WO2022105191A1 - 电动车的两档变速器及电动车 - Google Patents

电动车的两档变速器及电动车 Download PDF

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Publication number
WO2022105191A1
WO2022105191A1 PCT/CN2021/098113 CN2021098113W WO2022105191A1 WO 2022105191 A1 WO2022105191 A1 WO 2022105191A1 CN 2021098113 W CN2021098113 W CN 2021098113W WO 2022105191 A1 WO2022105191 A1 WO 2022105191A1
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WIPO (PCT)
Prior art keywords
clutch
speed
gear
speed transmission
intermediate shaft
Prior art date
Application number
PCT/CN2021/098113
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English (en)
French (fr)
Inventor
钟虎
胡雄
王欢
Original Assignee
华为数字能源技术有限公司
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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 EP21893345.5A priority Critical patent/EP4227554A4/en
Publication of WO2022105191A1 publication Critical patent/WO2022105191A1/zh
Priority to US18/314,324 priority patent/US20230272844A1/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
    • F16H3/089—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
    • 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
    • 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
    • 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
    • F16H3/10—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 with one or more one-way clutches as an essential feature
    • 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
    • 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
    • F16H61/04—Smoothing ratio shift
    • 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
    • F16H61/26—Generation or transmission of movements for final actuating mechanisms
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/91—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
    • 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
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H2057/02034—Gearboxes combined or connected with electric machines
    • 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
    • F16H2057/02039—Gearboxes for particular applications
    • F16H2057/02043—Gearboxes for particular applications for vehicle transmissions
    • 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
    • F16H2057/02086—Measures for reducing size of gearbox, e.g. for creating a more compact transmission casing
    • 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
    • F16H61/04—Smoothing ratio shift
    • F16H2061/0474—Smoothing ratio shift by smoothing engagement or release of positive clutches; Methods or means for shock free engagement of dog clutches
    • 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
    • F16H2063/3093—Final output elements, i.e. the final elements to establish gear ratio, e.g. dog clutches or other means establishing coupling to 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
    • 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
    • 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
    • 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
    • F16H63/08—Multiple final output mechanisms being moved by a single common final actuating mechanism
    • 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
    • F16H63/08—Multiple final output mechanisms being moved by a single common final actuating mechanism
    • F16H63/16—Multiple final output mechanisms being moved by a single common final actuating mechanism the final output mechanisms being successively actuated by progressive movement of the final actuating mechanism
    • F16H63/18—Multiple final output mechanisms being moved by a single common final actuating mechanism the final output mechanisms being successively actuated by progressive movement of the final actuating mechanism the final actuating mechanism comprising cams

Definitions

  • the present application relates to the technical field of electric vehicles, and in particular, to a two-speed transmission for an electric vehicle and an electric vehicle.
  • the transmission is an important part of the vehicle. With the development of electric vehicle technology, the transmission has also become an important component that affects the overall performance of the electric vehicle.
  • Transmissions in the prior art include single-speed transmissions and two-speed transmissions.
  • single-speed transmissions they can only find the best speed ratio within a limited vehicle speed range to achieve a balance between cost and efficiency, thus restricting the system efficiency of the vehicle. . If the speed ratio needs to be reduced in order to achieve higher vehicle speeds, the torque density of the system will decrease and the cost of the motor will increase.
  • two-speed transmission the structure and arrangement are complicated and the cost is high.
  • the technical solution of the present application provides a two-speed transmission for an electric vehicle and an electric vehicle, so as to solve the technical problems of complex structure and high cost of the two-speed transmission in the prior art.
  • a two-speed transmission for an electric vehicle which includes:
  • an input shaft for connecting with the motor the input shaft is provided with a first-speed input tooth and a second-speed input tooth;
  • An intermediate shaft is provided with a first-speed output tooth and a second-speed output tooth; the first-speed output tooth can be constantly meshed with the first-speed input tooth; the second-speed output tooth can be connected with the second-speed input tooth constant meshing;
  • a first clutch disposed on the intermediate shaft, for connecting the first-speed output teeth and the intermediate shaft;
  • a second clutch is arranged on the intermediate shaft and is used for connecting the second-speed output teeth and the intermediate shaft.
  • both the first clutch and the second clutch are arranged on the intermediate shaft, and the two-speed power output is realized by the first clutch and the second clutch, and the overall arrangement structure is simple and the cost is low.
  • the rotational speed of the intermediate shaft is lower than that of the input shaft, the risk of damage to the clutch due to the high rotational speed is reduced, the response time of the clutch is also reduced, and the drag torque of the clutch is also reduced, improving the electric vehicle. s efficiency.
  • the two-speed transmission further includes:
  • a third clutch is provided on the intermediate shaft, and is used for simultaneously engaging with the second clutch to realize parking.
  • the parking function can be replaced, so there is no need to arrange the parking gear, the arrangement space of the transmission is saved, and the structure of the transmission is more compact.
  • the first clutch includes an inner ring and an outer ring rotatable relative to the inner ring;
  • the third clutch is engageable with the first clutch to lock the outer race.
