、传动部件和电机200外，还可以包 括控制板、车体等，本申请实施例中，汽车的其他结构可以参考现有技术，本申请实施例中不再赘述。
本申请实施例提供的汽车，通过包括上述变速器100，减少了变速器100中的零部件数量，简化了变速器100的结构，从而降低了变速器100的成本，在一定程度上降低了汽车的生产成本。
在本申请实施例的描述中，需要说明的是，除非另有明确的规定和限定，术语“安装”、“相连”、“连接”应作广义理解，例如，可以是固定连接，也可以是通过中间媒介间接相连，可以是两个元件内部的连通或者两个元件的相互作用关系。对于本领域的普通技术人员而言，可以根据具体情况理解上述术语在本申请实施例中的具体含义。
在本申请实施例或者暗示所指的装置或者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申请实施例的限制。在本申请实施例的描述中，“多个”的含义是两个或两个以上，除非是另有精确具体地规定。
本申请实施例的说明书和权利要求书及上述附图中的术语“第一”、“第二”、“第三”、“第四”等(如果存在)是用于区别类似的对象，而不必用于描述特定的顺序或先后次序。应该理解这样使用的数据在适当情况下可以互换，以便这里描述的本申请实施例的实施例例如能够以除了在这里图示或描述的那些以外的顺序实施。此外，术语“包括”和“具有”以及他们的任何变形，意图在于覆盖不排他的包含，例如，包含了一系列步骤或单元的过程、方法、系统、产品或设备不必限于清楚地列出的那些步骤或单元，而是可包括没有清楚地列出的或对于这些过程、方法、产品或设备固有的其它步骤或单元。
最后应说明的是：以上各实施例仅用以说明本申请实施例的技术方案，而非对其限制；尽管参照前述各实施例对本申请实施例进行了详细的说明，本领域的普通技术人员应当理解：其依然可以对前述各实施例所记载的技术方案进行修改，或者对其中部分或者全部技术特征进行等同替换；而这些修改或者替换，并不使相应技术方案的本质脱离本申请实施例各实施例技术方案的范围。

Claims (20)

  1. 一种变速器，其特征在于，包括：
    输入轴、中间轴以及设置在所述输入轴或所述中间轴上的第一离合器，所述输入轴的一端连接有电机；
    所述输入轴上设有一级传动输入齿和二级传动输入齿，所述中间轴上设有一级传动输出齿和二级传动输出齿，所述一级传动输入齿与所述一级传动输出齿相啮合，所述二级传动输入齿与所述二级传动输出齿相啮合；
    所述第一离合器为双向离合器，
    所述第一离合器设置在所述输入轴上时，所述第一离合器位于所述一级传动输入齿与所述二级传动输入齿之间，所述第一离合器用于连接所述输入轴与所述一级传动输入齿或者用于连接所述输入轴与所述二级传动输入齿；
    所述第一离合器设置在所述中间轴上时，所述第一离合器位于所述一级传动输出齿与所述二级传动输出齿之间，所述第一离合器用于连接所述中间轴与所述一级传动输出齿或者用于连接所述中间轴与所述二级传动输出齿。
  2. 根据权利要求1所述的变速器，其特征在于，还包括：第一执行组件，所述第一执行组件用于带动所述第一离合器的至少部分移动，以使所述第一离合器的至少部分与所述一级传动输入齿、所述一级传动输出齿、所述二级传动输入齿和所述二级传动输出齿中的任意一者接触。
  3. 根据权利要求2所述的变速器，其特征在于，所述第一离合器包括离合器本体以及与所述离合器本体相连的滑套；
    所述滑套可与所述一级传动输入齿、所述一级传动输出齿、所述二级传动输入齿和所述二级传动输出齿中的任意一者接触，以实现第一离合器与所述一级传动输入齿、所述一级传动输出齿、所述二级传动输入齿和所述二级传动输出齿中的任意一者的结合。
  4. 根据权利要求3所述的变速器，其特征在于，所述第一执行组件包括：第一执行件以及与所述第一执行件相连的第一控制器，所述第一控制器用于控制所述第一执行件的移动，以使所述第一执行件带动所述第一离合器的所述滑套移动。
  5. 根据权利要求4所述的变速器，其特征在于，还包括：第二离合器，所述第二离合器设置在所述输入轴或所述中间轴上，所述第二离合器用于连接所述输入轴与所述二级传动输入齿，或者用于连接所述中间轴与所述二级传动输出齿。
  6. 根据权利要求5所述的变速器，其特征在于，所述第二离合器包括：摩擦片和离合器盖体，所述摩擦片与所述输入轴或所述中间轴连接，所述离合器盖体与所述二级传动输入齿或所述二级传动输出齿连接；
    所述摩擦片与所述离合器盖体接触时，所述第二离合器与所述二级传动输入齿或所述二级传动输出齿为结合状态，所述摩擦片与所述离合器盖体分离时，所述第二离合器与所述二级传动输入齿或所述二级传动输出齿为断开状态。
