CN214324872U - Vehicle drive device - Google Patents

Abstract

The utility model provides a vehicle driving device, include: a first motor; a second motor; the transmission mechanism comprises a first intermediate shaft, a second intermediate shaft, an output shaft, a first gear set which is arranged between the first intermediate shaft and the output shaft and can be selectively switched on, and a second gear set which is arranged between the second intermediate shaft and the output shaft, wherein a first motor is in transmission connection with the first intermediate shaft, a second motor is in transmission connection with the second intermediate shaft, and a third gear shifting element can be used for selectively switching on the second intermediate shaft and the first intermediate shaft, so that the first motor and the second motor can use all gears of the two gear sets. The utility model discloses a vehicle drive device, included two motors and had four at least drive mechanism that keep off the position, obtained an electric drive device, increased input shaft and preceding drive gear group and matchd the engine and can obtain a hybrid electric drive device to obtain a modularization, easily the extension satisfies the required vehicle drive device of pure electric vehicles and hybrid vehicle.

Description

Vehicle drive device

Technical Field

The utility model relates to a vehicle drive and transmission technical field, concretely relates to vehicle drive device.

Background

With the continuous progress of the technology, the driving range of the pure electric vehicle is greatly improved, the range worry problem is basically eliminated for urban working conditions, but the range is still greatly troubled for suburban working conditions and long-distance working conditions, and the hybrid electric driving device is a good choice in the situation.

For the entire car factory, developing an electric drive and a hybrid electric drive separately for the same model to meet different requirements would significantly increase development costs and after-market maintenance costs. Therefore, the market also desires a vehicle drive device that is easily expanded to meet the needs of pure electric vehicles and hybrid vehicles.

SUMMERY OF THE UTILITY MODEL

In order to overcome prior art's shortcoming, the utility model provides a required vehicle drive of pure electric vehicles and hybrid vehicle is satisfied in modularization, easily extension.

The utility model provides a vehicle driving device, include: a first motor; a second motor; a motor control unit; the transmission mechanism comprises a first intermediate shaft, a second intermediate shaft, an output shaft, a first gear set which is arranged between the first intermediate shaft and the output shaft and can be selectively switched on, and a second gear set which is arranged between the second intermediate shaft and the output shaft, wherein the second intermediate shaft is sleeved on the outer side of the first intermediate shaft, the first motor is in transmission connection with the first intermediate shaft, the second motor is in transmission connection with the second intermediate shaft, the first gear set at least comprises a first gear set, a third gear set and a first gear shifting element, the first gear set comprises a first driving gear and a first driven gear, the third gear set comprises a third driving gear and a third driven gear, the second gear set at least comprises a second gear set, a fourth gear set and a second gear shifting element, and the second gear set comprises a second driving gear and a second driven gear, the four-gear set comprises a fourth driving gear and a fourth driven gear, the first shifting element selectively connects the first-gear set or the third-gear set with the output shaft in a transmission manner, the second shifting element selectively connects the second-gear set or the fourth-gear set with the output shaft in a transmission manner, the second-gear set further comprises a third shifting element selectively connects the second intermediate shaft with the first intermediate shaft, and therefore the first motor and the second motor can use all gears of the first-gear set and the second-gear set.

Preferably, the first driven gear and the third driven gear are freely sleeved on the output shaft and selectively communicated with the output shaft through the first shifting element, and the first driving gear and the third driving gear are fixedly connected to the first intermediate shaft.

Preferably, the second driven gear and the fourth driven gear are freely sleeved on the output shaft and selectively communicated with the output shaft through the second shifting element, and the second driving gear and the fourth driving gear are fixedly connected to the second intermediate shaft.

Preferably, the transmission mechanism further includes a first motor transmission gear set and a second motor transmission gear set, the first motor transmission gear set includes a fifth driving gear and a fifth driven gear, the fifth driving gear is connected with the first motor, the fifth driven gear is fixedly connected to the first intermediate shaft, the second motor transmission gear set includes a sixth driving gear and a sixth driven gear, the sixth driving gear is connected with the second motor, and the sixth driven gear is fixedly connected to the second intermediate shaft.

Preferably, the first motor and the second motor are disposed in front of the transmission mechanism, and the motor control unit is disposed above the first motor and the second motor.