  • the third clutch can be controlled to lock the outer ring of the first clutch. After the inner ring and the outer ring have the same speed, the output of the motor is transmitted to the intermediate shaft to prevent the motor from being damaged. Power interruption.
  • the two-speed transmission further includes: an actuator and a shift member, the actuator is used to drive the shift member, so that the shift member can be used to shift the third clutch to a set position to connect the first gear output tooth with the intermediate shaft.
  • the two-speed transmission has the advantages of simple structure and smooth shifting.
  • the shift element is also used to toggle the second clutch to engage or open the second clutch.
  • the shifter can also shift the second clutch while dialing the third clutch, only one component of the shifter can realize two functions without additionally arranging other actuators, thus further simplifying the structure of the transmission, Makes the arrangement of the transmission more compact.
  • the shifting element includes a first profile and a second profile
  • the first profile is used for dialing the third clutch to a set position when the shifting member rotates, so as to connect the first-speed output tooth with the intermediate shaft;
  • the second profile is used to toggle the second clutch to engage or disengage the second clutch when the shift member is rotated.
  • the shifting element of the two-speed transmission has the advantage of being simple in structure.
  • the first profile surface and the second profile surface may be arc surfaces with smooth transition, so that the shifting member is more stable when the third clutch and the second clutch are engaged.
  • the third clutch includes a sliding sleeve, and the shifting member can toggle the sliding sleeve to engage or disengage the first-speed output teeth from the intermediate shaft.
  • the third clutch is a dog clutch.
  • the outer ring of the first clutch may have a tooth-like structure, and the tooth-like structure is combined with the inner teeth of the dog clutch, so as to realize stable engagement of the third clutch and the first clutch.
  • the two-speed transmission further comprises: a countershaft gear, the countershaft gear is arranged on the countershaft;
  • the third clutch is slidably connected to the outer race of the countershaft gear.
  • the outer ring of the first clutch is connected with the inner ring of the first gear output tooth by welding or splines.
  • the second clutch is a multi-disc dry clutch.
  • the above solution can increase the arrangement space of the two-speed transmission.
  • the two-speed transmission includes a housing, and the housing is provided on the outer side of the second clutch.
  • the housing cover is provided on the outer side of the first clutch, so as to isolate the dry clutch from the main body of the reduction box.
  • an electric vehicle which includes the above-mentioned two-speed transmission.
  • the electric vehicle provided by the present application has the characteristics of high system efficiency. Compared with the electric vehicle in the prior art, the efficiency of the powertrain system of the electric vehicle can be increased by 2.5%, and the driving range can be increased by 3-5%. The use of batteries can be reduced while the total cruising range remains unchanged, thereby reducing the cost of electric vehicles.
  • FIG. 1 is a schematic structural diagram of a two-speed transmission of an electric vehicle in an embodiment of the application
  • FIG. 2 is a schematic diagram of a two-speed transmission of an electric vehicle in a first-speed drive according to an embodiment of the application;
  • FIG. 3 is a schematic diagram of a two-speed transmission of an electric vehicle in a second-speed drive according to an embodiment of the application;
  • FIG. 5 is a front view of the shift member in FIG. 4;
  • FIG. 6 is a schematic diagram of braking energy recovery when a two-speed transmission of an electric vehicle is driven in first gear according to an embodiment of the application;
  • FIG. 7 is a schematic diagram of braking energy recovery when a two-speed transmission of an electric vehicle is driven in second gear according to an embodiment of the application.
  • FIG. 1 is a schematic structural diagram of a two-speed transmission for an electric vehicle in an embodiment of the present application.
  • the embodiment of the present application relates to a two-speed transmission for an electric vehicle.
  • the two-speed transmission includes an input shaft 1 and an intermediate shaft 4 .
  • the input shaft 1 is used to connect with the motor, and the input shaft 1 is provided with a first-speed input tooth 2 and a second-speed input tooth 3.
  • the intermediate shaft 4 is provided with a first-speed output tooth 5 and a second-speed output tooth 6, the first-speed output tooth 5 can be constantly meshed with the first-speed input tooth 2, and the second-speed output tooth 6 can be constantly meshed with the second-speed input tooth 3.
  • first-speed input tooth 2 and the second-speed input tooth 3 can be directly machined on the input shaft 1 .
  • first-speed output tooth 5 and the second-speed output tooth 6 can be hollowly sleeved on the intermediate shaft 4 through the bearing 16 .
  • the first-speed transmission consists of the first-speed input tooth 2 and the first-speed output tooth 5, and the first-speed output tooth 5 meshes with the first-speed input tooth 2 to realize the first-speed low-speed output of the electric vehicle.
  • the second-speed transmission consists of the second-speed input tooth 3 and the second-speed output tooth 6.
  • the second-speed output tooth 6 meshes with the second-speed input tooth 3 to realize the second-speed high-speed output of the electric vehicle.
  • the main reduction transmission consists of main reduction input teeth 13 and main reduction output teeth 14, and the main reduction output teeth 14 mesh with the main reduction input teeth 13 to transmit torque to the differential through the intermediate shaft 4 device 15.
