CN218543071U - Pure electric power system and vehicle - Google Patents

Abstract

The utility model provides a pure electric power system and vehicle, the utility model discloses a pure electric power system, the power take off end and the input shaft transmission of first motor are connected, the input shaft is connected with the transmission shaft transmission through first gear train, be equipped with the second gear train of being connected with first gear drive on the jackshaft, the jackshaft is connected through first gear train and second gear train to input shaft or transmission shaft, the power take off end and the transmission shaft or the jackshaft transmission of second motor are connected, transmission shaft and jackshaft are used for respectively being connected with differential mechanism's power input end. The utility model discloses a pure electric power system adopts single-shaft type four to keep off the structure, need not to set up the clutch at the power input end of input shaft, when keeping off the position increase, can reduce cost and weight, and better satisfying customer's user demand, it adopts bi-motor drive, has good dynamic nature, no engine oil consumption, and degradable carbon emission, energy recuperation is convenient, and can better energy saving.

Description

Pure electric power system and vehicle

Technical Field

The utility model relates to a vehicle parts technical field, in particular to electricelectric moves driving system. And simultaneously, the utility model discloses still relate to a vehicle of using this electricelectric moves driving system.

Background

The powertrain system on a vehicle generally includes a transmission, an engine and/or an electric machine, wherein the engine and the electric machine are power sources, and the transmission is capable of changing the rotational speed and torque from the engine or the electric machine and changing the transmission ratio of the output shaft and the input shaft by fixing or stepping.

With the development of new energy vehicles, pure electric vehicles are more and more favored by consumers. Compared with the existing fuel power system taking an engine as a power source and a hybrid power system taking the engine and a motor as power sources at the same time, the hybrid power system can better reduce the pollution to the environment.

However, the existing pure electric power system generally has two gears, and cannot well meet the use requirements of customers; in addition, at least one clutch is generally required to be arranged, so that a four-gear transmission structure can be realized, a dual-clutch transmission is generally required to be configured, the production cost and the maintenance cost are increased, and the volume and the weight of a product are higher. In addition, the existing pure electric power system mostly realizes the reverse gear function through the motor reversal, and under the working condition of low electric quantity, the motor cannot reverse, so that the function of the power system is limited.

SUMMERY OF THE UTILITY MODEL

In view of this, the present invention is directed to a pure electric power system, which is beneficial to improving the performance thereof and reducing the weight and cost.

In order to achieve the above purpose, the technical scheme of the utility model is realized like this:

a pure electric power system comprises a first motor, a second motor, an input shaft, a transmission shaft and an intermediate shaft;

the power output end of the first motor is in transmission connection with the input shaft;

the input shaft is in transmission connection with the transmission shaft through a first gear train;

a second gear train connected with the first gear train transmission system is arranged on the intermediate shaft;

the input shaft is connected with the intermediate shaft through the first gear train and the second gear train, or the transmission shaft is connected with the intermediate shaft through the first gear train and the second gear train;

the power output end of the second motor is in transmission connection with the transmission shaft or the intermediate shaft;

the transmission shaft and the intermediate shaft are respectively used for being connected with a power input end of a differential.

Furthermore, the first gear systems are arranged in multiple groups, and the multiple groups of the first gear systems are arranged at intervals in the axial direction of the input shaft.

Furthermore, each group of the first gear trains comprises two gear pairs arranged at intervals along the axial direction of the input shaft, and each gear pair comprises a driving wheel arranged on the input shaft and a driven wheel arranged on the transmission shaft;

each set of the first gear trains includes a first dog clutch located between two of the gear pairs;

each first dog clutch is arranged on the input shaft or the transmission shaft, or the first dog clutches in two adjacent groups of first gear trains are arranged on the input shaft and the transmission shaft in a staggered mode.

Further, the second gear train comprises an intermediate wheel which is sleeved on the intermediate shaft in a hollow mode, and a second dog clutch which is arranged on the intermediate shaft;

the intermediate wheel is in transmission connection with the driving wheel or the driven wheel, and the intermediate wheel is connected with the intermediate shaft through the second dog clutch.

Furthermore, the second gear trains are in a plurality of groups, and the plurality of groups of second gear trains are arranged at the axial intervals of the intermediate shaft.

Furthermore, the pure electric power system further comprises an electric gear selecting and shifting executing mechanism, wherein the electric gear selecting and shifting executing mechanism comprises a first gear shifting shaft, a second gear shifting shaft, a first shifting fork arranged on the first gear shifting shaft and a second shifting fork arranged on the second gear shifting shaft;

the first shifting fork is connected with the first dog clutch, and the second shifting fork is connected with the second dog clutch.

Further, the differential mechanism further comprises an output shaft, wherein the output shaft comprises a first half shaft in transmission connection with the transmission shaft and the intermediate shaft respectively, and a second half shaft used for being connected with the differential mechanism;

a first gear and a planetary gear mechanism are arranged on the first half shaft, a synchronizer and a second gear are arranged on the second half shaft, and the second gear is in transmission connection with the planetary gear mechanism;

the synchronizer selectively connects the first gear or the second gear.

