CN112918234A - Two-gear speed change bridge driving system and vehicle - Google Patents

Two-gear speed change bridge driving system and vehicle Download PDF

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Publication number
CN112918234A
CN112918234A CN201911241357.8A CN201911241357A CN112918234A CN 112918234 A CN112918234 A CN 112918234A CN 201911241357 A CN201911241357 A CN 201911241357A CN 112918234 A CN112918234 A CN 112918234A
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CN
China
Prior art keywords
gear
clutch
shaft
speed
motor
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Legal status (The legal status 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 status listed.)
Pending
Application number
CN201911241357.8A
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Chinese (zh)
Inventor
刘磊
潘笑宇
田振旻
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Schaeffler Technologies AG and Co KG
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Schaeffler Technologies AG and Co KG
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 Schaeffler Technologies AG and Co KG filed Critical Schaeffler Technologies AG and Co KG
Priority to CN201911241357.8A priority Critical patent/CN112918234A/en
Publication of CN112918234A publication Critical patent/CN112918234A/en
Pending legal-status Critical Current

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    • 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
    • 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
    • B60K17/16—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of differential gearing

Abstract

The invention provides an electric bridge driving system with two-gear speed change and a vehicle, the electric bridge driving system comprises a motor (E), a first shaft (S1), a second shaft (S2) and two clutches, the differential gear comprises a first gear (G1), a second gear (G2) and a third gear (G3), wherein the first gear (G1) is connected with a motor (E), a driven part of a first clutch (C1) is connected with a first shaft (S1), a driving part of a first clutch (C1) is connected with the second gear (G2), a driven part of a second clutch (C2) is connected with a second shaft (S2), a driving part of a second clutch (C2) is connected with the third gear (G3), the first gear (G1) is meshed with the second gear (G2), the first gear (G1) is further meshed with the third gear (G3), and the first shaft (S1) and the second shaft (S2) are used for transmitting torque to the differential gear (D) through different gear sets. The bridge driving system has the advantages of simple structure, small axial size, less parts and low cost.

