CN102227328B - 电驱动双速变速驱动桥 - Google Patents

电驱动双速变速驱动桥 Download PDF

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Publication number
CN102227328B
CN102227328B CN200980148145.3A CN200980148145A CN102227328B CN 102227328 B CN102227328 B CN 102227328B CN 200980148145 A CN200980148145 A CN 200980148145A CN 102227328 B CN102227328 B CN 102227328B
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China
Prior art keywords
electric drive
clutch
drive module
module
link
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Expired - Fee Related
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CN200980148145.3A
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CN102227328A (zh
Inventor
约翰·R·福赛思
马里奥·C·德桑蒂斯
凯利·拉特瑙
诺埃尔·R·麦克
理查德·A·邦科夫斯基
大卫·W·文森
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Magna Powertrain of America Inc
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Magna Powertrain of America Inc
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    • 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
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    • 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
    • B60K17/22—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or type of main drive shafting, e.g. cardan shaft
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
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    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/52—Driving a plurality of drive axles, e.g. four-wheel drive
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
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    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
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Abstract

一种用于机动车的电驱动模块，包括电动机、第一输入构件、第一输出构件和双速模块。所述双速模块选择性地使所述第一输入构件与所述输出构件以两个不同的传动比之一传动地互连。减速单元包括由所述第一输出构件驱动的第二输入构件，并且具有以相对于所述第二输入构件降低的速度被驱动的第二输出构件。差速器组件具有由所述第二输出构件驱动的输入。第一差速器输出驱动第一输出轴，而第二差速器输出驱动第二输出轴。

Description

电驱动双速变速驱动桥
相关申请的交叉引用
本申请要求2008年11月7日提交的美国临时专利申请No.61/112,339的权益。上述申请的完整公开内容通过参引结合入本文。
技术领域
本公开涉及一种用于机动车的电驱动系统。更具体地，本公开涉及用于电动和混合动力车辆的双速电驱动模块。
背景技术
汽车制造商积极工作开发替代性动力系系统，努力降低由装备有内燃发动机的常规车辆排放至空气中的污染物水平。重大的发展已经指向电动车辆和燃料电池车辆。这些替代性动力系系统仍在开发过程中。此外，最近已经提供了几种不同的混合动力电动车辆用于出售。这些混合动力车辆装备有可以独立操作或组合操作以驱动车辆的内燃发动机和电动机。
有两种典型类型的混合动力车辆，即，串联式混合动力和并联式混合动力。在串联式混合动力车辆中，动力由从电池中获取电能的电动机传送至车轮。在串联式混合动力车辆中使用发动机驱动发电机。该发电机将电力直接供给至电动机，或在充电状态下降为低于预定值时为电池充电。在并联式混合动力车辆中，电动机和发动机可以根据车辆的运行状况独立地操作或组合操作。通常，用于这种并联式混合动力车辆的控制策略采用只使用电动机来驱动车辆的低负荷模式、只使用发动机来驱动车辆的高负荷模式、以及发动机和电动机两者都用于驱动车辆的中间辅助模式。不管使用哪种混合动力驱动系统，混合动力车辆都是常规车辆的高度改型，这些改型由于元件、所需控制系统和特殊化的装配要求而很昂贵。
混合动力式动力系已经另外适于用在四轮驱动车辆中，并且通常使用上文提到的并联式混合动力式动力系以驱动主车轮，并使用第二电动机以驱动副车轮。很明显，这种四轮驱动系统极其昂贵且难于装配。因此，需要开发用在四轮驱动车辆中的、使用许多常规动力系部件从而使特殊化装配最小化并降低成本的单独电动力式动力系或混合动力式动力系。
发明内容
一种用于机动车的电驱动模块包括电动机、第一输入构件、第一输出构件和双速模块。所述双速模块选择性地使所述第一输入构件与所述输出构件以两个不同的传动比之一传动地互连。减速单元包括由所述第一输出构件驱动的第二输入构件，并具有以相对于所述第二输入构件降低的速度被驱动的第二输出构件。差速器组件具有由所述第二输出构件驱动的输入。第一差速器输出驱动第一输出轴，而第二差速器输出驱动第二输出轴。
根据本文提供的详细描述，本公开的其它可应用领域将变得显而易见。但应当理解，尽管这些详细描述及具体示例表示本公开的优选实施方式，但是由于本具体公开的合理范围内的各种改变和修改对于本领域普通技术人员会变得显而易见，故而这些详细描述及具体示例仅用于示例性目的。
附图说明
本文所载附图仅用于示例选定的实施方式而非所有可能的实施方式，且无意于限制本公开的范围。
图1是示出了根据本公开的用于四轮驱动车辆的混合动力式动力系的示意图；
图2是用于本公开的混合动力式动力系的替代性设置的示意图；
图3是本公开的电动式动力系替代性设置的示意图；
图4是与图1至图3的动力系相关联的电驱动模块的横截面图；
图5是图4的放大部分的横截面图，更详细地示出了与电驱动模块的变速箱相关联的部件；
图6是图4的另一放大部分的横截面图，示出了与双速模块相关联的部件；
图7是电驱动模块的横截面侧视图，该电驱动模块构造成无双速模块的单速单元；
图8是图示转矩与电动机速度的关系曲线图；
图9是示出了替代性电驱动双速模块的局部横截面图；
图10是示出了另一替代性电动双速模块的局部横截面图；
图11是示出了另一替代性电动双速模块的局部横截面图；
图12是具有同轴对准的驱动构件的另一替代性电驱动模块的示意图；和
图13是具有偏移输出构件的替代性电驱动模块的示意图。
在所有附图的数个视图中相应的数字指示相应的零件。
具体实施方式
现在参照附图更完全地描述示例性实施方式。