Furthermore, a sun gear of the planetary gear mechanism is arranged on the first half shaft, and a gear ring or a planet carrier of the planetary gear mechanism is connected with the second gear;

the first half shaft and the second half shaft are coaxially arranged.

Furthermore, a fifth driving wheel is arranged on the transmission shaft, a sixth driving wheel is arranged on the intermediate shaft, and a fifth driven wheel is arranged on the first half shaft;

and the fifth driving wheel and the sixth driving wheel are respectively in transmission connection with the fifth driven wheel.

Compared with the prior art, the utility model discloses following advantage has:

electricelectric moves driving system, the power input end of input shaft need not to set up the clutch, when keeping off the position and increasing, can reduce cost and weight, and better customer's of satisfying user's user demand. The dual-motor driving device adopts the dual-motor driving of the first motor and the second motor, has good dynamic property, does not have engine oil consumption, can reduce carbon emission, and better protects the environment. The first motor is in transmission connection with the input shaft, the second motor is in transmission connection with the transmission shaft or the middle shaft, high torque output can be achieved through power coupling, the power performance is good, the required power of a single motor can be reduced, and therefore the cost and the weight of the motor are reduced.

In addition, under the working condition that the torque required by the vehicle is low, one motor can be selected to work in a high-efficiency interval, and the other motor can be used for energy recovery to directly charge the battery. The second gear train is arranged on the intermediate shaft, so that the reverse gear function is realized under any working condition, the use requirements of customers can be met, the length is short, and multiple gears can be realized. And the first gear train and the second gear train are arranged into a plurality of groups, so that more gears can be realized.

In addition, the gear is switched by adopting a dog clutch structure, and because the dog clutch is not provided with a synchronous ring, the rotating speed of the motor can be adjusted to achieve the effect of synchronous rotating speed during gear shifting, and the gear can be directly connected through the gear of the dog clutch. In the engaging process, the dog clutch can realize power interruption, so that the clutch between the input shaft and the power source can be eliminated, compared with the existing synchronizer, the cost can be greatly reduced, the structure is simplified, the problem of synchronizer ring burning is prevented, the maintenance cost can be reduced, and the product competitiveness is increased.

Meanwhile, the first dog clutch and the second dog clutch are driven by the electric gear selecting and shifting actuating mechanism, the working efficiency is high, and compared with the existing hydraulic module, the size and the weight of the power system can be reduced, and the cost of the power system is greatly reduced.

And increase planetary gear mechanism at the output, can realize high-speed gear and low-speed gear, and high-speed gear and low-speed gear all have a plurality of fender position modes, have good cross-country performance, need not to set up super low-speed gear structure, and can satisfy customer's multiple use scene demand, do benefit to the driving enjoyment that improves whole car. The client can select the high-speed range and the low-speed range at will, so as to meet various extreme working conditions during the running of the vehicle; for example, when climbing a slope at a low speed, the speed ratio is used for shifting gears in a low-speed range, so that the speed can climb 100% of the slope without increasing the strength of each gear wheel, shaft and bearing in the transmission, and the cost is greatly reduced; when the automobile runs at a high speed, the speed ratio is used for shifting gears in a high-speed range, the maximum speed of the whole automobile can be increased, the synchronous capacity of a synchronizer does not need to be increased, the strength of a bearing does not need to be increased, the cost is reduced, and the whole size is reduced.

Another object of the present invention is to provide a vehicle, wherein the vehicle is provided with the pure electric power system as described above.

The vehicle, through using as above pure electric power system, need not to set up the clutch at the power input end of input shaft, when keeping off the position increase, can reduce cost and weight, and better user demand who satisfies the customer. The dual-motor driving device adopts the dual-motor driving of the first motor and the second motor, has good driving performance and dynamic performance, has no engine oil consumption, can reduce carbon emission, is convenient for energy recovery, and can better save energy.

Drawings

The accompanying drawings, which form a part hereof, are included to provide a further understanding of the invention, and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the invention without undue limitation. In the drawings:

fig. 1 is a schematic structural diagram of a pure electric power system according to an embodiment of the present invention;

fig. 2 is a schematic diagram of a power transmission route of the pure electric power system according to the embodiment of the present invention when the pure electric power system is in the low-speed first gear mode;

fig. 3 is a schematic diagram of a power transmission route of the pure electric power system according to the embodiment of the present invention when the pure electric power system is in the low-speed second gear mode;

fig. 4 is a schematic diagram of a power transmission route of the pure electric power system according to the embodiment of the present invention when the pure electric power system is in the low-speed third gear mode;

fig. 5 is a schematic diagram of a power transmission route of the pure electric power system according to the embodiment of the present invention in the low-speed fourth gear mode;

fig. 6 is a schematic diagram of a power transmission route of the pure electric power system according to the embodiment of the present invention when the pure electric power system is in the low-speed reverse gear mode;

fig. 7 is a schematic diagram of a power transmission route of the pure electric power system according to the embodiment of the present invention when the pure electric power system is in the high-speed first gear mode;

fig. 8 is another schematic structural diagram of the pure electric power system according to the embodiment of the present invention;

fig. 9 is a schematic structural view of an electric gear selecting and shifting actuator according to an embodiment of the present invention;

fig. 10 is a control schematic diagram of the electric gear selecting and shifting actuator according to the embodiment of the present invention.