  • the clutch for engaging and disengaging the second-speed input tooth 3 and the second-speed output tooth 6 is provided on the input shaft 1. Due to the high rotational speed of the input shaft 1, the working rotational speed of the clutch is relatively high, and accordingly The blasting speed will also increase, creating a risk of damage once the clutch is understrength. Also, higher clutch speeds increase the moment of inertia, which increases the clutch response time.
  • the two-speed transmission provided in the embodiment of the present application further includes a first clutch 7 and a second clutch 8, wherein the first clutch 7 may be a one-way clutch, which is arranged on the intermediate shaft 4 and is used to connect the first-speed output tooth 5 with the intermediate axis 4.
  • first clutch 7 may be a one-way clutch, which is arranged on the intermediate shaft 4 and is used to connect the first-speed output tooth 5 with the intermediate axis 4.
  • the second clutch 8 is arranged on the intermediate shaft 4 for connecting the second-speed output teeth 6 and the intermediate shaft 4 .
  • the second clutch 8 can be connected to the second gear output tooth 6 through the outer plate carrier 81 .
  • the first clutch 7 can realize the first-speed power transmission
  • the second clutch 8 can realize the second-speed power transmission
  • the first clutch 7 and the second clutch 8 are both arranged on the intermediate shaft 4. Since the rotation speed of the intermediate shaft 4 is lower than that of the input shaft 1, the number of clutches is reduced because the rotation speed is higher than that of the input shaft 1. The high risk of damage also reduces the response time of the clutch, but also reduces the clutch drag torque, increasing the efficiency of the electric vehicle.
  • the above-mentioned two-speed transmission may further include a third clutch 9 , which is arranged on the intermediate shaft 4 and is used to engage with the second clutch 8 at the same time to realize parking.
  • a third clutch 9 which is arranged on the intermediate shaft 4 and is used to engage with the second clutch 8 at the same time to realize parking.
  • the transmission path of the power input and output forms a closed loop, and the intermediate shaft 4 is locked, thereby realizing parking.
  • the first clutch 7 and the second clutch 8 are arranged on the intermediate shaft 4, the first clutch 7 and the second clutch 8 occupy a certain arrangement space. car function, so there is no need to set the parking gear. That is to say, when the third clutch 9 and the second clutch 8 are engaged at the same time, the parking function can be realized. Since there is no need to arrange the parking gear, the arrangement space of the transmission is saved, and the structure of the transmission is more compact.
  • the first clutch 7 may include an inner ring and an outer ring that can rotate relative to the inner ring, and the third clutch 9 can also be engaged with the first clutch 7 to connect the outer ring of the first clutch 7 Tighten so that the inner and outer races have equal rotational speeds.
  • the third clutch 9 can be controlled to lock the outer ring of the first clutch 7. After the inner and outer rings have the same rotational speed, the power of the motor can be output to the intermediate shaft 4, and the power will not be lost.
  • the two-speed transmission may further include an actuator 10 and a shift member 11
  • the actuator 10 may specifically be a driving component such as a motor, which is used to drive the shift member 11 , and the shift member 11 can be toggled
  • the third clutch 9 is brought to a set position to connect the first gear output tooth 5 with the intermediate shaft 4 . That is, the third clutch 9 provides a "safety" function for the first gear transmission.
  • the first clutch 7 When the first clutch 7 is engaged, the first gear output tooth 5 is connected with the intermediate shaft 4 to realize the first gear transmission.
  • the shift member 11 can toggle the third clutch 9, and once the first clutch 7 has a tendency to change from engagement to disengagement, the third clutch 9 can be engaged to connect the first gear output tooth 5 with the intermediate shaft 4, thereby To ensure the stability of a file transmission.
  • FIG. 2 is a schematic diagram of a two-speed transmission of an electric vehicle in a first-speed drive according to an embodiment of the application, as shown in FIG. 2 , wherein the direction of the arrow indicates the direction of power transmission.
  • the first gear transmission is the output of the motor to the input shaft 1, through the first gear input tooth 2 and the first gear output tooth 5, the main reduction input tooth 13 and the main reduction output tooth 14, to the differential 15 and then transmitted to the axle shaft .
  • the third clutch 9 reaches the second position and can be switched to the second gear drive.
  • FIG. 3 is a schematic diagram of a two-speed transmission of an electric vehicle in a second-speed drive according to an embodiment of the application, as shown in FIG. 3 , where the direction of the arrow indicates the direction of power transmission.
  • the second-speed transmission is the output of the motor to the input shaft 1, through the second-speed input tooth 3 and the second-speed output tooth 6, the main reduction input tooth 13 and the main reduction output tooth 14, to the differential 15 and then transmitted to the axle shaft .
  • the two-speed transmission has the advantages of simple structure and smooth shifting.
  • the above-mentioned actuator 10 may be driven by a BLDC motor, with a built-in or externally mounted reduction mechanism with a large speed ratio, and the reduction mechanism may be one or more groups of planetary rows, or a worm gear reduction mechanism.
  • the above-mentioned shift member 11 can also be used to toggle the second clutch 8 to engage or open the second clutch 8 .
