CN218661381U - Pure electric power assembly and vehicle - Google Patents

Abstract

The utility model provides a pure electric power assembly and vehicle, the utility model discloses a pure electric power assembly, the power take off end of first motor is connected with the input shaft transmission, and the input shaft is connected with the transmission of first jackshaft through first drive assembly and second drive assembly respectively, is equipped with the third drive assembly on the second jackshaft, and input shaft and/or first jackshaft pass through first drive assembly and third drive assembly selectively with the second jackshaft; and a fourth transmission assembly in transmission connection with the input shaft is arranged on the second intermediate shaft, the power output end of the second motor is in transmission connection with the second intermediate shaft, and the first intermediate shaft is used for being in transmission connection with the power input end of the differential mechanism. Electricelectric moves power assembly, adopt three shaft type structure, the power input end of input shaft need not to set up the clutch, when having a plurality of drives and keep off the position, can reduce cost and weight, has good driving nature and dynamic nature to can the energy saving.

Description

Pure electric power assembly and vehicle

Technical Field

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

Background

The vehicle realizes that the function of traveling needs the power assembly, and the power assembly can convert the energy of other forms into kinetic energy to the drive vehicle traveles. For example, conventional household cars generally adopt three types of power assemblies, including an engine single-drive power assembly, a motor single-drive power assembly, and an engine and motor hybrid power assembly.

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

The existing multi-gear transmission is generally an Automatic Mechanical Transmission (AMT), which is driven by hybrid power and has high cost. The existing pure electric power assembly 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, and a four-gear transmission structure is generally required to be configured with a dual-clutch transmission, so that the production cost and the maintenance cost are increased, and the product volume and the weight are higher. In addition, most of the existing pure electric power assemblies realize the reverse gear function through motor reversal, and under the working condition of low electric quantity, the motor cannot reverse, so that the function of the power assembly is limited.

SUMMERY OF THE UTILITY MODEL

In view of this, the utility model aims at providing a pure electric power assembly to do benefit to and improve its drivability and dynamic property, and do benefit to weight reduction and cost.

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

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

the second intermediate shaft is provided with a third transmission assembly in transmission connection with the first transmission assembly, and the input shaft and/or the first intermediate shaft are selectively connected with the second intermediate shaft through the first transmission assembly and the third transmission assembly;

a fourth transmission assembly is arranged on the second intermediate shaft and is in transmission connection with the input shaft;

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

the first intermediate shaft is used for being in transmission connection with a power input end of the differential.

Further, the first transmission assembly comprises a first driving wheel and a second driving wheel which are arranged on the input shaft, a first driven wheel and a second driven wheel which are arranged on the first intermediate shaft, and a first dog clutch which can be selectively connected with the first driven wheel or the second driven wheel;

the first driving wheel is in transmission connection with the first driven wheel, and the second driving wheel is in transmission connection with the second driven wheel.

Further, the third transmission assembly comprises a fifth driven wheel, a sixth driven wheel and a third dog clutch, wherein the fifth driven wheel and the sixth driven wheel are sleeved on the second intermediate shaft in a hollow mode, and the third dog clutch is used for selectively connecting the fifth driven wheel or the sixth driven wheel;

the fifth driven wheel is in transmission connection with the first driving wheel or the first driven wheel, and the sixth driven wheel is in transmission connection with the second driving wheel or the second driven wheel.

Further, the second transmission assembly comprises a third driving wheel and a fourth driving wheel which are arranged on the input shaft, a third driven wheel and a fourth driven wheel which are arranged on the first intermediate shaft, and a second dog clutch which is used for selectively connecting the third driven wheel or the fourth driven wheel;

the third driving wheel is in transmission connection with the third driven wheel, and the fourth driving wheel is in transmission connection with the fourth driven wheel.

Further, the fourth transmission assembly comprises an eighth driven wheel and a ninth driven wheel which are hollow sleeved on the second intermediate shaft, and a fourth dog clutch for selectively connecting the eighth driven wheel or the ninth driven wheel;

and a fifth driving wheel positioned between the third driving wheel and the fourth driving wheel is arranged on the input shaft, and the eighth driven wheel or the ninth driven wheel is in transmission connection with the fifth driving wheel.