Description

Two-gear speed change bridge driving system and vehicle
Technical Field
The present invention relates to the field of motor vehicles, in particular to the field of transmissions for vehicles, in particular to an electric bridge driving system in a pure electric vehicle or a hybrid vehicle, and more particularly to a two-gear speed change electric bridge driving system and a vehicle comprising the electric bridge driving system.
Background
For electric vehicles, including pure electric vehicles and hybrid (hybrid electric vehicles), the electric driving mode includes two driving modes, namely central motor driving and hub motor driving. One common arrangement of a central motor drive system is also known as an electric bridge (eexle) drive system.
Fig. 1 is a schematic diagram of one possible bridge drive system configuration. The system includes a motor E, a motor shaft Se, an input shaft Si, a first shaft S1, a second shaft S2, a first clutch C1, a second clutch C2, a speed change gear set and a differential D.
The rotor of the electric motor E is connected in a rotationally fixed manner (non-rotatable manner) to a motor shaft Se, which is connected in a rotationally fixed manner to an input shaft Si of the transmission, and a first shaft S1 and a second shaft S2 are provided radially offset from the input shaft Si.
The input shaft Si is provided with a first gearwheel secondary drive G11 and a second gearwheel secondary drive G21 in a rotationally fixed manner. A first clutch C1, a second gear driven wheel G22 and a third gear set second gear G32 are provided on the first shaft S1, wherein the driven part of the third gear set second gear G32 and the first clutch C1 are connected in a rotationally fixed manner to the first shaft S1, and the driving part of the first clutch C1 is connected in a rotationally fixed manner to the second gear driven wheel G22. The second shaft S2 is provided with a second clutch C2, a first gear driven wheel G12 and a third gear set first gear G31, wherein the driven parts of the third gear set first gear G31 and the second clutch C2 are connected with the second shaft S2 in a rotationally fixed manner, and the driving part of the second clutch C2 is connected with the first gear driven wheel G12 in a rotationally fixed manner. The housing of the differential D is connected in a rotationally fixed manner to a third gear G33 of the third gear set.
The first gear pair driving wheel G11 is meshed with the first gear pair driven wheel G12, the second gear pair driving wheel G21 is meshed with the second gear pair driven wheel G22, the third gear set first gear G31 is meshed with the third gear set third gear G33, and the third gear set second gear G32 is meshed with the third gear set third gear G33.
When the first clutch C1 is engaged and the second clutch C2 is disengaged, the system is in the first speed gear; when the first clutch C1 is disengaged and the second clutch C2 is engaged, the system is in the second speed gear.
The disadvantages of the above system include:
(i) the system includes seven gears for speed change, and in order to arrange these gears on the input shaft Si, the first shaft S1, and the second shaft S2 without interfering with each other, the system needs to have a large axial dimension.
(ii) The input shaft Si is provided with two gears, and both ends of the input shaft Si are rotatably connected to the housing through bearings in order to stably support the input shaft Si, so that the number of system parts is large, the weight is heavy, and the cost is high.
Disclosure of Invention
It is an object of the present invention to overcome or at least alleviate the above-mentioned deficiencies of the prior art and to provide a two speed electric bridge drive system and a vehicle.
According to a first aspect of the present invention, there is provided a two-speed electric bridge drive system comprising an electric machine, a first shaft, a second shaft, a first clutch, a second clutch, a first gear, a second gear, a third gear and a differential, wherein,
the first gear is connected with the rotor of the motor in a non-rotatable way,
the driven part of the first clutch is connected in a rotationally fixed manner to the first shaft, the driving part of the first clutch is connected in a rotationally fixed manner to the second gear,
the driven part of the second clutch is connected in a rotationally fixed manner to the second shaft, the driving part of the second clutch is connected in a rotationally fixed manner to the third gear,
the first gear is in mesh with the second gear, the first gear is also in mesh with the third gear,
the first and second shafts are used to transfer torque to the differential through different gear sets.
In at least one embodiment, the system further includes a motor shaft, the motor shaft is non-rotatably coupled to a rotor of the motor, and the first gear and the motor shaft are non-rotatably coupled to an end of the motor shaft.
In at least one embodiment, the first shaft and the second shaft are disposed offset with respect to the motor shaft in a radial direction of the motor shaft.
In at least one embodiment, the second gear has an outer diameter greater than an outer diameter of the first clutch and the third gear has an outer diameter greater than an outer diameter of the second clutch.
In at least one embodiment, the system further comprises a fourth gear, a fifth gear, and a sixth gear,
the fourth gear wheel is connected in a rotationally fixed manner to the first shaft, the fifth gear wheel is connected in a rotationally fixed manner to the second shaft, and the sixth gear wheel is connected in a rotationally fixed manner to a housing of the differential,
the fourth gear is meshed with the sixth gear, and the fifth gear is meshed with the sixth gear.
In at least one embodiment, the second gear is closer to the motor than the first clutch and the fourth gear, and the third gear is closer to the motor than the second clutch and the fifth gear in the axial direction of the motor.
In at least one embodiment, the first clutch and the second clutch are multi-plate clutches.
In at least one embodiment, the first clutch and the second clutch are wet clutches.
In at least one embodiment, the system is in one speed gear when the driving and driven portions of the first clutch are engaged and the driving and driven portions of the second clutch are disengaged;
the system is in another speed gear when the driving and driven portions of the first clutch are disengaged and the driving and driven portions of the second clutch are engaged.
According to a second aspect of the invention, a vehicle is provided, characterized in that the vehicle comprises an electric bridge drive system according to the invention.
The bridge driving system has the advantages of simple structure, small axial size, less parts and low cost.
Drawings
FIG. 1 is a schematic diagram of one possible bridge drive system.
FIG. 2 is a schematic diagram of a bridge drive system according to one embodiment of the present invention.
Description of the reference numerals
E, a motor; a differential mechanism D;
a first clutch of C1; a second clutch of C2;
g11 first pinion capstan; g12 first gear pair driven wheel; g21 second pinion; g22 second gear secondary driven wheel; g31 third gearset first gear; g32 third gearset second gear; g33 third gear of the third gear set;