Description of reference numerals:

1. an input shaft; 101. a first drive wheel; 102. a second drive wheel; 103. a third driving wheel; 104. a fourth driving wheel;

2. a drive shaft; 201. a first driven wheel; 202. a second driven wheel; 203. a third driven wheel; 204. a fourth driven wheel; 205. a first dog clutch A; 206. a first dog clutch B; 207. a fifth driving wheel;

3. an intermediate shaft; 301. an intermediate wheel; 302. a second dog clutch; 303. a sixth driving wheel;

4. an output shaft; 401. a first half shaft; 402. a second half shaft;

4011. a fifth driven wheel; 4012. a sun gear; 4013. a planet wheel; 4014. a planet carrier; 4015. a ring gear; 4016. a first gear; 4021. a second gear; 4022. a synchronizer;

10. a first motor; 20. a second motor; 30. a differential mechanism;

40. an electric gear selecting and shifting actuating mechanism; 4001. a gear selecting motor; 4002. a shift motor; 4003. a first shift shaft; 4004. a first shift fork;

50. a transmission controller; 60. a vehicle controller; 70. a motor controller.

Detailed Description

It should be noted that, in the present invention, the embodiments and features of the embodiments may be combined with each other without conflict.

In the description of the present invention, it should be noted that the terms "upper", "lower", "inner", "back", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplification of description, but do not indicate or imply that the device or element referred to must have a specific orientation, be constructed in a specific orientation, and be operated, and thus should not be construed as limiting the present invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.

In addition, in the description of the present invention, the terms "mounted," "connected," and "connecting" are to be construed broadly unless otherwise specifically limited. For example, the connection can be fixed, detachable or integrated; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. To those of ordinary skill in the art, the specific meaning of the above terms in the present invention can be understood in conjunction with the detailed description.

The present invention will be described in detail below with reference to the accompanying drawings in conjunction with embodiments.

The embodiment relates to a pure electric power system, which has the advantages of light weight, low cost, small occupied space, good driving performance and good dynamic performance by improving the structure of the pure electric power system.

Based on the above design concept, an exemplary structure of the pure electric power system of the present embodiment is shown in fig. 1, and mainly includes, in overall composition, a first motor 10, a second motor 20, an input shaft 1, a transmission shaft 2, an intermediate shaft 3, and a gear train connected between the shafts. Except for the first electric machine 10 and the second electric machine 20, the rest of the parts belong to the transmission device of the speed changer.

The power output end of the first motor 10 is in transmission connection with the input shaft 1, the input shaft 1 is in transmission connection with the transmission shaft 2 through a first gear train, a second gear train connected with a first gear 4016 transmission system is arranged on the intermediate shaft 3, the input shaft 1 is connected with the intermediate shaft 3 through the first gear train and the second gear train, or the transmission shaft 2 is connected with the intermediate shaft 3 through the first gear train and the second gear train, the power output end of the second motor 20 is in transmission connection with the transmission shaft 2 or the intermediate shaft 3, and the transmission shaft 2 and the intermediate shaft 3 are respectively used for being connected with the power input end of the differential mechanism 30.

The arrangement of the above structure enables the power of the first motor 10 to be directly transmitted to the input shaft 1, and then transmitted to the differential 30 through the input shaft 1, the transmission shaft 2 or the intermediate shaft 3, or transmitted to the differential 30 through the input shaft 1, the transmission shaft 2 and the intermediate shaft 3 in sequence. While the first gear train is mainly used for transmitting the power of the input shaft 1 to the propeller shaft 2 or the intermediate shaft 3, and the second gear train is mainly used for transmitting the power from the input shaft 1 or the propeller shaft 2 to the intermediate shaft 3.

In a preferred embodiment, a power input end of the first motor 10 is in transmission connection with one end of the input shaft 1, one end of the intermediate shaft 3, which is far away from the first motor 10, is in transmission connection with a power output end of the second motor 20, when the hybrid electric vehicle is arranged on a vehicle, the first motor 10 can be arranged at one end of the head portion of the vehicle of the transmission, and the second motor 20 can be arranged at one end of the tail portion of the vehicle of the transmission, so that the design length of an external circuit can be reduced, the efficiency is improved, the occupied arrangement space of a cabin is reduced, the cost is reduced, energy recovery can be further performed, and a battery can be directly charged.

As a preferred embodiment, the first gear trains are multiple sets, the multiple sets of first gear trains are arranged at intervals in the axial direction of the input shaft 1, each set of first gear train includes two gear pairs arranged at intervals in the axial direction of the input shaft 1, each gear pair includes a driving wheel arranged on the input shaft 1, and a driven wheel arranged on the transmission shaft 2; each group of the first gear trains comprises a first dog clutch positioned between two gear pairs; each first dog clutch is arranged on the input shaft 1 or the transmission shaft 2, or the first dog clutches in two adjacent groups of first gear trains are arranged on the input shaft 1 and the transmission shaft 2 in a staggered manner.