  • the shift member 11 toggles the second clutch 8 so that the second clutch 8 is opened, the second gear drive is disconnected, the first clutch 7 is engaged, and the third clutch 9 reaches the first position , the first gear output tooth 5 is connected with the intermediate shaft 4 to realize power shifting.
  • the third clutch 9 reaches the second position, the first gear output tooth 5 is disconnected from the intermediate shaft 4, and the first clutch 7 is also disconnected accordingly.
  • the shift member 11 toggles the second clutch 8 to engage the second clutch 8, and the second-speed output tooth 6 is connected with the intermediate shaft 4, so that the second-speed drive can be realized. Since the shift member 11 can also dial the second clutch 8 when the third clutch 9 is toggled, only one component of the shift member 11 can achieve two functions without additionally arranging other actuators, which further simplifies The structure of the transmission makes the arrangement of the transmission more compact.
  • FIG. 4 is a schematic structural diagram of a specific shifting member
  • FIG. 5 is a front view of the shifting member in FIG. 4
  • the shifting member 11 may specifically be a shifting drum
  • the shifting member 11 may specifically include a first profile surface 111 and a second profile surface 112 , and the first profile surface 111 is used for changing
  • the third clutch 9 is toggled to a set position so that the first gear output tooth 5 is connected with the intermediate shaft 4 to realize power shifting.
  • the second profile 112 is used to toggle the second clutch 8 to engage or open the second clutch 8 when the shift member 11 is rotated.
  • the first profile surface 111 and the second profile surface 112 may be arcs with smooth transition, so that the shifting member 11 is more stable when the third clutch 9 and the second clutch 8 are shifted.
  • the third clutch 9 may include a sliding sleeve, and the shifting member 11 can toggle the sliding sleeve to engage or disengage the first gear output tooth 5 from the intermediate shaft 4 .
  • the body of the third clutch 9 can be connected to the intermediate shaft 4 by splines or welding, and the sliding sleeve can slide relative to the body.
  • the sliding sleeve can be fixed on the output tooth 5 of the first gear, and the shifting member 11 engages and disengages the output tooth 5 of the first gear and the third clutch 9 by dialing the sliding sleeve of the third clutch 9, so as to realize the transmission of the transmission torque of the first gear. and disconnect.
  • the third clutch 9 may be a dog clutch.
  • the outer ring of the first clutch 7 may have a tooth-like structure, and the tooth-like structure is combined with the inner teeth of the dog clutch, so as to realize the stable engagement of the third clutch 9 and the first clutch 7 .
  • the two-speed transmission may further include a countershaft gear 12 , the countershaft gear 12 is arranged on the countershaft 4 , and the third clutch 9 is slidably connected to the outer ring of the countershaft gear 12 .
  • the third clutch 9 can be fixed on the intermediate shaft 4 by means of splines.
  • a possible implementation is that the inner ring of the first clutch 7 is connected with the intermediate shaft 4 , and the outer ring of the first clutch 7 is connected with the inner ring of the first gear output tooth 5 by welding or splines.
  • the second clutch 8 may adopt a multi-plate dry clutch.
  • the above-mentioned two-speed transmission may further include a housing, which is provided on the outside of the second clutch 8 to isolate the dry clutch from the main body of the reduction box.
  • FIG. 6 is a schematic diagram of braking energy recovery when a two-speed transmission of an electric vehicle is driven in first gear according to an embodiment of the present application.
  • the two-speed transmission provided by the embodiment of the present application is in a first gear. gear position, the first clutch 7 is in an engaged state, the third clutch 9 is in an engaged state, and the second clutch 8 is in an open state.
  • the power from the wheel end is transmitted to the differential 15 through the half shaft, and then reaches the motor through the main reduction output tooth 14 and the main reduction input tooth 13, the first clutch 7, the first gear output tooth 5, and the first gear input tooth 2 to realize the first gear.
  • the function of braking force feedback is provided to the embodiment of the present application.
  • FIG. 7 is a schematic diagram of the braking energy recovery of a two-speed transmission of an electric vehicle in the second-speed driving according to the embodiment of the application.
  • the two-speed transmission provided by the embodiment of the application is in the second gear position
  • the first clutch 7 is in an open state (a freely rotatable state)
  • the third clutch 9 is in an open state
  • the second clutch 8 is in an engaged state.
  • the power from the wheel end is transmitted to the differential 15 through the half shaft, and then reaches the motor through the main reducer output tooth 14, the main reducer input tooth 13, the second clutch 8, the second gear output tooth 6, and the second gear input tooth 3 to achieve the second gear.
  • the function of braking force feedback is provided by the embodiment of the application in the second gear position
  • the first clutch 7 is in an open state (a freely rotatable state)
  • the third clutch 9 is in an open state
  • the second clutch 8 is in an engaged state.
  • the power from the wheel end is transmitted to the differential 15 through the half shaft, and then reaches the
  • the embodiment of the present application also provides an electric vehicle, the electric vehicle includes the two-speed transmission provided by any embodiment of the present application.
  • the electric vehicle has the characteristics of high system efficiency. Compared with the electric vehicle in the prior art, the efficiency of the powertrain system of the electric vehicle can be increased by 2.5%, and the driving range can be increased by 3-5%. The use of batteries can be reduced while the total cruising range remains unchanged, thereby reducing the cost of electric vehicles.