本公开涉及包括电动机的电驱动模块组件。该电驱动模块受到电控制以将动力(即驱动扭矩)传送至一对与地面接合的车轮。电动机、单速变速箱和任选的双速模块的紧凑型设置允许使用电驱动模块代替常规的车桥组件。因此，常规的后轮驱动和前轮驱动动力系可以与该电驱动模块组合使用，从而构建用于四轮驱动车辆的混合动力驱动系统。替代性地，电驱动模块也可以用在由电池单独供能的车辆中。因此，下文将以使相关领域普通技术人员完全领会和理解本公开提供的显著优点的方式阐述电驱动模块的各种特征和功能特性。
参照图1，示出了用于混合动力电动车辆10的四轮驱动动力系。该四轮驱动动力系包括第一动力式传动系12和第二动力式传动系14。第一动力式传动系12包括内燃发动机16、变速器18、驱动轴20和连接一对车轮24的车桥组件22。发动机动力通过变速器18和驱动轴20传送至与车桥组件22相关联的差速器单元26。传送至差速器单元26的驱动扭矩通过半轴28和30传递至车轮24。第二动力式传动系14包括电驱动模块32。电驱动模块32通过半轴36和40驱动第二对车轮34。
在图1中示出的具体布置中，第一动力式传动系12将动力传送至后轮24，而第二动力式传动系14将动力传送至前轮34。很明显，本领域普通技术人员可以理解，可以利用相对的动力系设置，使得电驱动模块32将动力供给至后轮。为了更好地图示此设置，图2示出了通过半轴28和30将动力供给至后轮24的模块32，而发动机动力通过变速驱动桥18A和半轴36和40供给至前轮34。不管具体设置如何，混合动力车辆10包括两个不同的动力式传动系，两个不同的动力式传动系既能够独立操作以驱动车辆也能够组合操作以驱动车辆。
如图3中示出的，也可以设想电驱动模块32可以是车辆10的单独动力源，而不存在内燃发动机。因此，前轮34通过半轴36和40接收由电驱动模块32提供的扭矩。
现在将参照图4至图6详细描述电驱动模块32。电驱动模块32包括多段式壳体组件42。多段式壳体组件42限定由径向支撑壁48分隔开的马达室44和变速箱室46。电驱动模块32可以构造为单速或双速动力传输装置。双速驱动模块50可以联接至壳体组件42作为用螺栓紧固的改型以提供双速功能。双速驱动模块50包括外壳52。外壳52具有通过紧固件56固定至壳体组件42的第一端。外壳52的第二端由盖57密封。变速电动机组件58位于马达室44内，并且包括固定至壳体组件42的绕线式定子60和长形管状转子轴62。转子轴62由轴承组件64在其相对端部处支撑以相对于壳体组件42转动。电动机组件58还包括固定为与转子轴62一起转动的转子组件66。
电驱动模块32还包括位于变速箱室46中的变速箱68。该变速箱68包括减速单元70和锥齿轮差速器72。减速单元70包括第一减速齿轮组74和第二减速齿轮组80。第一减速齿轮组74具有与第一从动齿轮78常啮合的第一驱动齿轮76。第二减速齿轮组80具有与第二从动齿轮84常啮合的第二驱动齿轮82。第一驱动齿轮76固定为与传动轴86一起转动，传动轴86提供来自双速驱动模块50的动力。第一从动齿轮78和第二驱动齿轮82固定为与中间轴88一起转动，中间轴88由轴承90可转动地支撑。第一驱动齿轮76通过花键连接92固定为与传动轴86一起转动，而第二从动齿轮84固定至锥齿轮差速器72的外壳94。在第一驱动齿轮76的两侧设置推力轴承96和98。其他的支承设置也是可能的。
参照图5，锥齿轮差速器72包括可转动地支撑钟形外壳94的一对轴承100。锥齿轮差速器72还包括通过花键连接110固定至第一输出轴112的第一半轴齿轮108、通过花键连接116固定至第二输出轴118的第二半轴齿轮114、以及至少一对与所述半轴齿轮108和114啮合的小齿轮120。小齿轮120可转动地支撑在小齿轮轴122上。小齿轮轴122的相对端部设置在形成于外壳94上的对置的孔124中。此外，卡环126和128相对于相应的输出轴112和118在轴向上约束半轴齿轮108和114受到限制。