As shown in fig. 1, in the present embodiment, the first gear trains are two sets, and for convenience of description, the left-side first gear train includes a left-side first driving wheel 101 fixed on the input shaft 1 and a left-side first driven wheel 201 sleeved on the transmission shaft 2, and the right-side first gear train includes a right-side second driving wheel 102 fixed on the input shaft 1 and a right-side second driven wheel 202 sleeved on the transmission shaft 2.

The gear pair arranged close to the left in the first gear train on the right comprises a third driving wheel 103 fixedly arranged on the input shaft 1 and a third driven wheel 203 freely sleeved on the transmission shaft 2, and the gear pair arranged close to the right comprises a fourth driving wheel 104 fixedly arranged on the input shaft 1 and a fourth driven wheel 204 freely sleeved on the transmission shaft 2.

Present many grades of derailleur power transmission need pass through multiunit gear, can reduce derailleur efficiency, and the derailleur of this embodiment does not have around tooth structure, through fender gear direct output power, can be when increasing derailleur efficiency, the better driving demand that satisfies customer.

As a preferred embodiment, the aforementioned second gear system is also used for transmitting the power from the input shaft 1 or the transmission shaft 2 to the intermediate shaft 3, and as a preferred possible embodiment, the second gear system includes an intermediate wheel 301 that is freely sleeved on the intermediate shaft 3, and a second dog clutch 302 that is provided on the intermediate shaft 3, wherein the intermediate wheel 301 is in transmission connection with a driving wheel or a driven wheel, and the intermediate wheel 301 is connected to the intermediate shaft 3 through the second dog clutch 302.

As in the present embodiment, the intermediate wheel 301 is meshed with the first driven wheel 201 to achieve the reverse gear function, but it is understood that it may also be meshed with any one of the first driving wheel 101, the second driving wheel 102, the third driving wheel 103, the fourth driving wheel 104, the second driven wheel 202, the third driven wheel 203 and the fourth driven wheel 204, besides being meshed with the first driven wheel 201. It should be noted that the second gear trains may be a group or a plurality of groups, the plurality of groups of second gear trains are arranged at the axial distance of the intermediate shaft 3, and the plurality of intermediate wheels 301 are connected to different driving wheels or driven wheels respectively.

For the purpose of description below, in the present embodiment, the first dog clutch located between the first driven wheel 201 and the second driven wheel 202 is referred to as a first dog clutch a205, which is selectively connected to the first driven wheel 201 and also selectively connected to the second driven wheel 202, and the first dog clutch located between the third driven wheel 203 and the fourth driven wheel 204 is referred to as a first dog clutch B206, which is selectively connected to the third driven wheel 203 and also selectively connected to the fourth driven wheel 204.

As a preferred embodiment, as shown in fig. 9, the pure electric powertrain of the present embodiment further includes an electric shift actuator 40, and the electric shift actuator 40 includes a first shift shaft 4003, a second shift shaft not shown in fig. 9, a first fork 4004 provided on the first shift shaft 4003, and a second fork provided on the second shift shaft 4003, the second fork not shown in fig. 9. In this embodiment, two first shift forks 4004 are provided, the two first shift forks 4004 are respectively connected to the first dog clutch a205 and the first dog clutch B206, and one second shift fork is provided, which is connected to the second dog clutch 302.

The existing transmission generally needs to be provided with a hydraulic module, gear shifting is realized by an oil way driving shifting fork shaft, a plurality of oil ways can be added, meanwhile, the space required by the hydraulic module is increased, and the size, cost and weight of the transmission are increased. In the embodiment, the electric gear selecting and shifting actuator 40 is used for shifting gears, for example, a GA gear selecting and shifting motor actuator assembly (GA for short) is used, which generally includes a gear selecting motor 4001 and a gear shifting motor 4002, and a TCU (Telematics Control Unit) obtains a corresponding signal, and then calculates to obtain a preliminary gear, and sends the preliminary gear to the GA, the GA performs a gear shifting action according to the TCU instruction, the gear shifting instruction can shift a corresponding shifting fork, and the shifting fork then shifts a corresponding dog clutch to complete the gear shifting action, so that the working efficiency is high, the size and weight of the transmission can be reduced, and the cost of the transmission is greatly reduced. It should be noted that the number of the shift motors 4002 is preferably two so as to drive the forks on the two shift shafts, respectively.

As a preferred embodiment, the pure electric power system of the present embodiment further includes an output shaft 4, which is in transmission connection with the transmission shaft 2 and the intermediate shaft 3, respectively, and is also in transmission connection with the differential 30, so that the power of the transmission shaft 2 and the intermediate shaft 3 can be transmitted to the differential 30 through the output shaft 4, respectively. Structurally, the output shaft 4 comprises a first half-shaft 401 drivingly connected to the propeller shaft 2 and the intermediate shaft 3, respectively, and a second half-shaft 402 for connection to the differential 30, and the first half-shaft 401 and the second half-shaft 402 are coaxially arranged.

In order to facilitate power transmission between the first half shaft 401 and the second half shaft 402, as a preferred embodiment, a first gear 4016 and a planetary gear mechanism are arranged on the first half shaft 401, a second gear 4021 is sleeved on the second half shaft 402, and the second gear 4021 is in transmission connection with the planetary gear mechanism. A synchronizer 4022 is provided on the second half shaft 402, and the synchronizer 4022 is selectively connected to the first gear 4016 or the second gear 4021.