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Abstract

一种电动车的两档变速器，包括输入轴（1）、中间轴（4）、第一离合器（7）和第二离合器（8），输入轴用于与电机连接，其上设置有一档输入齿（2）和二档输入齿（3），中间轴上设置有一档输出齿（5）和二档输出齿（6），一档输出齿能与一档输入齿常啮合，二档输出齿能与二档输入齿常啮合，第一离合器设置在中间轴上，连接一档输出齿与中间轴，第二离合器设置在中间轴上，连接二档输出齿与中间轴。该两档变速器的第一离合器和第二离合器均设置在中间轴上，整体布置结构简单，成本较低，由于中间轴的转速较输入轴的转速低，减少了离合器因为转速较高而造成损坏的风险，降低了离合器的响应时间和拖曳扭矩，提高了电动车的效率。还涉及包括该两档变速器的电动车。

Description

电动车的两档变速器及电动车
本申请要求于2020年11月17日提交中国专利局、申请号为202011286691.8、发明名称为“电动车的两档变速器及电动车”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本申请涉及电动车技术领域，尤其涉及一种电动车的两档变速器及电动车。
背景技术
变速器是车辆的重要组成部分，随着电动车技术的发展，变速器也成为影响电动车整体性能的重要零部件。
现有技术中的变速器包括单档变速器、两档变速器，对于单档变速箱，其只能在有限车速范围内寻找最佳的速比来实现成本和效率的平衡，因此会制约车辆的系统效率。如果为了达到更高的车速，则需要降低速比，会导致系统扭矩密度下降，增加电机成本。对于两档变速器，其结构布置复杂，成本较高。
申请内容
本申请技术方案提供了一种电动车的两档变速器及电动车，以解决现有技术中两档变速器的结构复杂、成本高的技术问题。
第一方面，提供了一种电动车的两档变速器，其包括：
用于与电机连接的输入轴，所述输入轴上设置有一档输入齿和二档输入齿；
中间轴，所述中间轴上设置有一档输出齿和二档输出齿；所述一档输出齿能与所述一档输入齿常啮合；所述二档输出齿能与所述二档输入齿常啮合；
第一离合器，设置在所述中间轴上，用于连接所述一档输出齿与所述中间轴；
第二离合器，设置在所述中间轴上，用于连接所述二档输出齿与所述中间轴。
本申请提供的两档变速器中，第一离合器和第二离合器均设置在中间轴上，通过第一离合器和第二离合器来实现两档动力输出，其整体布置结构简单，成本较低。此外，由于中间轴的转速较输入轴的转速低，因此，减少了离合器因为转速较高而造成损坏的风险，也降低了离合器的响应时间，而且还降低了离合器的拖曳扭矩，提高了电动车的效率。
在一种可能的实施方式中，所述两档变速器还包括：
第三离合器，设置在所述中间轴上，用于与所述第二离合器同时接合实现驻车。
当第三离合器和第二离合器同时接合后，可以取代驻车功能，因此无需布置驻车齿轮，节约了变速器的布置空间，使变速器的结构更加紧凑。
在一种可能的实施方式中，所述第一离合器包括内圈和能相对于所述内圈转动的外圈；
所述第三离合器能够与所述第一离合器接合，以将所述外圈锁紧。
在一档行驶过程中，路况发生变化时，可以控制第三离合器将第一离合器的外圈锁紧，内圈和外圈具有相等的转速后，电机的输出传递到中间轴，以防止电机的动力中断。
在一种可能的实施方式中，所述两档变速器还包括：执行器和换挡件，所述执行器用于驱动所述换挡件，使所述换挡件能够拨动所述第三离合器到设定的位置以使所述一档输出齿与所述中间轴连接。
通过设置执行器和换挡件来拨动第三离合器，使两档变速器具有结构简单、换挡平稳的优点。
在一种可能的实施方式中，所述换挡件还用于拨动所述第二离合器，以使所述第二离合器接合或打开。
由于换挡件在拨动第三离合器的同时，还能够拨动第二离合器，仅换挡件一个部件就能实现两个功能，无需额外布置其他的执行机构，因此进 一步简化了变速器的结构，使变速器的布置更加紧凑。
在一种可能的实施方式中，所述换挡件包括第一型面和第二型面；
所述第一型面用于在所述换挡件转动时，拨动所述第三离合器到设定的位置以使所述一档输出齿与所述中间轴连接；
所述第二型面用于在所述换挡件转动时，拨动所述第二离合器，以使所述第二离合器接合或打开。
上述方案中，两档变速器的换挡件具有结构简单的优点。第一型面和第二型面可以是平滑过渡的弧面，以使换挡件在拨动第三离合器和第二离合器时更加平稳。
在一种可能的实施方式中，所述第三离合器包括滑套，所述换挡件能够拨动所述滑套，以使所述一档输出齿与所述中间轴接合或分离。
在一种可能的实施方式中，所述第三离合器为犬齿离合器。