Furthermore, the pure electric power assembly 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, two first shifting forks arranged on the first gear shifting shaft at intervals, and two second shifting forks arranged on the second gear shifting shaft at intervals;

the two first shifting forks are respectively connected with the first dog clutch and the second dog clutch, and the two second shifting forks are respectively connected with the third dog clutch and the fourth 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 first intermediate shaft 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 seventh driving wheel is arranged on the first intermediate shaft, and a seventh driven wheel is arranged on the first intermediate shaft;

and the seventh driving wheel is in transmission connection with the seventh driven wheel.

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

the pure electric power assembly of the utility model is of a three-shaft structure, adopts a P2 joint P2.5 framework, and the power input end of the input shaft does not need to be provided with a clutch, so that the cost and the weight can be reduced while a plurality of driving gears are provided; the pure electric power assembly is short in length, can be transversely arranged on a vehicle, and well meets the use requirements of customers. 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.

In addition, the first motor is in transmission connection with the input shaft, the second motor is in transmission connection with the second intermediate 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. 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 recovering energy and directly charging the battery. This power assembly adopts pure electric motor mechanical transmission (AMT) framework, can increase pure electric vehicle type power assembly's kind, can reduce whole car cost again.

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 with higher cost between the input shaft and the power source can be eliminated, the structure is simplified, the problem of synchronizer ring burning is prevented, the maintenance cost can be reduced, and the product competitiveness is increased. The electric gear selecting and shifting actuating mechanism is adopted to drive each dog clutch, the working efficiency is high, and compared with the existing structure for realizing gear shifting by adopting the hydraulic module, the size and the weight of the power assembly can be reduced, and the cost of the power assembly is greatly reduced.

Simultaneously, increase the 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 at a low speed, the speed ratio is shifted within a low-speed range, so that the speed ratio can climb 100% of a 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 assembly as described above.

Vehicle, through using as above pure electric power assembly, 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 assembly according to an embodiment of the present invention;

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

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

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

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

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

fig. 7 is a schematic diagram of a power transmission route of the pure electric power assembly according to the embodiment of the present invention when the pure electric power assembly is in the second reverse gear mode;

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

FIG. 9 is a schematic power transmission path diagram of the electric-only powertrain shown in FIG. 8 in the high-speed first gear mode;

FIG. 10 is a schematic power transmission path diagram of the electric-only powertrain shown in FIG. 8 in a low-speed first gear mode;

fig. 11 is a schematic structural view of an electric gear selecting and shifting actuator according to an embodiment of the present invention;

fig. 12 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; 105. a fifth driving wheel; 106. a first dog clutch;

2. a first intermediate shaft; 201. a first driven wheel; 202. a second driven wheel; 203. a third driven wheel; 204. a fourth driven wheel; 205. a seventh driving wheel; 206. a second dog clutch;

3. a second intermediate shaft; 301. a fifth driven wheel; 302. a sixth driven wheel; 303. an eighth driven wheel; 304. a ninth driven wheel; 305. a third dog clutch; 306. a fourth dog clutch;

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

4011. a seventh 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 control unit; 70. a motor controller.

Detailed Description

It should be noted that, in the case of no conflict, the embodiments and features of the embodiments of the present invention may be combined with each other.

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 specific situation.

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 assembly, and it has good drivability and dynamic property, keeps off the position more, length is shorter, can transversely arrange on the vehicle, and weight is lighter, the cost is lower, occupation space is less.

Based on the above design concept, an exemplary structure of the pure electric powertrain of the present embodiment is shown in fig. 1, and mainly includes a first electric machine 10, a second electric machine 20, an input shaft 1, a first intermediate shaft 2, a second intermediate shaft 3, and a transmission assembly connected between the shafts. The remaining structure, except for the first electric machine 10 and the second electric machine 20, belongs to a transmission.