When the synchronizer 4022 is connected to the first gear 4016, it is possible to realize transmission of the power received on the first half shaft 401 to the second half shaft 402 via the first gear 4016 and the synchronizer 4022. When the synchronizer 4022 is connected with the second gear 4021, it is possible to realize transmission of power received on the first half shaft 401 to the second half shaft 402 via the planetary gear mechanism, the second gear 4021, and the synchronizer 4022.

In a preferred embodiment, the planetary gear mechanism mainly comprises a sun gear 4012, a ring gear 4015 and planet gears 4013 in transmission connection with the sun gear 4012 and the ring gear 4015 respectively, wherein the sun gear 4012 is arranged on the first half shaft 401, the ring gear 4015 is fixedly arranged on a shell of the transmission, and the second gear 4021 is connected with a planet carrier 4014 of the planet gears 4013.

With such arrangement, when the synchronizer 4022 is connected with the second gear 4021, the power of the first half shaft 401 can be transmitted to the second half shaft 402 through the sun gear 4012, the planet gears 4013, the planet carrier 4014, the second gear 4021 and the synchronizer 4022, so that the ultra-low speed gear mode can be realized, and each gear of the power system of the embodiment also has an ultra-low speed gear mode, so that the power system has good driving performance.

It should be noted that if the carrier 4014 of the planetary gear mechanism is fixed to the transmission case, the second gear 4021 can be connected to the ring gear 4015, and at this time, by connecting the synchronizer 4022 to the second gear 4021, the power received by the first half shaft 401 can be transmitted to the second half shaft 402 via the sun gear 4012, the planet gears 4013, the ring gear 4015, the second gear 4021, and the synchronizer 4022.

Furthermore, as a preferred arrangement, the first half shaft 401 and the second half shaft 402 in this embodiment are arranged coaxially to facilitate the arrangement of other parts. In the above configuration, the first half shaft 401 directly serves as the power input shaft 1 of the differential 30, but it is needless to say that the second half shaft 402, the second gear 4021, and the planetary gear mechanism are not required. As shown in fig. 8, the power system of the present embodiment may be configured such that the propeller shaft 2 and the intermediate shaft 3 are connected to the power input end of the differential 30, respectively, without providing the output shaft 4 and the planetary gear mechanism on the output shaft 4.

In a preferred embodiment, a fifth driving wheel 207 is disposed on the transmission shaft 2, a sixth driving wheel 303 is disposed on the intermediate shaft 3, a fifth driven wheel 4011 is disposed on the first half shaft 401, and the fifth driving wheel 207 and the sixth driving wheel 303 are respectively in gear engagement with the fifth driven wheel 4011, so that power on the transmission shaft 2 can be transmitted to the first half shaft 401 through the fifth driving wheel 207 and the fifth driven wheel 4011, and power on the intermediate shaft 3 can be transmitted to the first half shaft 401 through the sixth driving wheel 303 and the fifth driven wheel 4011.

Compared with the existing pure electric power system with few gears and poor drivability, the pure electric power system of the embodiment adopts a single-shaft four-gear structure, a clutch is not required to be arranged at the power input end of the input shaft 1, the cost and the weight can be reduced while the gears are increased, and the use requirements of customers are better met. The dual-motor driving device adopts the dual-motor driving of the first motor 10 and the second motor 20, has good dynamic property, does not have engine oil consumption, can reduce carbon emission, and better protects the environment. The first motor 10 is in transmission connection with the input shaft 1, the second motor 20 is in transmission connection with the transmission shaft 2 or the intermediate shaft 3, high torque output can be achieved through power coupling, good dynamic performance is achieved, the required power of a single motor can be reduced, and therefore cost and weight of the motor are reduced.

In addition, under the working condition that the torque required by the vehicle is low, one motor can be selected to work in a high-efficiency interval, and the other motor can be used for energy recovery to directly charge the battery. It all has the reverse gear function through set up the second gear train on jackshaft 3, any operating mode, can satisfy customer operation requirement. And the first gear train and the second gear train are arranged into a plurality of groups, so that more gears can be realized.

The pure electric power system of the embodiment has a plurality of driving modes, such as the first motor 10 is driven independently, the second motor 20 is driven independently, the first motor 10 and the second motor 20 are driven together, and the pure electric power system can realize a plurality of different gears under various driving modes,

in the driving mode in which the first electric machine 10 is driven alone and the first electric machine 10 and the second electric machine 20 are driven simultaneously, the same gear mode is provided, and the route transmission paths of the gears are substantially the same. The following description will be made in detail by taking the single driving mode of the first motor 10 as an example, and specifically, refer to the following description.

In the single-drive mode of the first electric machine 10, each gear mode of the transmission includes:

a) When the first electric motor 10 is driven, the transmission is in a low-speed first-gear mode, which can be used as the first gear of the transmission, as shown in fig. 2, the first dog clutch a205 is engaged with the first driven wheel 201, and the synchronizer 4022 is engaged with the second gear 4021.