上述方案中，第一离合器的外圈可以具有齿状结构，齿状结构与犬齿离合器的内齿结合，能够实现第三离合器与第一离合器的稳定接合。
在一种可能的实施方式中，所述两档变速器还包括：中间轴齿轮，所述中间轴齿轮设置在所述中间轴上；
所述第三离合器可滑动地连接于所述中间轴齿轮的外圈。
在一种可能的实施方式中，所述第一离合器的外圈与所述一档输出齿的内圈通过焊接或花键连接。
在一种可能的实施方式中，所述第二离合器为多片式干式离合器。
上述方案能够提高两档变速器的布置空间。
在一种可能的实施方式中，所述两档变速器包括壳体，所述壳体罩设在所述第二离合器的外侧。
干式离合器如果沾水或者油，摩擦特性会发生变化，从而导致传递扭矩大幅下降，并可能产生摩擦片烧蚀。而且，干式摩擦片磨损后产生的碎屑会污染变速箱内的传动油。因此，上述方案中，该壳体罩设在第一离合器的外侧，从而将干式离合器与减速箱主体隔离。
第二方面，提供了一种电动车，其包括上述的两档变速器。
本申请提供的电动车该电动车具有系统效率高的特点。与现有技术中 的电动车相比，可实现电动车动力总成系统效率提高2.5％，续驶里程提高3～5％。在总续航里程不变的情况下可以降低电池的使用量，从而降低了电动车的成本。
附图说明
图1为本申请实施例中一种电动车的两档变速器的结构示意图；
图2为本申请实施例中一种电动车的两档变速器在一档驱动时的示意图；
图3为本申请实施例中一种电动车的两档变速器在二档驱动时的示意图；
图4为一种具体的换挡件的结构示意图；
图5为图4中的换挡件的主视图；
图6为本申请实施例中一种电动车的两档变速器在一档驱动时制动能量回收的示意图；
图7为本申请实施例中一种电动车的两档变速器在二档驱动时制动能量回收的示意图。
附图标记
1-输入轴；2-一档输入齿；3-二档输入齿；4-中间轴；5-一档输出齿；6-二档输出齿；7-第一离合器；8-第二离合器；81-外片支架；9-第三离合器；10-执行器；11-换挡件；111-第一型面；112-第二型面；12-中间轴齿轮；13-主减输入齿；14-主减输出齿；15-差速器；16-轴承。
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。
首先对本申请实施例所涉及的场景进行介绍，图1为本申请实施例中一种电动车的两档变速器的结构示意图，参照图1所示，本申请实施例涉及电动车的两档变速器，两档变速器包括输入轴1和中间轴4。其中，输 入轴1用于与电机连接，输入轴1上设置有一档输入齿2和二档输入齿3。中间轴4上设置有一档输出齿5和二档输出齿6，一档输出齿5能与一档输入齿2常啮合，二档输出齿6能与二档输入齿3常啮合。
在一种具体的实施方式中，一档输入齿2和二档输入齿3可以直接加工在输入轴1上。
在一种具体的实施方式中，一档输出齿5和二档输出齿6可以通过轴承16空套在中间轴4上。
也就是说，一档传动由一档输入齿2和一档输出齿5组成，一档输出齿5与一档输入齿2啮合能够实现电动车的一档低速输出。二档传动由二档输入齿3和二档输出齿6组成，二档输出齿6与二档输入齿3啮合能够实现电动车的二档高速输出。
在一种可能的实现方式中，主减传动由主减输入齿13和主减输出齿14组成，主减输出齿14与主减输入齿13啮合，以将扭矩通过中间轴4传递到差速器15。
在现有技术中，使二档输入齿3和二档输出齿6接合和分离的离合器设置在输入轴1上，由于输入轴1的转速较高，会导致离合器的工作转速较高，相应地爆破转速也会提高，一旦离合器的强度不足会造成损坏的风险。而且，离合器转速较高，转动惯量增加，会增加离合器的响应时间。
本申请实施例提供的两档变速器还包括第一离合器7和第二离合器8，其中，第一离合器7可以是单向离合器，设置在中间轴4上，用于连接一档输出齿5与中间轴4。
第二离合器8设置在中间轴4上，用于连接二档输出齿6与中间轴4。第二离合器8可以通过外片支架81连接在二档输出齿6上。
也就是说，第一离合器7能够实现一档动力传递，第二离合器8能够实现二档动力传递。
本申请实施例提供的两档变速器中，第一离合器7和第二离合器8均设置在中间轴4上，由于中间轴4的转速较输入轴1的转速低，因此，减少了离合器因为转速较高而造成损坏的风险，也降低了离合器的响应时间，而且还降低了离合器的拖曳扭矩，提高了电动车的效率。
在一种可能的实施方式中，上述两档变速器还可以包括第三离合器9，该第三离合器9设置在中间轴4上，用于与第二离合器8同时接合实现驻车。具体地，当第三离合器9和第二离合器8同时接合时，动力输入输出的传递路径形成闭环，中间轴4被锁紧，从而实现驻车。中间轴4在布置了第一离合器7和第二离合器8之后，第一离合器7和第二离合器8占据了一定的布置空间，通过第三离合器9和第二离合器8的同时接合，可以取代驻车功能，因此无需再设置驻车齿轮。也就是说，当第三离合器9和第二离合器8同时接合后，即能实现驻车功能。由于无需布置驻车齿轮，节约了变速器的布置空间，使变速器的结构更加紧凑。