g1 first gear; g2 second gear; g3 third gear; g4 fourth gear; g5 fifth gear; g6 sixth gear;
a Se motor shaft; a Si input shaft; s1 first axis; s2 second axis; axial direction A; r is radial.
Detailed Description
Exemplary embodiments of the present invention are described below with reference to the accompanying drawings. It should be understood that the detailed description is intended only to teach one skilled in the art how to practice the invention, and is not intended to be exhaustive or to limit the scope of the invention.
Referring to fig. 2, a indicates an axial direction of the bridge drive system, which is coincident with an axial direction of a shaft of the motor E in the bridge drive system, unless otherwise specified; r denotes the radial direction of the bridge drive system, which corresponds to the radial direction of the shaft of the electric motor E in the bridge drive system.
The structure of the bridge driving system according to an embodiment of the present invention will be described with reference to fig. 2.
The bridge drive system according to the present invention includes a motor E, a motor shaft Se, a first shaft S1, a second shaft S2, a first clutch C1, a second clutch C2, a first gear G1, a second gear G2, a third gear G3, a fourth gear G4, a fifth gear G5, a sixth gear G6, and a differential D.
The motor shaft Se is connected to the rotor of the electric motor E in a rotationally fixed manner. The first gear G1 is connected to the motor shaft Se in a rotationally fixed manner at one axial end thereof. Both ends of the motor shaft Se in the axial direction a of the rotor of the motor E are relatively rotatably fixed to the housing by bearings, and it should be understood that since only one first gear G1 is provided on the motor shaft Se and the first gear G1 can be provided in a region very close to the rotor of the motor E in the axial direction, that is, the first gear G1 is very close to one bearing for fixing the motor shaft Se, the motor shaft Se can be stably supported by only two bearings and it may not be necessary to provide additional support for the first gear G in a direction away from the motor E in the axial direction a. Thus, the number of bearings can be reduced, and weight and cost can be reduced.
The first shaft S1 and the second shaft S2 are disposed offset in the radial direction R with respect to the motor shaft Se.
The first shaft S1 is provided with a first clutch C1, a second gear G2 and a fourth gear G4.
The driving part of the first clutch C1 is connected in a rotationally fixed manner to the second gearwheel G2, and the driven part of the first clutch C1 is connected in a rotationally fixed manner to the first shaft S1. When the driving portion and the driven portion of the first clutch C1 are disengaged, the second gear G2 is able to rotate relative to the first shaft S1. The fourth gear G4 is connected to the first shaft S1 in a rotationally fixed manner.
The second shaft S2 is provided with a second clutch C2, a third gear G3 and a fifth gear G5.
The driving portion of the second clutch C2 is non-rotatably connected to the third gear G3, and the driven portion of the second clutch C2 is non-rotatably connected to the second shaft S2. When the driving portion and the driven portion of the second clutch C2 are disengaged, the third gear G3 is able to rotate relative to the second shaft S2. The fifth gear G5 is connected to the second shaft S2 in a rotationally fixed manner.
Preferably, the outer diameter of the second gear G2 is larger than the outer diameter of the first clutch C1, and the outer diameter of the third gear G3 is larger than the outer diameter of the second clutch C2.
In the axial direction a, the second gear G2 is closer to the motor E than the first clutch C1 and the fourth gear G4; the third gear G3 is closer to the motor E than the second clutch C2 and the fifth gear G5.
Preferably, the first clutch C1 and the second clutch C2 are both wet, multi-plate clutches.
It should be appreciated that the second gear G2 may be integrally formed with the active portion of the first clutch C1 and the third gear G3 may be integrally formed with the active portion of the second clutch C2. In this case, particularly when comparing the radial dimensions and axial positions of the first clutch C1 and the second gear G2, and comparing the radial dimensions and axial positions of the second clutch C2 and the third gear G3, the first clutch C1 is understood as a clutch portion that does not include the second gear G2, and the second clutch C2 is understood as a clutch portion that does not include the third gear G3.
The first gear G1 meshes with the second gear G2, and the first gear G1 also meshes with the third gear G3. The sixth gear G6 meshes with the fourth gear G4, and the sixth gear G6 also meshes with the fifth gear G5.
When the first clutch C1 is engaged and the second clutch C2 is disengaged, the torque of the electric machine E is transmitted sequentially through the first gear G1, the second gear G2, the clutch C1, the first shaft S1, the fourth gear G4, and the sixth gear G6 to the differential D, and the system is in the first speed gear.
When the first clutch C1 is disengaged and the second clutch C2 is engaged, the torque of the electric machine E is transmitted sequentially through the first gear G1, the third gear G3, the clutch C2, the second shaft S2, the fifth gear G5, and the sixth gear G6 to the differential D, and the system is in the second speed gear.
The invention has at least one of the following advantages:
(i) the bridge drive system according to the present invention uses a smaller number of gears for speed reduction than the bridge drive system described in the background art, not only reducing the weight of the system, but also reducing the size of the system in the axial direction (three sets of gears are provided in the axial direction in the bridge drive system described in the background art, and two sets of gears are provided in the axial direction in the bridge drive system of the present invention), making the system more compact.
(ii) Since the bridge drive system according to the present invention can have a smaller axial dimension, a vehicle using the bridge drive system according to the present invention can be easier in component arrangement.
(iii) The gear wheel which is connected in a rotationally fixed manner to the motor shaft Se has only one first gear wheel G1, the first gear wheel G1 can be arranged at the end of the motor shaft Se without an additional input shaft for the system, and the axial side of the first gear wheel G1 facing away from the motor E can be free of additional bearing parts.
Of course, the present invention is not limited to the above-described embodiments, and those skilled in the art can make various modifications to the above-described embodiments of the present invention without departing from the scope of the present invention under the teaching of the present invention. For example:
(i) the first and second clutches C1, C2 according to the invention are not limited to wet, multiplate clutches, for example, the clutches may be single-plate clutches when sufficient torque is transmitted.
(ii) Depending on the requirements of the transmission ratio of the system, the gear from the first shaft S1 to the differential D may not be limited to two gears for speed change, and the gear from the second shaft S2 to the differential D may not be limited to two gears for speed change.