Preferably, the vehicle driving device further comprises an engine and a clutch, the transmission mechanism further comprises an input shaft and a front transmission gear set, the engine is connected with the input shaft through the clutch, the input shaft is connected with the second intermediate shaft through the front transmission gear set, and the front transmission gear set comprises a front transmission driving gear and a front transmission driven gear.

Preferably, the transmission mechanism further comprises a first motor transmission gear set and a second motor transmission gear set, the first motor transmission gear set comprises a fifth driving gear and a fifth driven gear, the fifth driving gear is connected with the first motor, the fifth driven gear is fixedly connected to the first intermediate shaft, the second motor transmission gear set comprises a sixth driving gear and a sixth driven gear, the sixth driving gear is connected with the second motor, and the sixth driven gear is fixedly connected to the input shaft.

Preferably, the transmission mechanism further comprises a reverse gear set, the reverse gear set comprises a seventh driving gear and at least one idler gear, the idler gear comprises a large idler gear and a small idler gear which are fixedly connected, the large idler gear is in meshed transmission with the seventh driving gear, and the small idler gear is in meshed transmission with the first driven gear.

Preferably, the seventh driving gear is slipped over the second countershaft and can be selectively engaged with the second countershaft by the third shifting element.

Preferably, the transmission mechanism further includes a highest gear set disposed between the intermediate shaft and the output shaft, the highest gear set includes an eighth driving gear and an eighth driven gear, the eighth driven gear is fixedly connected to the output shaft, and the eighth driving gear is loosely sleeved on the second intermediate shaft and selectively connected to the second intermediate shaft through the third shifting element.

Preferably, the clutch is a main clutch, the transmission mechanism further includes a fourth shifting element, and the front driving gear and the seventh driving gear are sleeved on the input shaft in an empty manner and selectively communicated with the input shaft through the fourth shifting element.

The utility model discloses a vehicle drive device, included first motor and second motor, drive mechanism has set up four at least fender position, and through third gearshift component, make the whole fender position of the available drive mechanism of first motor and second motor, thereby obtain an electric drive device for pure electric vehicles, increase input shaft and preceding drive gear group on electric drive device's basis, it can obtain a hybrid electric drive device for hybrid electric vehicles to match the engine, thereby obtain a modularization, easily the extension satisfies pure electric vehicles and the required vehicle drive device of hybrid electric vehicles.

Drawings

Fig. 1 is a schematic structural view of a vehicle drive apparatus according to a first embodiment of the present invention.

Fig. 2 is a schematic power flow diagram of the first embodiment when the first gear is engaged in the electric-only driving mode.

Fig. 3 is a schematic power flow diagram of the first embodiment when two gears are shifted from the first gear in the electric-only driving mode.

Fig. 4 is a schematic power flow diagram of the first embodiment when the second gear is engaged in the electric-only driving mode.

Fig. 5 is a schematic structural view of a vehicle drive apparatus according to a second embodiment of the present invention.

Fig. 6 is a schematic structural view of a vehicle drive apparatus according to a third embodiment of the present invention.

Fig. 7 is a schematic structural view of a vehicle drive apparatus according to a fourth embodiment of the present invention.

Detailed Description

In order to more clearly describe the technical content of the present invention, the following further description is given with reference to specific embodiments.

The following description of the preferred embodiments of the present invention is provided for the purpose of illustration and description, and is not intended to limit the invention.

Fig. 1 is a schematic structural view of a vehicle drive apparatus according to a first embodiment of the present invention. As shown in fig. 1, a vehicle drive apparatus includes: a first electric machine 1; a second electric machine 2; a motor control unit 3; the transmission mechanism 4 comprises a first intermediate shaft 411, a second intermediate shaft 412, an output shaft 42, a first gear set 43 which is arranged between the first intermediate shaft 411 and the output shaft 42 and can be selectively switched on, and a second gear set 44 which is arranged between the second intermediate shaft 412 and the output shaft 42 and can be selectively switched on, wherein the second intermediate shaft 412 is sleeved on the outer side of the first intermediate shaft 411, the first motor 1 is in transmission connection with the first intermediate shaft 411, the second motor 2 is in transmission connection with the second intermediate shaft 412, the first gear set 43 at least comprises a first gear set 431, a third gear set 432 and a first shifting element 433, the first gear set 431 comprises a first driving gear 4311 and a first driven gear 4312, the third gear set 432 comprises a third driving gear 4321 and a third driven gear 4322, and the first shifting element 433 can selectively connect the first gear set 431 or the third gear set 432 with the output shaft 42, the second gear set 44 comprises at least a second gear set 441, a fourth gear set 442 and a second shifting element 443, the second gear set 441 comprises a second driving gear 4411 and a second driven gear 4412, the fourth gear set 442 comprises a fourth driving gear 4421 and a fourth driven gear 4422, the second shifting element 443 selectively drivingly connects the second gear set 441 or the fourth gear set 442 with the output shaft 42, the second gear set 44 further comprises a third shifting element 444 for selectively connecting the second countershaft 412 with the first countershaft 411 so that the first electric machine 1 and the second electric machine 2 can use all the gears of the first gear set 43 and the second gear set 44.