In a specific structure, a power output end of the first motor 10 is in transmission connection with the input shaft 1, and can transmit the power of the first motor 10 to the input shaft 1; the input shaft 1 is in transmission connection with the first intermediate shaft 2 through the first transmission assembly and the second transmission assembly respectively, so that power borne by the input shaft 1 can be conveniently transmitted to the first intermediate shaft 2 through the first transmission assembly, or transmitted to the first intermediate shaft 2 through the second transmission assembly. And a third transmission assembly is arranged on the second intermediate shaft 3 and is in transmission connection with the first transmission assembly, so that the input shaft 1 and/or the first intermediate shaft 2 are selectively connected with the second intermediate shaft 3 through the first transmission assembly and the third transmission assembly, power on the input shaft 1 can be transmitted to the second intermediate shaft 3 through the first transmission assembly and the third transmission assembly, and/or power on the first intermediate shaft 2 can be transmitted to the second intermediate shaft 3 through the first transmission assembly and the third transmission assembly.

In addition, a fourth transmission assembly is arranged on the second intermediate shaft 3 and is in transmission connection with the input shaft 1, so that power can be transmitted between the input shaft 1 and the second intermediate shaft 3 through the fourth transmission assembly. The power take-off of the second electric machine 20 is in driving connection with the second intermediate shaft 3, so that the power of the second electric machine 20 can be transmitted to the second intermediate shaft 3.

In addition, the first intermediate shaft 2 is used for being in transmission connection with a power input end of the differential mechanism 30, so that the power received by the first intermediate shaft 2 is conveniently transmitted to the differential mechanism 30, and the vehicle can run.

As a preferable feasible implementation manner, the first transmission assembly is used for transmitting power from the input shaft 1 to the first intermediate shaft 2, and includes a first driving wheel 101 and a second driving wheel 102 sleeved on the input shaft 1 in a hollow manner, a first driven wheel 201 and a second driven wheel 202 fixedly arranged on the first intermediate shaft 2, and a first dog clutch 106 fixedly arranged on the input shaft 1. The first driving wheel 101 is in transmission connection with a first driven wheel 201, and the second driving wheel 102 is in transmission connection with a second driven wheel 202. The first dog clutch 106 is used to selectively connect the first drive wheel 101 or the second drive wheel 102. Accordingly, the power received by the input shaft 1 is transmitted to the first intermediate shaft 2 via the first driving pulley 101 and the first driven pulley 201, or transmitted to the first intermediate shaft 2 via the second driving pulley 102 and the second driven pulley 202.

As a preferred possible embodiment, the third transmission assembly includes a fifth driven wheel 301 and a sixth driven wheel 302 hollow-sleeved on the second intermediate shaft 3, and a third dog clutch 305 fixed on the second intermediate shaft 3. In this embodiment, the fifth driven wheel 301 and the sixth driven wheel 302 are respectively in transmission connection with the first intermediate shaft 2 through the first transmission assembly, in addition, one of the fifth driven wheel 301 and the sixth driven wheel 302 can be connected with the first intermediate shaft 2 through the first transmission assembly, the other of the fifth driven wheel 301 and the sixth driven wheel 302 is connected with the input shaft 1 through the first transmission assembly, or both of the fifth driven wheel 301 and the sixth driven wheel are connected with the input shaft 1 through the first transmission assembly.

In this embodiment, the first driven wheel 201 is connected to the fifth driven wheel 301 in a transmission manner, and the second driven wheel 202 is connected to the sixth driven wheel 302 in a transmission manner. The third dog clutch 305 is used to selectively connect the fifth driven wheel 301 or the sixth driven wheel 302, so that the power on the second intermediate shaft 3 can be transmitted to the first intermediate shaft 2 through the fifth driven wheel 301 and the first transmission assembly, or transmitted to the first intermediate shaft 2 through the sixth driven wheel 302 and the first transmission assembly, thereby facilitating the reverse gear mode.

While the aforementioned second transmission assembly is also used for transmitting the power from the input shaft 1 to the first intermediate shaft 2, as a preferred possible embodiment, the second transmission assembly includes a third driving wheel 103 and a fourth driving wheel 104 fixed on the input shaft 1, a third driven wheel 203 and a fourth driven wheel 204 hollow-sleeved on the first intermediate shaft 2, and a second dog clutch 206 fixed on the first intermediate shaft 2. The third driving wheel 103 is in transmission connection with the third driven wheel 203, the fourth driving wheel 104 is in transmission connection with the fourth driven wheel 204, and the second dog clutch 206 is used for selectively connecting the third driven wheel 203 or the fourth driven wheel 204, so that the power received by the input shaft 1 is transmitted to the first intermediate shaft 2 through the third driving wheel 103 and the third driven wheel 203, or transmitted to the first intermediate shaft 2 through the fourth driving wheel 104 and the fourth driven wheel 204.