设置驻车止动爪(parking pawl)组件130以选择性地使与第一驱动齿轮76一体形成的驻车齿轮132与壳体42相连。驻车齿轮132包括多个齿134，所述多个齿134能够选择性地与驻车止动爪136接合。该驻车止动爪136可转动地设置在止动爪轴138上。当止动爪136与齿134接合时，减速单元70内的部件的转动受到限制。因此车辆10的运动也受到限制。驻车止动爪136可以绕止动爪轴138转动地移位，以变为与齿134脱离啮合，从而允许减速单元70内的部件如先前描述的那样转动。
根据电驱动模块32的使用，输出轴112和118适于连接至用于图1中示出的混合动力式动力系设置的相应的前桥半轴36和40，或替代性地，连接至用于图2中示出的动力系设置的相应的后桥半轴28和30。通过这种方式，电驱动模块32用作可以独立控制的、或者与基于发动机的动力系组合的电动力式辅助车桥组件。第二输出轴118示出为延伸穿过管状转子轴62以提供紧凑型设置。
应当理解，电驱动模块32可以通过组装几乎所有先前描述的部件但不组装双速模块50而构造为如图7中示出的单速动力传输装置。将盖57联接至壳体42代替双速模块50。传动轴87无需如先前关于传动轴86所描述的那样延伸穿过转子轴62。如此，转子轴62将扭矩直接传递至第一驱动齿轮76。
再次参照如在图4和图6中最佳示出的双速设置，双速模块50包括彼此协作地作用的行星齿轮组140、第一离合器142、第二离合器144和离合器致动器146，从而选择性地在转子轴62与传动轴86之间提供第一传动比(低)和第二传动比(高)之一。行星齿轮组140包括通过花键连接152固定为与毂150一起转动的内齿圈148。毂150通过另一花键连接154固定为与转子轴62一起转动。行星齿轮组140还包括太阳轮156和托架158。多个小齿轮160受支撑以便在托架158的销161上转动，并且所述多个小齿轮160设置成与内齿圈148和太阳轮156常啮合。太阳轮156一体地形成在同心轴162的一端处。托架158包括通过花键166与传动轴86互连的轴向延伸的圆筒形部分164。轴承168在圆筒形部分164上可转动地支撑毂150。
第一离合器142包括通过花键182固定至内齿圈148的鼓180。第一离合器142的毂184包括通过花键连接188固定为与同心轴162和太阳轮156一起转动的设置在径向向内位置的轴套(collar)186。毂184还包括与轴套186和径向延伸的连接板192一体形成的设置在径向向外的位置的圆筒形部分190。
第一离合器142还包括通过花键连接196固定为与鼓180一起转动并能够相对于鼓180轴向移动的多个外离合器盘194。多个内离合器盘198固定为与圆筒形部分190一起转动并能够相对于圆筒形部分190轴向移动。外离合器盘194与内离合器盘198交错。第一离合器142的外离合器盘194和内离合器盘198由凸缘199和反作用力盘200限界，所述凸缘199一体地形成为毂184的一部分，所述反作用力盘200沿一个方向的轴向运动由联接至鼓180的卡环201限制。
负载盘(load plate)202支撑在同心轴162上，由凸缘204和卡环206限制该负载盘202相对于同心轴162的轴向运动。推力轴承208设置在托架158与负载盘202之间。弹簧210相对于鼓180迫使毂184远离承压盘202。弹簧210朝第一位置偏压毂184，在所述第一位置处，凸缘199向外离合器盘194和内离合器盘198施加压力以通过第一离合器142传递扭矩。
第二离合器144包括在圆筒形部分190处固定为与毂184一起转动的多个内离合器盘250。多个外离合器盘252与内离合器盘250交错并固定至外壳52。反作用力盘254也固定至外壳52。致动器盘256设置在与反作用力盘254的相对侧，从而将内离合器盘250和外离合器盘252保持在致动器盘256与反作用力盘254之间。致动器盘256可以与致动器146的第一凸轮盘260一体形成、或者驱动地联接至致动器146的第一凸轮盘260。
致动器146图示为滚珠斜道式(ball ramp)致动器，其包括与可转动的第二凸轮盘262协作的可轴向移动的第一凸轮盘260。第一凸轮盘260的转动受到限制，而第二凸轮盘262的平移受到限制。凸轮盘260和262分别包括渐缩的周向延伸的槽264和266。滚珠268设置在凸轮槽264、266内。因为凸轮槽是渐缩的，所以第二凸轮盘262与第一凸轮盘260之间的相对转动导致第一凸轮盘260相对于第二凸轮盘262的轴向移动。推力轴承272设置在第二凸轮盘262与外壳52之间以反作用于由致动器146产生的轴向载荷。凸轮盘262还包括形成于外圆周面上的多个齿轮齿274。