The vehicle drive device shown in fig. 1 is an electric drive device for a pure electric vehicle, having two motors and four gears. The four gears are arranged, so that the high-efficiency area of the motor can be effectively enlarged substantially, the driving range is improved, and the two motors can use all gears of the two gear sets, so that pre-shifting can be realized, namely one motor is still hung at a lower gear, and the other motor can be lifted into a high gear in advance, so that power shifting can be realized, power interruption is avoided, and when one motor drives the vehicle to run at a constant speed, the other motor can be separated from an output shaft, so that dragging loss is avoided, the efficiency can be further improved, and high energy efficiency can be obtained no matter a cycle condition test or actual use.

For transportation vehicles such as light trucks, the driving requirements can be well met by adopting an electric drive with four forward gears, and for hybrid electric drives, the four gears are easy to be compatible with the transmission ratio required by a gasoline engine or a diesel engine. For example, the gear ratios for the four gears are 3.0, 1.3, 0.83, and 0.6, respectively. More gears can be arranged in the transmission mechanism 4, and an appropriate number of gears and transmission ratios can be selected according to actual needs, without being limited thereto.

As shown in fig. 1, the first driven gear 4312 and the third driven gear 4322 are freely sleeved on the output shaft 42 and selectively connected to the output shaft 42 through the first shifting element 433, and the first driving gear 4311 and the third driving gear 4321 are fixedly connected to the first intermediate shaft 411. If a larger number of gear wheels is used, the driven gear wheels are slipped onto the output shaft 42 and the shifting elements are also arranged on the output shaft 42, the drive gear wheels being fastened to the first countershaft 411.

As shown in fig. 1, the second driven gear 4412 and the fourth driven gear 4422 are loosely fitted on the output shaft 42 and selectively engaged with the output shaft 42 via the second shift element 443, and the second driving gear 4411 and the fourth driving gear 4421 are fixed to the second countershaft 412. If a larger number of gear wheels is used, the driven gear wheels are slipped onto the output shaft 42 and the shifting elements are also arranged on the output shaft 42, the drive gear wheels being fastened to the second countershaft 412.

As shown in fig. 1, the transmission mechanism 4 further includes a first motor transmission gear set 451 and a second motor transmission gear set 452, the first motor transmission gear set 451 includes a fifth driving gear 4511 and a fifth driven gear 4512, the fifth driving gear 4511 is connected to the first motor 1, the fifth driven gear 4512 is fixed on the first intermediate shaft 411, the second motor transmission gear set 452 includes a sixth driving gear 4521 and a sixth driven gear 4522, the sixth driving gear 4521 is connected to the second motor 2, and the sixth driven gear 4522 is fixed on the second intermediate shaft 412. The first motor transmission gear set 451 and the second motor transmission gear set 452 make it possible to use high-speed motors, and in the electric state, the first motor 1 and/or the second motor 2 are decelerated, and in the regenerative braking state or the power generation state, the first motor 1 and/or the second motor 2 are accelerated. The gear ratio of the first motor drive gear set 451 and the second motor drive gear set 452 can be set to, for example, 3.5, which can be implemented by a fixed shaft gear set or a planetary gear set, but is not limited thereto.

In addition, the first electric machine 1 and the second electric machine 2 may adopt a parallel shaft configuration scheme as shown in fig. 1, and may also adopt a coaxial configuration of the first electric machine 1 and the second electric machine 2 and are connected with the first intermediate shaft 411 and the second intermediate shaft 412 through a first electric machine transmission gear set 451 and a second electric machine transmission gear set 452, respectively. If the first motor 1 or the second motor 2 may also be a low-speed motor, the first motor transmission gear set 451 or the second motor transmission gear set 452 need not be provided, and the first motor 1 or the second motor 2 may be coaxially disposed on the first intermediate shaft 411 or the second intermediate shaft 412, which is not limited thereto.