In this case, the power transmission route is: the first electric motor 10 → the input shaft 1 → the first driving wheel 101 → the first driven wheel 201 → the first dog clutch a205 → the propeller shaft 2 → the fifth driving wheel 207 → the fifth driven wheel 4011 → the first half shaft 401 → the sun gear 4012 → the planet gears 4013 → the planet carrier 4014 → the second gear 4021 → the synchronizer 4022 → the second half shaft 402 → the differential 30.

b) When the first motor 10 is driven, the power transmission path of the transmission in the low-speed second gear mode can be as shown in fig. 3, the first dog clutch B206 is engaged with the third driven wheel 203, and the synchronizer 4022 is engaged with the second gear 4021, and this gear mode can be used as the second gear of the transmission.

In this case, the power transmission route is: the first electric motor 10 → the input shaft 1 → the third driving wheel 103 → the third driven wheel 203 → the first dog clutch B206 → the propeller shaft 2 → the fifth driving wheel 207 → the fifth driven wheel 4011 → the first half shaft 401 → the sun gear 4012 → the planet gears 4013 → the planet carrier 4014 → the second gear 4021 → the synchronizer 4022 → the second half shaft 402 → the differential 30.

c) When the first electric motor 10 is driven, the power transmission path of the transmission in the low-speed third gear mode can be as shown in fig. 4, in which the first dog clutch a205 is engaged with the second driven wheels 202 and the synchronizer 4022 is engaged with the second gear 4021, and this gear mode can be used as the third gear of the transmission.

In this case, the power transmission route is: the first electric motor 10 → the input shaft 1 → the second driving wheel 102 → the second driven wheel 202 → the first dog clutch a205 → the propeller shaft 2 → the fifth driving wheel 207 → the fifth driven wheel 4011 → the first half shaft 401 → the sun gear 4012 → the planet gears 4013 → the planet carrier 4014 → the second gear 4021 → the synchronizer 4022 → the second half shaft 402 → the differential 30.

d) When the first motor 10 is driven, the power transmission line of the transmission in the low-speed fourth gear mode can be as shown in fig. 5, the first dog clutch B206 is engaged with the fourth driven wheel 204, and the synchronizer 4022 is engaged with the second gear 4021, and this gear mode can be used as the fourth gear of the transmission.

At this time, the power transmission route is: the first electric motor 10 → the input shaft 1 → the fourth driving wheel 104 → the fourth driven wheel 204 → the first dog clutch B206 → the propeller shaft 2 → the fifth driving wheel 207 → the fifth driven wheel 4011 → the first half shaft 401 → the sun gear 4012 → the planet gears 4013 → the planet carrier 4014 → the second gear 4021 → the synchronizer 4022 → the second half shaft 402 → the differential 30.

e) The power transmission path for the transmission in the reverse mode when the first motor 10 is driving may be as shown in fig. 6, with the second dog clutch 302 engaged with the intermediate gear 301 and the synchronizer 4022 engaged with the second gear 4021.

At this time, the power transmission route is: first electric motor 10 → input shaft 1 → first driving wheel 101 → first driven wheel 201 → intermediate wheel 301 → second dog clutch 302 → intermediate shaft 3 → sixth driving wheel 303 → fifth driven wheel 4011 → first half shaft 401 → sun gear 4012 → planet gear 4013 → planet carrier 4014 → second gear 4021 → synchronizer 4022 → second half shaft 402 → differential 30.

f) The power transmission path for the transmission in the high-speed first-gear mode with the first electric motor 10 driving can be as shown in fig. 7, with the first dog clutch a205 engaged with the first driven wheels 201 and the synchronizer 4022 engaged with the first gear 4016.

In this case, the power transmission route is: the first electric motor 10 → the input shaft 1 → the first driving wheel 101 → the first driven wheel 201 → the first dog clutch a205 → the propeller shaft 2 → the fifth driving wheel 207 → the fifth driven wheel 4011 → the first half shaft 401 → the first gear 4016 → the synchronizer 4022 → the second half shaft 402 → the differential 30.

The f-range mode is a high-speed range corresponding to the a-range mode, and the other range modes are high-speed ranges, and the difference is that after power is transmitted to the first half shaft 401, the power is not transmitted to the second half shaft 402 through the sun gear 4012, the planet gears 4013, the planet carrier 4014, the second gear 4021 and the synchronizer 4022, but is transmitted to the second half shaft 402 through the first gear 4016 and the synchronizer 4022.

In the single drive mode of the second electric machine 20, power can be transmitted to the differential 30 through the intermediate shaft 3, and the first electric machine 10 can be charged through any one of the four gears, which provides better energy saving.