致动器齿轮276与齿轮齿274常啮合。输入心轴278与致动器齿轮276一体形成。扭矩源例如电动机280驱动地联接至输入心轴278。电动机280可以控制为使输入心轴278沿任一方向转动。如此，第二凸轮盘262可以沿任一方向转动以使第一凸轮盘260相对于第二凸轮盘262轴向移动。第一凸轮盘260能够在最靠近第二凸轮盘262的第一位置与距离第二凸轮盘262最远的第二位置之间移动。弹簧210通过推力轴承290朝第一位置迫压毂184和第一凸轮盘260。当第一凸轮盘260处于第一位置时，致动器盘256位于缩回位置，未向内离合器盘250或外离合器盘252施加载荷。此时，不通过第二离合器144传递扭矩。
应当理解，尽管离合器致动器146图示为电动机驱动的滚珠斜道式致动器，但也可以设想能够向致动器盘256和毂184提供轴向施加力的其他致动器。具体地，可以结合液压动力式活塞、电磁线圈、电动式线性致动器等代替带齿轮的滚珠斜道设置。
在操作中，电动机组件58的致动使毂150和内齿圈148同时转动。在需要“低”传动比的情况下，例如在车辆发动过程中，电动机280受到致动以使输入心轴278和致动器齿轮276转动。第二凸轮盘262的逆向转动沿轴向驱动第一凸轮盘260，从而向致动器盘256提供输入力并通过第二离合器144传递扭矩。此时，毂184和太阳轮156相对于外壳52的转动受到限制。第一凸轮盘260的轴向平移还使毂184轴向平移。凸缘199与外离合器盘194和内离合器盘198脱离，使扭矩不通过第一离合器142传递。在第一离合器142处于自由的(open)、不传递扭矩的状态的情况下，鼓180和内齿圈148可以相对于毂184和太阳轮156转动。基于啮合齿轮的具体几何形状，在内齿圈148为行星齿轮组140的输入装置而托架158为行星齿轮组140的输出装置的情况下，由行星齿轮组140提供减速比。
动力从托架158通过传动轴86、第一减速齿轮组74、第二减速齿轮80和锥齿轮差速器72传递。之后，动力通过小齿轮120传递至半轴齿轮108和114，并最终传递至输出轴112和118。电动机组件58的变速控制允许以可变的方式控制传送至车轮的扭矩。
当需要电驱动模块32以“高”传动比操作时，为电动机280通电从而使致动器齿轮276沿与前述方向相反的方向转动。第二凸轮盘262相对于第一凸轮盘260转动，使滚珠268朝着槽264、266的较深部分移动。弹簧210朝第一位置偏压毂184和第一凸轮盘260。致动器盘256不再施加压力，而第二离合器144不再传递扭矩。凸缘199向第一离合器142的离合器盘施加压力，通过第一离合器142的离合器盘传递扭矩。此时，内齿圈148固定为与太阳轮156一起转动，将行星齿轮组140置于锁定或直接驱动模式。当行星齿轮组140以直接驱动模式操作时，双速驱动模块50不提供齿轮减速。由电驱动模块32提供的总减速比由第一齿轮组74、第二齿轮组80和锥齿轮差速器72限定。当不向电动机280提供动力时也能获得“高”传动比。弹簧210提供通过第一离合器142传递扭矩所必须的能量。
如图1至图3所示，控制器292与电池294、车辆传感器296、电驱动模块32以及发动机和变速器(如果存在)通信。在已公开的美国专利No.6,595,308和No.6,604,591中描述了对发动机16、变速器18和电驱动模块32的同时控制。所述专利的内容通过参引结合入本文。
关于双速设置，控制器292可操作为控制离合器致动器146，并根据需要执行由“低”至“高”的升档或由“高”至“低”的降档。图8图示了示例性的扭矩输出与电动机转速的关系曲线图。该关系曲线图图示了电驱动模块32以“低”传动比操作以及以“高”传动比操作。基于电动机的扭矩传输特性，可能需要电动机以较高速操作。图8还图示了目标升档和降档的转子速度以优化电驱动模块32的性能。控制器292还可将电驱动模块32置于再生模式，使在车辆下坡或制动过程中，来自车辆10的能量可以用于为电池294充电。