As shown in fig. 1, the first motor 1 and the second motor 2 are disposed in front of the transmission mechanism 4, and the motor control unit 3 is disposed above the first motor 1 and the second motor 2. The motor control unit 3, which integrates power electronics and the like required for controlling the first motor 1 and the second motor 2, is disposed above the first motor 1 and the second motor 2, and forms an integrated electric drive module with the first motor 1 and the second motor 2.

In addition, the first motor 1 and the second motor 2 may be disposed behind the transmission mechanism 4, or one of the motors may be disposed in front of the transmission mechanism 4 and the other motor may be disposed behind the transmission mechanism 4, which is not limited thereto. The motor control unit 3 may also be arranged at the lower part or the side of the transmission mechanism 4, and the housing of the transmission mechanism 4 is used as a part of the housing of the motor control unit 3, thereby realizing a more compact and light-weight integrated solution. The motor control unit 3 may be provided at another position, for example, on the vehicle body frame or in the power storage device, but is not limited thereto.

As shown in fig. 2 to 4, power flow diagrams of typical operating conditions of the vehicle drive apparatus in the electric-only travel mode are given. Fig. 2 shows the power flow of the first electric machine 1 and the second electric machine 2 in the first gear start mode in the electric-only driving mode; FIG. 3 illustrates power flow from first gear to second gear, with one motor still engaging first gear and the other motor engaging second gear earlier, during which no power interruption occurs, i.e., a power shift is effected; fig. 4 shows the end of the shift with both motors in second gear. The process of engaging other gears is similar and will not be described herein. Because four gears can be utilized, the requirement on the speed expanding performance of the motor is greatly reduced as long as the numerical value of the maximum gear difference (the ratio of the transmission ratio of two adjacent gears) is reached.

The vehicle drive device shown in fig. 1 can be expanded to a hybrid electric drive device by adding a front drive gear set and an input shaft to connect with an engine, that is, to an electric drive device.

Fig. 5 is a schematic structural view of a vehicle drive apparatus according to a second embodiment of the present invention. As shown in fig. 5, the vehicle drive apparatus further includes an engine 5 and a clutch 6, the transmission mechanism 4 further includes a front transmission gear set 46 and an input shaft 47, the input shaft 47 is coaxially disposed with the output shaft 42, the engine 5 is connected to the input shaft 47 through the clutch 6, the input shaft 47 is connected to the second intermediate shaft 412 through the front transmission gear set 46, and the front transmission gear set 46 includes a front transmission drive gear 461 and a front transmission driven gear 462.

The gear ratios of the front drive gear set 46 are matched according to the type of engine, for example, for diesel engines and gasoline engines, the gear ratios of the front drive gear set 46 are about 1.4 and 1.8 respectively, and the drive characteristic requirements of the diesel hybrid electric drive and the gasoline hybrid electric drive can be met by matching the gear ratios of the four gears in the transmission mechanism 4.

The engine 5 is connected to the input shaft 47 via the clutch 6. The clutch 6 may be a dry or wet clutch, wherein a normally open wet or dry clutch is preferably used for a vehicle drive device having a long-distance electric-only travel mode, that is, for a vehicle drive device for external charging, and a main clutch may be used for a vehicle drive device without such a requirement.

To be compatible with both gasoline and diesel engines, the torque capacity of the clutch 6 may be selected based on the output torque of the diesel engine, since the output torque of the diesel engine is about twice that of the gasoline engine for both engines of the same displacement. Different torque capacities can be realized by adjusting the number of the friction plates of the clutch 6, and the oil pressure can also be adjusted, so that the matching with different power machines is realized. Further, the engine 5 and the input shaft 47 may be connected by a torque converter with a lockup clutch, and other types of connection devices are possible, but not limited thereto.

The gear shifting process control in the hybrid electric drive device may be that the engine 5 and the second motor 2 are still kept at a lower gear, the first motor 1 is previously engaged in a high gear, then the engine 5 and the second motor 2 are again engaged in the high gear, or the first motor 1 is still kept at the lower gear, the engine 5 and the second motor 2 are previously engaged in the high gear, and then the first motor 1 is again engaged in the high gear, so that power interruption during gear shifting can be avoided, power gear shifting is realized, and details are not repeated herein.