As a preferred possible embodiment, the fourth transmission assembly includes an eighth driven wheel 303, a ninth driven wheel 304, which are hollow on the second intermediate shaft 3, and a fourth dog clutch 306 fixed on the second intermediate shaft 3. The eighth driven wheel 303 or the ninth driven wheel 304 is connected with the input shaft 1 through a second transmission assembly, and the fourth dog clutch 306 is used for selectively connecting the eighth driven wheel 303 or the ninth driven wheel 304, so that the power transmission from the input shaft 1 to the second intermediate shaft 3 can be realized.

In a preferred arrangement, the input shaft 1 is provided with a fifth driving wheel 105 between the third driving wheel 103 and the fourth driving wheel 104, and an eighth driven wheel 303 is in gear engagement with the fifth driving wheel 105, so that power can be transmitted between the input shaft 1 and the second intermediate shaft 3 through the fifth driving wheel 105 and the eighth driven wheel 303. In addition, the eighth driven wheel 303 may not be engaged with the fifth driving wheel 105, and the ninth driven wheel 304 may be connected with the fifth driving wheel 105 in a gear engagement manner.

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

As a preferred embodiment, as shown in fig. 8, the pure electric powertrain of the present embodiment further includes an output shaft 4, which is in transmission connection with the first intermediate shaft 2 and the differential 30, so that the power of the first intermediate shaft 2 can be transmitted to the differential 30 through the output shaft 4. Structurally, the output shaft 4 comprises a first half-shaft 401 in driving connection with the first intermediate shaft 2, and a second half-shaft 402 for connection with the differential 30, and the first half-shaft 401 and the second half-shaft 402 are arranged coaxially.

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, the second gear 4021 is in transmission connection with the planetary gear mechanism, a synchronizer 4022 is arranged on the second half shaft 402, and the synchronizer 4022 is selectively connected with 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 this arrangement, when the synchronizer 4022 is connected to 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 as to facilitate the ultra-low speed gear mode, and each gear of the powertrain of the present embodiment has an ultra-low speed gear mode, so that the powertrain has good drivability.

It should be noted that if the carrier 4014 of the planetary gear mechanism is fixed to a transmission case, the second gear 4021 and the ring gear 4015 can be connected, and at this time, by connecting the synchronizer 4022 to the second gear 4021, 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 addition, in the above configuration, the first half shaft 401 directly serves as the power input shaft 1 of the differential 30, but naturally, the second half shaft 402, the second gear 4021, and the planetary gear mechanism need not be provided in this case. Alternatively, the powertrain of the present embodiment may also connect the first intermediate shaft 2 to the power input end of the differential 30 without providing the output shaft 4 and the planetary gear mechanism on the output shaft 4, or directly connect the first intermediate shaft 401 and the first intermediate shaft 2.

In a preferred embodiment, a seventh driving wheel 205 is disposed on the first intermediate shaft 2, a seventh driven wheel 4011 is disposed on the first half shaft 401, and the seventh driving wheel 205 and the seventh driven wheel 4011 are in gear engagement, so that power on the first intermediate shaft 2 can be transmitted to the first half shaft 401 through the seventh driving wheel 205 and the seventh driven wheel 4011.

In the structure, the planetary gear mechanism is added at the output end, high-speed gear and low-speed gear can be realized, and the high-speed gear and the low-speed gear have a plurality of gear modes, so that the cross-country performance is good, an ultra-low gear structure is not required to be additionally arranged, various use scene requirements of customers can be met, and the driving pleasure of the whole vehicle is favorably improved. The client can select the high speed range and the low speed range at will, thereby meeting various extreme working conditions during the running of the vehicle.