在一种可能的实施方式中，第一离合器7可以包括内圈和能相对于内圈转动的外圈，第三离合器9还能够与第一离合器7接合，将上述第一离合器7的外圈锁紧，以使内圈和外圈具有相等的转速。当一档行驶过程中，路况发生变化时，有时候会发生外圈转速大于内圈转速的现象。例如车辆在由平缓路段过渡到下坡时，外圈转速大于内圈转速，这样会导致第一离合器7断开，导致电机的动力无法输出到中间轴4，造成动力丢失。因此，在路况变化时，可以控制第三离合器9将第一离合器7的外圈锁紧，内圈和外圈具有相等的转速后，电机的动力能够输出到中间轴4，动力不会丢失。
在一种可能的实施方式中，两档变速器还可以包括执行器10和换挡件11，执行器10具体可以是电机等驱动部件，用于驱动换挡件11，换挡件11能够拨动第三离合器9到设定的位置以使一档输出齿5与中间轴4连接。也就是说，第三离合器9为一档传输提供了“保险”的作用。当第一离合器7接合时，一档输出齿5与中间轴4连接，实现一档传输。这时，换挡件11能够拨动第三离合器9，一旦第一离合器7具有从接合变为分离的趋势，第三离合器9就能够接合以使一档输出齿5与中间轴4连接，从而保证了一档传输的稳定。
图2为本申请实施例中一种电动车的两档变速器在一档驱动时的示意图，如图2所示，其中箭头方向表示动力传递的方向。可以看出，一档传动为电机输出至输入轴1，经一档输入齿2和一档输出齿5、主减输入齿 13和主减输出齿14，至差速器15再传递到半轴。
当需要二档驱动时，第三离合器9到达第二位置，就能够切换到二档驱动。
图3为本申请实施例中一种电动车的两档变速器在二档驱动时的示意图，如图3所示，其中箭头方向表示动力传递的方向。可以看出，二档传动为电机输出至输入轴1，经二档输入齿3和二档输出齿6、主减输入齿13和主减输出齿14，至差速器15再传递到半轴。
通过设置执行器10和换挡件11来拨动第三离合器9，使两档变速器具有结构简单、换挡平稳的优点。
上述执行器10可以是由一个BLDC电机驱动，内置或者外置一个大速比的减速机构，该减速机构可以是一组或者是多组行星排，或者是蜗轮蜗杆减速机构。
进一步地，上述换挡件11还可以用于拨动第二离合器8，以使第二离合器8接合或打开。具体地，当需要一档驱动时，换挡件11拨动第二离合器8，以使第二离合器8打开，二档驱动被断开，第一离合器7接合，第三离合器9到达第一位置，一档输出齿5与中间轴4实现连接，实现动力换档。当需要二档驱动时，第三离合器9到达第二位置，一档输出齿5与中间轴4断开，第一离合器7也会随之断开。与此同时，换挡件11拨动第二离合器8，以使第二离合器8接合，二档输出齿6与中间轴4实现连接，可以实现二档驱动。由于换挡件11在拨动第三离合器9的同时，还能够拨动第二离合器8，仅换挡件11一个部件就能实现两个功能，无需额外布置其他的执行机构，因此进一步简化了变速器的结构，使变速器的布置更加紧凑。
图4为一种具体的换挡件的结构示意图，图5为图4中的换挡件的主视图。如图4和图5所示，换挡件11具体可以为换挡鼓，换挡件11可以具体地包括第一型面111和第二型面112，该第一型面111用于在换挡件11转动时，拨动第三离合器9到设定的位置以使一档输出齿5与中间轴4实现连接，实现动力换档。第二型面112用于在换挡件11转动时，拨动第二离合器8，以使第二离合器8接合或打开。第一型面111和第二型面 112可以是平滑过渡的弧形，以使换挡件11在拨动第三离合器9和第二离合器8时更加平稳。
在一种具体的实施方式中，第三离合器9可以包括滑套，换挡件11能够拨动该滑套，以使一档输出齿5与中间轴4接合或分离。具体地，第三离合器9的本体可以通过花键或焊接连接在中间轴4上，滑套可以相对于本体滑动。滑套可以固定在一档输出齿5上，换挡件11通过拨动第三离合器9的滑套来将一档输出齿5和第三离合器9接合和分离，从而实现一档传输扭矩的传递和断开。
具体地，第三离合器9可以是犬齿离合器。第一离合器7的外圈可以具有齿状结构，齿状结构与犬齿离合器的内齿结合，能够实现第三离合器9与第一离合器7的稳定接合。
在一种可能的实施方式中，两档变速器还可以包括中间轴齿轮12，中间轴齿轮12设置在中间轴4上，第三离合器9可滑动地连接于中间轴齿轮12的外圈。在另一种可能的实施方式中，第三离合器9可以通过花键固定在中间轴4上。
一种可能的实现方式是，第一离合器7的内圈与中间轴4连接，第一离合器7的外圈与一档输出齿5的内圈通过焊接或花键连接。