参照图9，示出了修改后的双速模块50A。其中，用牙嵌式离合器144A替代第二离合器144的交错片设置。此外，致动器146的电动机、齿轮和滚珠斜道设置已由以参考数字146A标识的可滑动液压控制活塞替代。
牙嵌式离合器144A包括能够轴向移动的套筒300。套筒300通过花键连接302固定为与太阳轮156A一起转动。弹簧210A朝图示于图9的底部的位置偏压套筒300。在该位置处，套筒300上形成的齿304与反作用环308上形成的齿306接合。反作用环308固定至端盖310，端盖310紧固至外壳52A。此时，牙嵌式离合器144A处于限制太阳轮156A相对于外壳52A转动的锁定状态。此外，套筒300位于所述缩回位置时，套筒300的球形部312与第一离合器142A间隔开，不向第一离合器142A施加力。扭矩不通过离合器142A传递，而内齿圈148A相对于太阳轮156A自由转动。此时可在转子轴62A与传动轴86A之间提供的减小的传动比。如此，当未向致动器146A供给动力时保持“低”传动比。
为将双速模块50A从“低”切换至“高”，将加压流体提供至容纳有活塞146A的腔314。活塞146A的平移使施力环(apply ring)316也沿相同方向轴向平移。施力环316由支承在套筒300上的轴承318支撑。套筒300产生同时平移以使牙嵌齿304与牙嵌齿306脱离，从而允许太阳轮156A相对于外壳52A转动。几乎与此同时，球形部312向第一离合器142A施加压力，以将内齿圈148A与太阳轮156A固定为彼此一起转动。如前所述，这些作用将行星齿轮组140A置于直接驱动模式。
图10图示了以参考数字50B标识的另一替代性双速模块。模块50B大致类似于模块50A，除了第一离合器142B操作为用托架158B选择性地固定内齿圈148B，而不是如先前所述的内齿圈与太阳轮的互连。更具体地，需要在“高”档位范围内操作双速模块50B时，牙嵌式离合器144B处于自由模式，并且盘式离合器142B传递将内齿圈148B和托架158B固定为彼此一起转动的扭矩，从而将行星齿轮组140B置于直接驱动或传动比为1∶1的模式。
图11图示了另一替代性双速模块50C。该双速模块50C包括与牙嵌式离合器144C相关联的阻尼器350。阻尼器350包括反作用环308，该反作用环308具有长形开口352以允许相对于端盖310转动。周向定位的弹簧354将反作用环308定位在标称位置处，但允许顶着弹簧力的有限相对转动，从而提供用于牙嵌式离合器接合的阻尼器。
图12图示了以参考数字32A标识的另一替代性电驱动模块。电驱动模块32A包括代替偏移中间轴齿轮装置70的行星齿轮组70D。太阳轮400固定为与传动轴86D一起转动。内齿圈402的转动受到限制，且联接至壳体组件42D。多个小齿轮404可转动地支撑在托架406上，设置成与内齿圈402和太阳轮400常啮合。如有需要，可以设置附加的差速器组件或最终传动单元。
图13图示了以参考数字500标识的另一替代性电驱动模块。电驱动模块500提供变速驱动桥的偏移或无轴变型，其中转子502的转动轴线与第一输出轴504和第二输出轴506的公共转动轴线偏离，并与该公共转动轴线大致平行。更具体地，图13图示了与双速模块508传动地关联的转子502。双速模块508可以构造为齿轮组，该齿轮组包括偏移的中间轴、行星齿轮组或另一种减速设置。致动器510可操作为控制双速模块508以向输出轴512选择性地输出两个不同的传动比中的一个。输出轴512向包括第一齿轮组516和第二齿轮组518的最终传动单元514提供动力。齿轮组518的从动齿轮520固定为与差速器组件524的壳体522一起转动。差速器组件524的半轴齿轮526驱动第一输出轴504和第二输出轴506。可以设想，所述偏移设置可适用于将电驱动模块500装配在如下车辆内的情况：该车辆具有可能妨碍使用前述同轴对准的变型的某种悬挂和车身底部构造。
已出于示例和描述的目的而提供了上述实施方式的描述。无意于穷尽或限制本公开。具体实施方式的单个元件或特征总体不局限于该具体实施方式，相反，在可用的情况下，即使并未具体示出或描述，这些元件或特征也是可互换的，并可以在选定的实施方式中使用。这些实施方式还可以以许多方式改变。这种改变不认为是脱离了本公开，所有这种修改都意在包括于本公开的范围内。