As shown in fig. 5, the transmission mechanism 4 further includes a reverse gear set 48, the reverse gear set 48 includes a seventh driving gear 481 and at least one idler gear 482, the idler gear 482 includes a large idler gear 4821 and a small idler gear 4822, the large idler gear 4821 is in mesh transmission with the seventh driving gear 481, and the small idler gear 4822 is in mesh transmission with the first driven gear 4312.

When high-voltage electrical components such as the electrical storage device, the first motor 1, and the second motor 2 work normally, the reverse rotation can be preferably realized by the reverse rotation of the first motor 1 and/or the second motor 2. When the high-voltage electrical component fails and cannot work, the engine 5 is started by the starter to ignite, normal starting can be achieved due to the fact that the transmission ratio of the first gear is large, and limp home can be achieved.

As shown in fig. 5, the seventh drive gear 481 is hollow on the second countershaft 412 and is selectively shiftable with the second countershaft 412 by the third shift element 444.

Since the second intermediate shaft 412 is generally characterized by thick middle and thin ends, the reverse gear transmission is large, so that the inner diameter of the seventh driving gear 481 sleeved on the second intermediate shaft 412 is limited, therefore, the diameter of the seventh driving gear 481 is properly large, the large idler gear 4821 in the idler gear 482 in meshing transmission with the seventh driving gear is also large, the small idler gear 4822 is a gear shaft with a small diameter, when the seventh driving gear 481 is in meshing transmission with the first driven gear 4312 with a large diameter, the gear ratio required for the reverse gear can be realized, at this time, the third shifting element 444 is in reverse gear, at the same time, the first shifting element 433 is in first gear, and the power of the engine 5 is transmitted to the output shaft 42 to drive the vehicle to reverse. With this arrangement, it is also possible to ensure a low relative rotational speed of the needle roller bearing provided between the seventh driving gear 481 and the second intermediate shaft 412.

The fifth driving gear 481 of the reverse gear set 48 is freely sleeved on the second countershaft 412 and selectively engaged with the second countershaft 412 through the third shifting element 444, and the first countershaft 411 is also selectively engaged with the second countershaft 412 through the third shifting element 444, so that the power of the first electric machine 1 can be transmitted to the second gear set 44, and the power of the engine 5 and the second electric machine 2 can be transmitted to the first gear set 43, that is, the reverse gear function required for limp home can be realized by one shifting element, and all gears of the first gear set 43 and the second gear set 44 can be used by the engine 5, the first electric machine 1 and the second electric machine 2, so that the transmission 4 can realize the required functions by using the minimum number of shifting elements, and realize the shifting power in the electric-only driving mode and the hybrid driving mode.

In addition, an independent reverse gear can be arranged in the electric drive device, the first motor 1 and the second motor 2 still rotate in the forward direction during reversing, the reversing of the vehicle is realized by means of reverse rotation and electric driving, magnetic steel on a motor rotor can be arranged asymmetrically, and the motor efficiency can be further improved.

It is also possible to provide the reverse gear set 48 elsewhere, to add a highest gear set and to use the third shifting element 444 to effect power transmission and disconnection with the output shaft 42.

Fig. 6 is a schematic structural view of a vehicle drive apparatus according to a third embodiment of the present invention. As shown in fig. 6, a sixth driven gear 4522 of the second motor drive gear set 452 is fixed to the input shaft 47. Since the front driving gear set 46 is a constant mesh gear set and the front driving gear 461 and the input shaft 47 are made as an integral gear shaft, the sixth driven gear 4522 is fixed on the input shaft 47, so that the power of the second electric machine 2 is transmitted to the input shaft 47 through the sixth driving gear 4521 in mesh transmission and then transmitted to the second intermediate shaft 412 through the front driving gear set 46, that is, the second electric machine 2 and the second intermediate shaft 412 are connected through two-stage gear transmission. When the engine 5 drives the second motor 2 to generate electric power, the power of the engine 5 is transmitted to the input shaft 47 and further to the second motor 2 through the second motor transmission gear set 452.

Since the transmission ratio of the front transmission gear set 46 is usually greater than 1, i.e. it plays a role of speed reduction, and the large transmission ratio required by the second motor 2 can be shared by the front transmission gear set 46, the transmission ratio of the second motor transmission gear set 452 can be set smaller, but still greater than 1, so as to play a role of speed reduction, and when generating power, it plays a role of speed increase, so as to well satisfy the functional requirements of driving and generating power of the second motor 2, and at the same time, it is beneficial to the structural arrangement.