为了进一步提高两档变速器的布置空间，第二离合器8可以采用多片式干式离合器。
干式离合器如果沾水或者油，摩擦特性会发生变化，从而导致传递扭矩大幅下降，并可能产生摩擦片烧蚀。而且，干式摩擦片磨损后产生的碎屑会污染变速箱内的传动油。因此，上述两档变速器还可以包括壳体，该壳体罩设在第二离合器8的外侧，从而将干式离合器与减速箱主体隔离。
图6为本申请实施例中一种电动车的两档变速器在一档驱动时制动能量回收的示意图，如图6所示，在该状态下，本申请实施例提供的两档变速器处于一档位置，第一离合器7处于结合状态，第三离合器9处于结合状态，第二离合器8处于打开状态。来自轮端的动力经过半轴传递到差速器15，再经过主减输出齿14和主减输入齿13、第一离合器7以及一档输出齿5、一档输入齿2到达电机，实现一档制动力回馈的功能。
图7为本申请实施例中一种电动车的两档变速器在二档驱动时制动能量回收的示意图，如图7所示，在该状态下，本申请实施例提供的两档变速器处于二档位置，第一离合器7处于打开状态(可自由旋转的状态)，第三离合器9处于打开状态，第二离合器8处于结合状态。来自轮端的动力经过半轴传递到差速器15，再经过主减输出齿14和主减输入齿13、第二离合器8以及二档输出齿6、二档输入齿3到达电机，实现二档制动力回馈的功能。
本申请实施例还提供了一种电动车，该电动车包括本申请任意实施例提供的两档变速器。该电动车具有系统效率高的特点。与现有技术中的电动车相比，可实现电动车动力总成系统效率提高2.5％，续驶里程提高3～5％。在总续航里程不变的情况下可以降低电池的使用量，从而降低了电动车的成本。
以上仅为本申请的优选实施例而已，并不用于限制本申请，对于本领域的技术人员来说，本申请可以有各种更改和变化。凡在本申请的精神和原则之内，所作的任何修改、等同替换、改进等，均应包含在本申请的保护范围之内。

Claims (13)

  1. 一种电动车的两档变速器，其特征在于，包括：
    用于与电机连接的输入轴，所述输入轴上设置有一档输入齿和二档输入齿；
    中间轴，所述中间轴上设置有一档输出齿和二档输出齿；所述一档输出齿能与所述一档输入齿常啮合；所述二档输出齿能与所述二档输入齿常啮合；
    第一离合器，设置在所述中间轴上，用于连接所述一档输出齿与所述中间轴；
    第二离合器，设置在所述中间轴上，用于连接所述二档输出齿与所述中间轴。
  2. 根据权利要求1所述的两档变速器，其特征在于，所述两档变速器还包括：
    第三离合器，设置在所述中间轴上，用于与所述第二离合器同时接合实现驻车。
  3. 根据权利要求2所述的两档变速器，其特征在于，所述第一离合器包括内圈和能相对于所述内圈转动的外圈；
    所述第三离合器能够与所述第一离合器接合，以将所述外圈锁紧。
  4. 根据权利要求2或3所述的两档变速器，其特征在于，所述两档变速器还包括：执行器和换挡件，所述执行器用于驱动所述换挡件，使所述换挡件能够拨动所述第三离合器到设定的位置以使所述一档输出齿与所述中间轴连接。
  5. 根据权利要求4所述的两档变速器，其特征在于，所述换挡件还用于拨动所述第二离合器，以使所述第二离合器接合或打开。
  6. 根据权利要求5所述的两档变速器，其特征在于，所述换挡件包括第一型面和第二型面；
    所述第一型面用于在所述换挡件转动时，拨动所述第三离合器到设定的位置以使所述一档输出齿与所述中间轴连接；
    所述第二型面用于在所述换挡件转动时，拨动所述第二离合器，以使所述第二离合器接合或打开。
  7. 根据权利要求4-6任一项所述的两档变速器，其特征在于，所述第三离合器包括滑套，所述换挡件能够拨动所述滑套，以使所述一档输出齿与所述中间轴接合或分离。
  8. 根据权利要求2所述的两档变速器，其特征在于，所述第三离合器为犬齿离合器。
  9. 根据权利要求2所述的两档变速器，其特征在于，所述两档变速器还包括：中间轴齿轮，所述中间轴齿轮设置在所述中间轴上；
    所述第三离合器可滑动地连接于所述中间轴齿轮的外圈。
  10. 根据权利要求2所述的两档变速器，其特征在于，所述第一离合器的外圈与所述一档输出齿的内圈通过焊接或花键连接。
  11. 根据权利要求1-10任一项所述的两档变速器，其特征在于，所述第二离合器为多片式干式离合器。
  12. 根据权利要求11所述的两档变速器，其特征在于，所述两档变速器包括壳体，所述壳体罩设在所述第二离合器的外侧。
  13. 一种电动车，其特征在于，包括权利要求1-12任一项所述的两档变速器。
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