  7. 根据权利要求6所述的变速器，其特征在于，还包括：第二执行组件，所述第二执行组件用于控制所述第二离合器的断开和结合。
  8. 根据权利要求7所述的变速器，其特征在于，所述第二执行组件包括：第二执行件以及与所述第二执行件相连的第二控制器；
    所述第二控制器用于控制所述第二执行件的移动，以使所述第一执行件带动所述第二离 合器的所述摩擦片靠近或远离所述离合器盖体。
  9. 一种变速器，其特征在于，包括：
    输入轴、中间轴以及设置在所述输入轴或所述中间轴上的第一离合器，所述输入轴的一端连接有电机；
    所述输入轴上设有一级传动输入齿和二级传动输入齿，所述中间轴上设有一级传动输出齿和二级传动输出齿，所述一级传动输入齿与所述一级传动输出齿相啮合，所述二级传动输入齿与所述二级传动输出齿相啮合；
    所述第一离合器为单向离合器，所述第一离合器设置在所述输入轴上时，所述第一离合器用于连接所述输入轴与所述一级传动输入齿；所述第一离合器设置在所述中间轴上时，所述第一离合器用于连接所述中间轴与所述一级传动输出齿；
    还包括：第二离合器，所述第二离合器设置在所述输入轴或所述中间轴上，所述第二离合器用于连接所述输入轴与所述二级传动输入齿，或者所述第二离合器用于连接所述中间轴与所述二级传动输出齿。
  10. 根据权利要求9所述的变速器，其特征在于，所述第一离合器包括离合器本体以及与所述离合器本体相连的滑套，所述滑套可与所述一级传动输入齿或者所述一级传动输出齿接触，以实现第一离合器与所述一级传动输入齿或者所述一级传动输出齿的结合。
  11. 根据权利要求10所述的变速器，其特征在于，所述第二离合器包括摩擦片和离合器盖体，所述摩擦片与所述输入轴或所述中间轴连接，所述离合器盖体与所述二级传动输入齿或所述二级传动输出齿连接；
    所述摩擦片与所述离合器盖体接触时，所述第二离合器与所述二级传动输入齿或所述二级传动输出齿为结合状态，所述摩擦片与所述离合器盖体分离时，所述第二离合器与所述二级传动输入齿或所述二级传动输出齿为断开状态。
  12. 根据权利要求11所述的变速器，其特征在于，还包括：第一执行组件和第二执行组件；
    所述第一执行组件用于带动所述第一离合器的至少部分移动，以使所述第一离合器的至少部分与所述一级传动输入齿或者所述一级传动输出齿接触；
    所述第二执行组件用于控制所述第二离合器的断开和结合。
  13. 根据权利要求12所述的变速器，其特征在于，所述第一执行组件包括：第一执行件以及与所述第一执行件相连的第一控制器，所述第一控制器用于控制所述第一执行件的移动，以使所述第一执行件带动所述第一离合器的所述滑套移动。
  14. 根据权利要求12所述的变速器，其特征在于，所述第二执行组件包括第二执行件以及与所述第二执行件相连的第二控制器，所述第二控制器用于控制所述第二执行件的移动，以使所述第一执行件带动所述第二离合器的所述摩擦片靠近或远离所述离合器盖体。
  15. 根据权利要求1-14任一所述的变速器，其特征在于，还包括：驻车齿，所述驻车齿和所述第一离合器均设在所述输入轴上，或者，所述驻车齿和所述第一离合器均设置在所述中间轴上。
  16. 根据权利要求1-15任一所述的变速器，其特征在于，还包括：主减传动组件，所述主减传动组件包括主减传动输入齿以及与所述主减传动输入齿相啮合的主减传动输出齿，
    所述主减传动输入齿设置在所述中间轴上，所述主减传动输出齿上设有差速器，且所述差速器与汽车的车轮连接。
  17. 根据权利要求1-16任一所述的变速器，其特征在于，所述第一离合器与所述输入轴 之间，或者所述第一离合器与所述中间轴之间通过花键联接或焊接连接。
  18. 根据权利要求1-17任一所述的变速器，其特征在于，所述一级传动输入齿和所述二级传动输入齿通过轴承连接在输入轴上，以使所述一级传动输入齿和所述二级传动输入齿围绕所述输入轴旋转；或者，
    所述一级传动输出齿和所述二级传动输出齿通过轴承连接在中间轴上，以使所述一级传动输出齿和所述二级传动输出齿围绕所述中间轴旋转。
  19. 根据权利要求6或11所述的变速器，其特征在于，所述摩擦片与所述输入轴或所述中间轴之间以及所述离合器盖体与所述二级传动输入齿或所述二级传动输出齿之间通过花键联接或焊接连接。
  20. 一种汽车，其特征在于，至少包括车轮、传动部件和电机，所述电机的转轴通过所述传动部件与所述车轮相连；
    所述传动部件包括半轴和上述权利要求1-19任一所述的变速器，所述电机的所述转轴与所述变速器的输入轴相连，且所述变速器通过所述半轴与所述车轮相连。
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