The connection mode between current product motor and the axle is generally through gear connection between the parallel shaft, and this kind of connection mode occupation space is big, and is inefficient, and in this embodiment, the first motor axle of first motor 10 is parallel with input shaft 1, is equipped with first spline on first motor axle and the input shaft 1 respectively, and first motor axle is connected through the first transmission connecting piece of connecting between two first splines with input shaft 1. The second motor shaft of second motor 20 is parallel with input shaft 1, is equipped with the second spline on second motor shaft and the input shaft 1 respectively, and the second motor shaft is connected through connecting the second transmission connecting piece between two second splines with input shaft 1, and power loss is little, does benefit to further improvement derailleur efficiency. In the structure, the first transmission connecting piece and the second transmission connecting piece can adopt the existing V-shaped belt or chain.

It should be noted that in the present embodiment, the first electric machine 10 and the second electric machine 20 are disposed at two ends of the transmission, as shown in fig. 1, the first electric machine 10 is disposed near one end of the input shaft 1, and the second electric machine 20 is disposed near one end of the second intermediate shaft 3 far from the first electric machine 10, so as to facilitate the overall arrangement.

As a preferred embodiment, as shown in fig. 11, 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. 11, two first forks 4004 spaced apart from each other on the first shift shaft 4003, and two second forks spaced apart from each other on the second shift shaft, not shown in fig. 11; the two first forks 4004 are respectively connected to the first dog clutch 106 and the second dog clutch 206, and the two second forks are respectively connected to the third dog clutch 305 and the fourth dog clutch 306.

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 this embodiment, the electric gear selecting and shifting actuator 40 is used for shifting gears, for example, a GA gear selecting and shifting motor 4002 actuator assembly (GA for short) can be used, which generally includes a gear selecting motor 4001 and a gear shifting motor 4002, and a primary gear is calculated after a corresponding signal is obtained by a TCU (Telematics Control Unit) and is sent to the GA, the GA performs a gear engaging action according to the TCU command, the gear shifting command can shift a corresponding shifting fork, and the shifting fork then shifts a corresponding dog clutch to complete the gear shifting action. In this embodiment, the number of the shift motors 4002 may be two to drive the forks on the two shift shafts, respectively.

The pure electric power assembly of the embodiment is of a three-shaft structure, adopts a P2 joint P2.5 framework, does not need to be provided with a clutch at the power input end of the input shaft 1, and can reduce cost and weight while having a plurality of driving gears. The pure electric power assembly is short in length, can be transversely arranged on a vehicle, and well meets the use requirements of customers. 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.

In addition, the first motor 10 is in transmission connection with the input shaft 1, the second motor 20 is in transmission connection with the second 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. 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 recovering energy and directly charging the battery. This power assembly adopts pure electric AMT framework, multiplicable pure electric vehicle type derailleur and power assembly's kind, can reduce whole car cost again.

The pure electric power assembly of this embodiment has first motor 10 individual drive, and second motor 20 individual drive, first motor 10 and second motor 20 drive multiple drive modes such as jointly, and all can realize multiple different fender position under various drive modes.

In the driving mode in which the first electric machine 10 is driven separately 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 specific reference will be made to the following description.

In the single driving mode of the first electric machine 10, the gear modes are as follows:

a) The power transmission path of the powertrain in the first gear mode when the first electric machine 10 is driving can be as shown in fig. 2, with the first dog clutch 106 and the first drive pulley 101 engaged. The gear mode can be used as a first gear of the power assembly.

In this case, the power transmission route is: the first electric motor 10 → the input shaft 1 → the first dog clutch 106 → the first driving wheel 101 → the first driven wheel 201 → the first intermediate shaft 2 → the seventh driving wheel 205 → the seventh driven wheel 4011 → the output shaft 4 → the differential 30.

b) The power transmission path of the powertrain in the second gear mode when the first motor 10 is driving may be as shown in fig. 3 with the second dog clutch 206 and the third driven wheel 203 engaged. The gear mode can be used as the second gear of the power assembly.

At this time, 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 second dog clutch 206 → the first intermediate shaft 2 → the seventh driving wheel 205 → the seventh driven wheel 4011 → the output shaft 4 → the differential 30.

c) The power transmission path of the powertrain in the third gear mode when the first electric machine 10 is driving may be as shown in fig. 4 with the first dog clutch 106 and the second driver 102 engaged. The gear mode can be used as the third gear of the power assembly.