Fig. 7 is a schematic structural view of a vehicle drive apparatus according to a fourth embodiment of the present invention. As shown in fig. 7, the transmission mechanism 4 further includes a highest gear gearset 445 disposed between the second countershaft 412 and the output shaft 42, the highest gear gearset 445 includes an eighth driving gear 4451 and an eighth driven gear 4452, the eighth driven gear 4452 is fixedly connected to the output shaft 42, and the eighth driving gear 4451 is freely sleeved on the second countershaft 412 and selectively communicated with the first driven gear 4312 through a third shifting element 444 and the second countershaft 412. Here, the highest gear is a fifth gear, or an overdrive gear. More forward gears may result in better overall performance, but are not so limited.

As shown in fig. 7, the clutch 6 is a main clutch, and the transmission 4 further includes a fourth shifting element 463, wherein the front driving gear 461 and the seventh driving gear 481 are hollow on the input shaft 41 and selectively connected with the input shaft 47 through the fourth shifting element 463.

The clutch 6 is a main clutch, i.e. a conventional normally closed clutch, and its friction plates are usually provided with a torsion damping spring, thus having a torsion damping function. Normally open clutches are used to match individual torsional dampers, and for gasoline engines and diesel engines, torsional dampers with different torsional characteristics are required. In order to reduce the effort for adaptation and to increase compatibility, the clutch 6 can be selected as a conventional normally closed clutch, i.e. with a corresponding main clutch also when selecting the appropriate engine 5.

The front drive pinion 461 is free on the input shaft 47, and the reverse seventh drive pinion 481 is also free on the input shaft 47, between which the fourth shifting element 463 is arranged to select one of the gears connected to the input shaft 47. When the fourth shifting element 463 is shifted to engage the front driving gear 461 with the input shaft 47, the power of the engine 5 can be transmitted to the second intermediate shaft 412 and then to the output shaft 42 to drive the vehicle; when the fourth shifting element 463 is in neutral, the front transmission driving gear 461 is not communicated with the input shaft 47, the vehicle can still run for a long time or a long distance in the pure electric running mode under the condition that the main clutch is kept closed, and the vehicle is driven to run only by the first motor 1 and/or the second motor 2, so that the problems of abrasion or failure of related components and the like caused by long-time separation of the main clutch for disconnecting the engine can be avoided even if the running time is long; when the fourth shifting element 463 is shifted in reverse, the first shifting element 433 is also shifted in first, and the power of the engine 5 is output to the output shaft 42 to drive reverse, so that the reverse function required for limp home or normal driving is realized, and when the first electric motor 1 can also output power in reverse, the vehicle can be shifted to a steep slope with a larger gradient.

The utility model discloses vehicle drive arrangement of specific embodiment, include: a first motor; a second motor; a motor control unit; the transmission mechanism comprises an intermediate shaft, an output shaft, a first gear set and a second gear set which are arranged between the intermediate shaft and the output shaft and can be selectively switched on, the first gear wheel set comprises at least a first gear wheel set, a third gear wheel set and a first shifting element, the second gear set at least comprises a second gear set, a fourth gear set and a second gear shifting element, the first gear set comprises a first driving gear and a first driven gear, the second gear set comprises a second driving gear and a second driven gear, the three-gear set comprises a third driving gear and a third driven gear, the four-gear set comprises a fourth driving gear and a fourth driven gear, the first shifting element selectively drivingly connects the first or third gear set with the output shaft, the second shifting element selectively connects the two-gear set or the four-gear set with the output shaft in a transmission manner; the first gear wheel set also comprises a third shifting element for selectively engaging the first gear wheel set with the intermediate shaft, so that the first and second electric machines can use all the gears of the first and second gear wheel sets. The utility model discloses a vehicle drive device, included first motor and second motor, drive mechanism has set up four at least fender position, and through third gearshift component, make the whole fender position of the available drive mechanism of first motor and second motor, thereby obtain an electric drive device for pure electric vehicles, still can increase input shaft and preceding drive gear group on electric drive device's basis, it can obtain a hybrid electric drive device for hybrid electric vehicles to match the engine use, thereby obtain a modularization, easily the extension satisfies pure electric vehicles and the required vehicle drive device of hybrid electric vehicles.

Finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit the same; although the present invention has been described in detail with reference to the foregoing embodiments, it should be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; such modifications and substitutions do not depart from the spirit and scope of the present invention.