As shown in fig. 10, the Control system for controlling the pure electric powertrain mainly includes a Vehicle Control Unit 60 (VCU), a Motor Control Unit 70 (MCU), and a Transmission Control Unit 50 (TCU), where the TCU and the MCU are respectively connected to the VCU, and the following electric Motor is preferably the first electric Motor 10, and may also be the second electric Motor 20, and the specific Control strategies are as follows:

A. when the neutral gear is switched to the on-gear (the on-gear includes any one of the fourth gear and the reverse gear), the vehicle controller 60 sends a speed regulation control instruction to the motor controller 70, and the motor controller 70 adjusts the first motor 10 and the second motor 20 to target rotating speeds according to the received speed regulation instruction and feeds the target rotating speeds back to the vehicle controller 60; the vehicle control unit 60 immediately sends a gear shifting instruction to the transmission controller 50, the transmission controller 50 sends a signal to the GA gear selecting motor 4001 after receiving the gear shifting instruction, the GA gear selecting motor 4001 performs gear selection according to the received target gear, the signal is immediately sent to the transmission controller 50 after the gear selection is completed, the transmission controller 50 immediately sends a target gear signal to the GA gear shifting motor 4002, the GA gear shifting motor 4002 completes a gear shifting action, and the gear shifting completion state of the vehicle control unit 60 is fed back; after the vehicle controller 60 receives the feedback information, the vehicle controller 60 sends a torque instruction to the motor controller 70, and the motor controller 70 controls the motor to output a target torque to drive the vehicle to run.

B. When the gear is shifted up or down, the vehicle control unit 60 sends a command for converting the torque cancellation control into a rotating speed control to the motor controller 70, the motor controller 70 receives the command and controls the motor to execute according to the requirement and feed back the command to the vehicle control unit 60, the vehicle control unit 60 receives the feedback and sends a neutral gear shifting command to the transmission, the transmission controller 50 receives the command to execute a gear-shifting action, sends a signal to the GA gear-selecting motor 4001, the GA gear-selecting motor 4001 selects the gear according to the received target gear, immediately sends the signal to the transmission controller 50 after the gear-selecting is finished, the transmission controller 50 immediately sends a target gear signal to the GA gear-shifting motor 4002, the gear-shifting GA motor 4002 finishes the gear-shifting action and feeds back the gear-shifting completion state of the vehicle control unit 60; after receiving the feedback information, the vehicle controller 60 sends a speed regulation control instruction to the motor controller 70, the motor controller 70 adjusts the motor to the target rotating speed according to the received rotating speed instruction and feeds the target rotating speed back to the vehicle controller 60, the vehicle controller 60 immediately sends a gear shifting request instruction to the transmission controller 50, and the gear shifting strategy from the N gear to the in-gear in the strategy a is repeated to complete vehicle driving.

C. When 1 gear shifting is needed, when the vehicle controller 60 receives a 1 gear signal, the vehicle controller 60 calculates a rotating speed of the motor needing to be synchronized through an algorithm, a target rotating speed obtained from an On-Board Diagnostics (OBD) is sent to the motor controller 70, the motor controller 70 adjusts the rotating speed of the motor, a completion signal is input to the vehicle controller 60 after adjustment, the vehicle controller 60 sends a gear shifting instruction to the transmission controller 50 after receiving feedback, the transmission controller 50 firstly sends a gear selecting instruction to the GA gear selecting motor 4001, the GA gear selecting motor 4001 shifts a corresponding gear selecting fork, the completion instruction is sent to the transmission controller 50, the transmission controller 50 sends a gear shifting instruction to the first dog clutch A205, and the GA gear shifting motor 4002 shifts a gear sleeve of the first dog clutch A205 to complete 1 gear shifting.

D. When the target gear is the gear 2, when the vehicle controller 60 receives a gear 2 signal, the vehicle controller 60 calculates a rotation speed required to be synchronized by the motor through an algorithm, the target rotation speed obtained from the OBD is sent to the motor controller 70, the motor controller 70 adjusts the rotation speed of the motor 1, a completion signal is input to the vehicle controller 60 after adjustment, the vehicle controller 60 sends a gear shifting instruction to the transmission controller 50 after receiving feedback, the transmission controller 50 firstly sends a gear selecting instruction to the GA gear selecting motor 4001, the GA gear selecting motor 4001 shifts a corresponding gear selecting shift fork, and sends a completion instruction to the transmission controller 50, the transmission controller 50 sends a gear shifting instruction to the first dog clutch B206, and the GA gear shifting motor 4002 shifts a gear sleeve of the first dog clutch B206 to complete the gear 2 shifting.

E. When the target gear is the 3-gear, when the vehicle controller 60 receives a 3-gear signal, the vehicle controller 60 calculates a rotation speed required to be synchronized by the motor through an algorithm, the target rotation speed is sent to the motor controller 70, the motor controller 70 adjusts the rotation speed of the motor 1, a completion signal is input to the vehicle controller 60 after adjustment, the vehicle controller 60 sends a gear shifting instruction to the transmission controller 50 after receiving feedback, the transmission controller 50 firstly sends a gear selecting instruction to the GA gear selecting motor 4001, the GA gear selecting motor 4001 shifts a corresponding gear selecting shift fork, and sends a completion instruction to the transmission controller 50, the transmission controller 50 sends a gear shifting instruction to the first dog clutch a205, and the GA gear shifting motor 4002 shifts a gear sleeve of the first dog clutch a205 to complete the 3-gear shifting.

