3-gear double-clutch automatic gearbox for motor electromobile

Abstract

The invention discloses a 3-gear double-clutch automatic gearbox for a motor electromobile. The 3-gear double-clutch automatic gearbox comprises a clutch K1, a clutch K2, a synchronizer, an input shaft, a second shaft parallel to the input shaft, a first-gear gear pair, a second-gear gear pair and a third-gear gear pair. The clutch K1 and the clutch K2 are arranged at the two ends of the input shaft, and the clutch K1 transmits power to the second shaft through the second-gear gear pair. The clutch K2 transmits power to the second shaft through the third-gear gear pair. The first-gear gear pair comprises a first-gear driving gear and a first-gear driven gear engaged with the first-gear driving gear. The first-gear driving gear is fixedly connected to the input shaft, and located between the second-gear gear pair and the third-gear gear pair. The synchronizer is arranged on the second shaft and located between the first-gear gear pair and the second-gear gear pair or the third-gear gearpair, and controls the first-gear driven gear of the first-gear gear pair to be connected with the second shaft. The 3-gear double-clutch automatic gearbox is mainly used for load-carrying vehicles with the load capacity larger than 10 t, meanwhile, the power of a motor is expected to be as small as possible, and therefore the specification and cost of all electrical components of the whole vehicle are reduced.

Description

technical field [0001] The invention relates to a dual-clutch automatic transmission, in particular to a 3-speed dual-clutch automatic transmission for a load electric vehicle. Background technique [0002] Pure electric vehicles have the advantages of low noise, zero emissions, and easy operation and maintenance. Because they have less impact on the environment than traditional vehicles, their prospects are widely optimistic. [0003] Because the driving motor of pure electric vehicles has good speed regulation characteristics, the power transmission system of pure electric vehicles in the industry mostly uses two-speed transmissions. -200kw), and a heavy-duty electric vehicle with a large load (usually 10-12m passenger car, load >14t), that is, when the normal use power is 80-100kw rated motor (common power), a two-speed transmission and a one-speed The design ratio is very large, so that the speed of the first gear is too low in the pure load climbing mode; after swit...

AI Technical Summary

Problems solved by technology

It can be seen that the scheme includes the first input shaft, the second input shaft, the output shaft and the countershaft, the structure is relatively complicated, and the process cost is relatively high. It is difficult to design a large input gear for the first gear, so the first gear cannot be made into a hollow shaft (mainly because the diameter of the transmission shaft passing through the hollow shaft is too small to load large torque), that is to say, in this scheme, there will be The strength of the hollow shaft of the first gear is not enough (or the diameter of the second input solid shaft is too small, the strength is not enough), and the actual engineering design cannot be completed, and at the same time, it is impossible to make an integral gear with the input gear of the third gear or other gears

In addition, in this solution, the first input shaft is inserted into the second input shaft as a through shaft, and odd-even dual clutches are used, resulting in a longer and thinner through-center shaft, which is difficult to load large torque and increases the overall shaft Rigidity requirements and processing difficulty cannot guarantee process feasibility and industrialization feasibility

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