In this case, the power transmission route is: the first electric motor 10 → the input shaft 1 → the first dog clutch 106 → the second driving wheel 102 → the second driven wheel 202 → the first intermediate shaft 2 → the seventh driving wheel 205 → the seventh driven wheel 4011 → the output shaft 4 → the differential 30.

d) The powertrain in fourth gear mode when the first electric machine 10 is driving may be routed as shown in fig. 5 with the second dog clutch 206 and the fourth driven wheels 204 engaged. The gear mode can be used as a fourth gear of the power assembly.

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 second dog clutch 206 → the first intermediate shaft 2 → the seventh driving wheel 205 → the seventh driven wheel 4011 → the output shaft 4 → the differential 30.

e) The power transmission path for the powertrain in the first reverse gear mode with the first electric machine 10 in drive may be as shown in fig. 6 with the third dog clutch 305 engaged with the fifth driven wheel 301 and the fourth dog clutch 306 engaged with the eighth driven wheel 303. The gear mode can be used as a first reverse gear of the power assembly.

In this case, the power transmission route is: the first electric motor 10 → the input shaft 1 → the fifth driving wheel 105 → the eighth driven wheel 303 → the fourth dog clutch 306 → the second intermediate shaft 3 → the third dog clutch 305 → the fifth driven wheel 301 → the first driven wheel 201 → the first intermediate shaft 2 → the seventh driving wheel 205 → the seventh driven wheel 4011 → the output shaft 4 → the differential 30.

f) The power transmission path for the powertrain in the second reverse gear mode with the first electric machine 10 in drive may be as shown in fig. 7 with third dog clutch 305 engaged with sixth driven wheel 302 and fourth dog clutch 306 engaged with eighth driven wheel 303. The gear mode can be used as a second reverse gear of the power assembly.

In this case, the power transmission route is: the first electric motor 10 → the input shaft 1 → the fifth driving wheel 105 → the eighth driven wheel 303 → the fourth dog clutch 306 → the second intermediate shaft 3 → the third dog clutch 305 → the sixth driven wheel 302 → the second driven wheel 202 → the first intermediate shaft 2 → the seventh driving wheel 205 → the seventh driven wheel 4011 → the output shaft 4 → the differential 30.

Fig. 8 is another structural schematic diagram of the pure electric powertrain according to the embodiment, which includes a high-speed mode and a low-speed mode, both of which have the above-mentioned gear modes and have similar power transmission routes, except that the power transmission routes on the output shaft 4 are two, and therefore, the power transmission routes of the high-speed first-gear mode and the low-speed first-gear mode are taken as an example for description.

a) When the first electric motor 10 is driven, the power transmission route of the powertrain in the high-speed first-gear mode can be as shown in fig. 9, where the first dog clutch 106 and the first driving wheel 101 are engaged, and the synchronizer 4022 is engaged with the first gear 4016.

In this case, the power transmission route is: first electric motor 10 → input shaft 1 → first dog clutch 106 → first driving wheel 101 → first driven wheel 201 → first intermediate shaft 2 → seventh driving wheel 205 → seventh driven wheel 4011 → first half shaft 401 → first gear 4016 → synchronizer 4022 → second half shaft 402 → differential 30.

b) When the first electric motor 10 is driven, the power transmission path of the powertrain in the low-speed first-gear mode can be as shown in fig. 10, where the first dog clutch 106 is engaged with the first driving wheel 101, and the synchronizer 4022 is engaged with the second gear 4021.

In this case, the power transmission route is: first electric motor 10 → input shaft 1 → first dog clutch 106 → first driving wheel 101 → first driven wheel 201 → first intermediate shaft 2 → seventh driving wheel 205 → seventh driven wheel 4011 → first half shaft 401 → sun gear 4012 → planet gears 4013 → planet carrier 4014 → second gear 4021 → synchronizer 4022 → second half shaft 402 → differential 30.