Claims (10)

1. A vehicle drive apparatus, characterized by comprising: a first motor; a second motor; a motor control unit; the transmission mechanism comprises a first intermediate shaft, a second intermediate shaft, an output shaft, a first gear set which is arranged between the first intermediate shaft and the output shaft and can be selectively switched on, and a second gear set which is arranged between the second intermediate shaft and the output shaft, wherein the second intermediate shaft is sleeved on the outer side of the first intermediate shaft, the first motor is in transmission connection with the first intermediate shaft, the second motor is in transmission connection with the second intermediate shaft, the first gear set at least comprises a first gear set, a third gear set and a first gear shifting element, the first gear set comprises a first driving gear and a first driven gear, the third gear set comprises a third driving gear and a third driven gear, the second gear set at least comprises a second gear set, a fourth gear set and a second gear shifting element, and the second gear set comprises a second driving gear and a second driven gear, the four-gear set comprises a fourth driving gear and a fourth driven gear, the first shifting element selectively connects the first-gear set or the third-gear set with the output shaft in a transmission manner, the second shifting element selectively connects the second-gear set or the fourth-gear set with the output shaft in a transmission manner, the second-gear set further comprises a third shifting element selectively connects the second intermediate shaft with the first intermediate shaft, and therefore the first motor and the second motor can use all gears of the first-gear set and the second-gear set.

2. The vehicle drive of claim 1, wherein the first driven gear and the third driven gear are free on the output shaft and selectively engageable with the output shaft via the first shift element, the first drive gear and the third drive gear being grounded to the first countershaft.

3. The vehicle drive device according to claim 1 or 2, wherein the second driven gear and the fourth driven gear are freely sleeved on the output shaft and selectively communicated with the output shaft through the second shifting element, and the second driving gear and the fourth driving gear are fixedly connected to the second intermediate shaft.

4. The vehicle drive of claim 1, wherein the transmission further comprises a first motor drive gear set and a second motor drive gear set, the first motor drive gear set comprising a fifth drive gear and a fifth driven gear, the fifth drive gear coupled to the first motor, the fifth driven gear fixedly coupled to the first countershaft, the second motor drive gear set comprising a sixth drive gear and a sixth driven gear, the sixth drive gear coupled to the second motor, the sixth driven gear fixedly coupled to the second countershaft;

the first motor and the second motor are arranged in front of the transmission mechanism, and the motor control unit is arranged above the first motor and the second motor.

5. The vehicle drive of claim 1, further comprising an engine and a clutch, the transmission further comprising an input shaft and a front drive gear set, the engine being connected to the input shaft through the clutch, the input shaft being connected to the second intermediate shaft through the front drive gear set, the front drive gear set comprising a front drive gear and a front drive driven gear.

6. The vehicle drive of claim 5, wherein the transmission further comprises a first motor drive gear set and a second motor drive gear set, the first motor drive gear set comprising a fifth drive gear and a fifth driven gear, the fifth drive gear coupled to the first motor, the fifth driven gear fixedly coupled to the first countershaft, the second motor drive gear set comprising a sixth drive gear and a sixth driven gear, the sixth drive gear coupled to the second motor, the sixth driven gear fixedly coupled to the input shaft.

7. The vehicle drive of claim 5, wherein the transmission further comprises a reverse gear set, the reverse gear set comprises a seventh driving gear and at least one idler gear, the idler gear comprises a large idler gear and a small idler gear which are fixedly connected, the large idler gear is in mesh transmission with the seventh driving gear, and the small idler gear is in mesh transmission with the first driven gear.

8. The vehicle drive of claim 7, wherein the seventh driving gear is idler on the second countershaft and is selectively engageable with the second countershaft by the third shift element.

9. The vehicle drive apparatus according to claim 1 or 7,

the transmission mechanism further comprises a highest gear set arranged between the intermediate shaft and the output shaft, the highest gear set comprises an eighth driving gear and an eighth driven gear, the eighth driven gear is fixedly connected to the output shaft, and the eighth driving gear is sleeved on the second intermediate shaft in an empty mode and is selectively communicated with the second intermediate shaft through the third gear shifting element.

10. The vehicle drive apparatus according to claim 7,

the clutch is a main clutch, the transmission mechanism further comprises a fourth gear shifting element, and the front transmission driving gear and the seventh driving gear are sleeved on the input shaft in a hollow mode and can be selectively communicated with the input shaft through the fourth gear shifting element.

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