F. When the target gear is the 4-gear, when the vehicle controller 60 receives a 4-gear signal, the vehicle controller 60 calculates a rotation speed required to be synchronized by the motor through an algorithm, the target rotation speed is sent to the motor controller 70, the motor controller 70 adjusts the rotation speed of the motor 1, a completion signal is input to the vehicle controller 60 after adjustment, the vehicle controller 60 receives feedback and sends a gear shifting instruction to the transmission controller 50, the transmission controller 50 firstly sends a gear selecting instruction to the GA gear selecting motor 4001, the GA gear selecting motor 4001 shifts the corresponding gear selecting fork and sends a completion instruction to the transmission controller 50, the transmission controller 50 sends a gear shifting instruction to the first dog clutch B206, and the GA gear shifting motor 4002 shifts the gear sleeve of the first dog clutch B206 to complete 4-gear shifting.

Meanwhile, the embodiment also relates to a vehicle, wherein the vehicle is provided with the pure electric power system, and the vehicle of the embodiment has the same beneficial effects as the pure electric power system in the prior art, and the description is omitted here.

The above description is only for the purpose of illustrating the preferred embodiments of the present invention and should not be construed as limiting the scope of the present invention, and any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention should be included in the present invention.

Claims (10)

1. A pure electric power system is characterized in that:

comprises a first motor (10), a second motor (20), an input shaft (1), a transmission shaft (2) and an intermediate shaft (3);

the power output end of the first motor (10) is in transmission connection with the input shaft (1);

the input shaft (1) is in transmission connection with the transmission shaft (2) through a first gear train;

a second gear train connected with the first gear train transmission system is arranged on the intermediate shaft (3);

the input shaft (1) is connected to the intermediate shaft (3) via the first gear train and the second gear train, or the propeller shaft (2) is connected to the intermediate shaft (3) via the first gear train and the second gear train;

the power output end of the second motor (20) is in transmission connection with the transmission shaft (2) or the intermediate shaft (3);

the transmission shaft (2) and the intermediate shaft (3) are respectively used for being connected with a power input end of a differential (30).

2. A pure electric powertrain as claimed in claim 1, wherein:

the first gear trains are arranged in multiple groups at intervals in the axial direction of the input shaft (1).

3. A pure electric powertrain as claimed in claim 2, wherein:

each group of the first gear trains comprises two gear pairs arranged at intervals along the axial direction of the input shaft (1), and each gear pair comprises a driving wheel arranged on the input shaft (1) and a driven wheel arranged on the transmission shaft (2);

each set of the first gear trains includes a first dog clutch therein between two of the gear pairs;

each first dog clutch is arranged on the input shaft (1) or the transmission shaft (2), or the first dog clutches in two adjacent groups of first gear trains are arranged on the input shaft (1) and the transmission shaft (2) in a staggered manner.

4. A pure electric powertrain as claimed in claim 3, wherein:

the second gear train comprises an intermediate wheel (301) which is sleeved on the intermediate shaft (3) in a hollow mode, and a second dog clutch (302) which is arranged on the intermediate shaft (3);

the intermediate wheel (301) is in transmission connection with the driving wheel or the driven wheel, and the intermediate wheel (301) is connected with the intermediate shaft (3) through the second dog clutch (302).

5. A pure electric power system according to claim 4, characterized in that:

the second gear trains are multiple groups, and the multiple groups of second gear trains are arranged at the axial intervals of the intermediate shaft (3).

6. A pure electric power system according to claim 4, characterized in that:

the pure electric power system further comprises an electric gear selecting and shifting executing mechanism (40), wherein the electric gear selecting and shifting executing mechanism (40) comprises a first gear shifting shaft (4003), a second gear shifting shaft, a first shifting fork (4004) arranged on the first gear shifting shaft (4003), and a second shifting fork arranged on the second gear shifting shaft;

the first shifting fork (4004) is connected with the first dog clutch, and the second shifting fork is connected with the second dog clutch (302).

7. A pure electric power system according to any of claims 1-6, characterized in that:

the output shaft (4) comprises a first half shaft (401) in transmission connection with the transmission shaft (2) and the intermediate shaft (3) respectively, and a second half shaft (402) used for being connected with the differential (30);

a first gear (4016) and a planetary gear mechanism are arranged on the first half shaft (401), a synchronizer (4022) and a second gear (4021) are arranged on the second half shaft (402), and the second gear (4021) is in transmission connection with the planetary gear mechanism;

the synchronizer (4022) selectively connects the first gear (4016) or the second gear (4021).

8. A pure electric power system according to claim 7, characterized in that:

a sun gear (4012) of the planetary gear mechanism is arranged on the first half shaft (401), and a gear ring (4015) or a planet carrier (4014) of the planetary gear mechanism is connected with the second gear (4021);

the first half shaft (401) and the second half shaft (402) are coaxially arranged.

9. A pure electric power system according to claim 7, characterized in that:

a fifth driving wheel (207) is arranged on the transmission shaft (2), a sixth driving wheel (303) is arranged on the intermediate shaft (3), and a fifth driven wheel (4011) is arranged on the first half shaft (401);

the fifth driving wheel (207) and the sixth driving wheel (303) are in transmission connection with the fifth driven wheel (4011) respectively.

10. A vehicle, characterized in that: the vehicle is provided with the pure electric power system of any one of claims 1-9.

Images