Claims (10)

1. A two-speed electric bridge driving system comprises an electric motor (E), a first shaft (S1), a second shaft (S2), a first clutch (C1), a second clutch (C2), a first gear (G1), a second gear (G2), a third gear (G3) and a differential (D),
the first gear (G1) is connected in a rotationally fixed manner to the rotor of the electric motor (E),
a driven part of the first clutch (C1) is connected with the first shaft (S1) in a non-rotatable manner, a driving part of the first clutch (C1) is connected with the second gear (G2) in a non-rotatable manner,
a driven part of the second clutch (C2) is connected in a rotationally fixed manner to the second shaft (S2), a driving part of the second clutch (C2) is connected in a rotationally fixed manner to the third gear (G3),
the first gear (G1) is in mesh with the second gear (G2), the first gear (G1) is also in mesh with the third gear (G3),
the first shaft (S1) and the second shaft (S2) are used for transmitting torque to the differential (D) through different gear sets.
2. The two-speed bridge drive system according to claim 1, further comprising a motor shaft (Se) non-rotatably connected to a rotor of the motor (E), wherein the first gear (G1) and the motor shaft (Se) are non-rotatably connected to an end of the motor shaft (Se).
3. The two-speed shift bridge drive system according to claim 2, wherein the first shaft (S1) and the second shaft (S2) are disposed offset with respect to the motor shaft (Se) in a radial direction of the motor shaft (Se).
4. The two-speed bridge drive system according to claim 1, wherein the second gear (G2) has an outer diameter larger than the outer diameter of the first clutch (C1), and the third gear (G3) has an outer diameter larger than the outer diameter of the second clutch (C2).
5. Two speed changing bridge drive system according to any of the claims 1 to 4, wherein the system further comprises a fourth gear (G4), a fifth gear (G5) and a sixth gear (G6),
the fourth gear (G4) being connected in a rotationally fixed manner to the first shaft (S1), the fifth gear (G5) being connected in a rotationally fixed manner to the second shaft (S2), the sixth gear (G6) being connected in a rotationally fixed manner to a housing of the differential (D),
the fourth gear (G4) is meshed with the sixth gear (G6), and the fifth gear (G5) is meshed with the sixth gear (G6).
6. The two-speed bridge drive system according to claim 5, wherein the second gear (G2) is closer to the electric machine (E) than the first clutch (C1) and the fourth gear (G4), and the third gear (G3) is closer to the electric machine (E) than the second clutch (C2) and the fifth gear (G5) in the axial direction (A) of the electric machine (E).
7. The two-speed bridge drive system according to any of claims 1 to 4, wherein the first clutch (C1) and the second clutch (C2) are multiplate clutches.
8. The two-speed bridge drive system according to claim 7, wherein the first clutch (C1) and the second clutch (C2) are wet clutches.
9. The two-speed power bridge drive system according to any one of claims 1 to 4, wherein the system is in one speed gear when the driving and driven parts of the first clutch (C1) are engaged and the driving and driven parts of the second clutch (C2) are disengaged;
the system is in another speed gear when the driving and driven portions of the first clutch (C1) are disengaged and the driving and driven portions of the second clutch (C2) are engaged.
10. A vehicle characterized in that it comprises a bridge drive system according to any one of claims 1 to 9.
CN201911241357.8A 2019-12-06 2019-12-06 Two-gear speed change bridge driving system and vehicle Pending CN112918234A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN201911241357.8A CN112918234A (en) 2019-12-06 2019-12-06 Two-gear speed change bridge driving system and vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN201911241357.8A CN112918234A (en) 2019-12-06 2019-12-06 Two-gear speed change bridge driving system and vehicle

Publications (1)

Publication Number Publication Date
CN112918234A true CN112918234A (en) 2021-06-08

Family

ID=76162393

Family Applications (1)

Application Number Title Priority Date Filing Date
CN201911241357.8A Pending CN112918234A (en) 2019-12-06 2019-12-06 Two-gear speed change bridge driving system and vehicle

Country Status (1)

Country Link
CN (1) CN112918234A (en)

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