Claims (15)

1.一种用于机动车的电驱动模块，包括：
电动机；
第一输入构件；
第一输出构件；
双速模块，所述双速模块选择性地使所述第一输入构件与所述第一输出构件以两个不同的传动比之一传动地互连；
减速单元，所述减速单元包括由所述第一输出构件驱动的第二输入构件，并且具有以相对于所述第二输入构件降低的速度被驱动的第二输出构件；以及
差速器组件，所述差速器组件具有输入、第一差速器输出、以及第二差速器输出，所述输入由所述第二输出构件驱动，所述第一差速器输出驱动第一输出轴，所述第二差速器输出驱动第二输出轴，
其中，所述双速模块包括行星齿轮组，所述第一输入构件包括所述行星齿轮组的内齿圈，所述第一输出构件包括所述行星齿轮组的托架，
其中，所述双速模块包括第一离合器，所述第一离合器用于以与所述内齿圈相等的速度选择性地驱动太阳轮和所述托架之一；
其中，所述双速模块包括第二离合器，所述第二离合器选择性地限制所述太阳轮的转动，从而以低速传动模式操作所述行星齿轮组；以及
其中，所述双速模块包括弹簧，所述弹簧偏压所述第一离合器的构件，从而将所述第一离合器置于扭矩传递模式并以直接驱动模式操作所述行星齿轮组。
2.如权利要求1所述的电驱动模块，还包括离合器致动器，所述离合器致动器用于同时控制所述第一离合器和所述第二离合器的操作。
3.如权利要求2所述的电驱动模块，其中，所述离合器致动器包括由另一电动机驱动的滚珠斜道机构。
4.如权利要求2所述的电驱动模块，其中，所述离合器致动器包括由加压流体驱动的活塞。
5.如权利要求1所述的电驱动模块，其中，所述第一离合器和所述第二离合器共用公共的可转动从动构件。
6.如权利要求1所述的电驱动模块，其中，所述第二离合器是盘式离合器。
7.如权利要求1所述的电驱动模块，其中，所述减速单元和所述差速器组件定位在所述电动机的第一端，而所述双速模块定位在所述电动机的相对端。
8.如权利要求7所述的电驱动模块，其中，所述电动机包括驱动所述第一输入构件的转子轴。
9.如权利要求8所述的电驱动模块，还包括传动轴，所述传动轴使所述第一输出构件和所述第二输入构件互连，所述传动轴延伸穿过所述电动机。
10.如权利要求9所述的电驱动模块，其中，所述第二输出轴延伸穿过所述传动轴。
11.如权利要求1所述的电驱动模块，其中，所述双速模块容纳在能够与容纳所述电动机和所述减速单元的壳体分开的外壳中。
12.如权利要求1所述的电驱动模块，其中，所述第二输出轴延伸而完全穿过所述电动机和所述双速模块。
13.如权利要求1所述的电驱动模块，其中，所述电动机包括绕第一轴线转动的转子，此外，其中，所述第一输出轴和所述第二输出轴绕第二轴线转动，所述第二轴线与所述第一轴线偏离并大致平行于所述第一轴线延伸。
14.如权利要求1所述的电驱动模块，其中，所述减速单元包括固定为与中间轴一起转动的第一齿轮和第二齿轮，所述第一齿轮由所述第二输入构件驱动，所述第二齿轮驱动所述第二输出构件。
15.如权利要求14所述的电驱动模块，其中，所述中间轴绕与所述第一输入构件的转动轴线大致平行并与所述第一输入构件的转动轴线偏离的轴线转动。
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EP2414184B1 (en) 2014-07-16
US9073538B2 (en) 2015-07-07
US20140106921A1 (en) 2014-04-17
KR20110088552A (ko) 2011-08-03
US8556760B2 (en) 2013-10-15
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KR101563389B1 (ko) 2015-10-26
WO2010053745A1 (en) 2010-05-14

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