As shown in fig. 12, 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 motors include the first Motor 10 and the second 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 and executes a gear shifting action, a signal is sent to the GA gear selecting motor 4001, the GA gear selecting motor 4001 selects the gear according to the received target gear, the signal is sent to the transmission controller 50 immediately after the gear selection is completed, the transmission controller 50 immediately sends a target gear signal to the GA gear shifting motor 4002, the gear shifting GA motor 4002 completes 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 106, and the GA gear shifting motor 4002 shifts a gear sleeve of the first dog clutch 106 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 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 second dog clutch 206, and the GA gear shifting motor 4002 shifts the gear sleeve of the second dog clutch 206 to complete the gear 2 shifting.

E. When the target gear is 3 gears, when the vehicle controller 60 receives a 3-gear signal, the vehicle controller 60 calculates the rotating speed of the motor to be synchronized through an algorithm, the target rotating speed is sent to the motor controller 70, the motor controller 70 adjusts the rotating 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 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 106, and the GA gear shifting motor 4002 shifts the gear sleeve of the first dog clutch 106 to complete 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 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 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 second dog clutch 206, and the GA gear shifting motor 4002 shifts the gear sleeve of the second dog clutch 206 to complete 4-gear shifting.

G. When the target gear is the R1 gear, when the vehicle controller 60 receives the R1 gear signal, the vehicle controller 60 calculates the rotation speed of the motor to be synchronized through an algorithm, sends the target rotation speed to the motor controller 70, the motor controller 70 adjusts the rotation speed of the first motor 10, inputs a completion signal 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 first sends a gear selecting instruction to the GA gear selecting motor 4001, the GA gear selecting motor 4001 shifts the corresponding gear selecting fork, sends a completion instruction to the transmission controller 50, the transmission controller 50 sends a synchronization instruction to the third dog clutch 305, and the GA gear shifting motor 4002 shifts the gear sleeve on the third dog clutch 305 to complete the R1 gear shifting.

H. When the target gear is the R2 gear, when the vehicle controller 60 receives the R2 gear signal, the vehicle controller 60 calculates the rotation speed of the motor to be synchronized through an algorithm, sends the target rotation speed to the motor controller 70, the motor controller 70 adjusts the rotation speed of the first motor 10, 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 first sends a gear selecting instruction to the GA gear selecting motor 4001, the GA gear selecting motor 4001 shifts the corresponding gear selecting fork, sends a completion instruction to the transmission controller 50, the transmission controller 50 sends a synchronization instruction to the third dog clutch 305, and the GA gear shifting motor 4002 shifts the gear sleeve on the third dog clutch 305 to complete the R2 gear shifting.

Simultaneously, this embodiment still relates to a vehicle, is equipped with such pure electric power assembly on this vehicle, and the vehicle of this embodiment, it has the same beneficial effect with aforementioned pure electric power assembly prior art relatively, no longer gives unnecessary details here.

The above description is only a preferred embodiment of the present invention, and should not be taken as limiting the invention, and any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims (10)

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

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

the second intermediate shaft (3) is provided with a third transmission assembly in transmission connection with the first transmission assembly, and the input shaft (1) and/or the first intermediate shaft (2) are/is selectively connected with the second intermediate shaft (3) through the first transmission assembly and the third transmission assembly;

a fourth transmission assembly is arranged on the second intermediate shaft (3) and is in transmission connection with the input shaft (1);

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

the first intermediate shaft (2) is used for being in transmission connection with a power input end of a differential (30).

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

the first transmission assembly comprises a first driving wheel (101) and a second driving wheel (102) which are arranged on the input shaft (1), a first driven wheel (201) and a second driven wheel (202) which are arranged on the first intermediate shaft (2), and a first dog clutch (106) which can be selectively connected with the first driven wheel (201) or the second driven wheel (202);

the first driving wheel (101) is in transmission connection with the first driven wheel (201), and the second driving wheel (102) is in transmission connection with the second driven wheel (202).

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

the third transmission assembly comprises a fifth driven wheel (301) and a sixth driven wheel (302) which are freely sleeved on the second intermediate shaft (3), and a third dog clutch (305) used for selectively connecting the fifth driven wheel (301) or the sixth driven wheel (302);

the fifth driven wheel (301) is in transmission connection with the first driving wheel (101) or the first driven wheel (201), and the sixth driven wheel (302) is in transmission connection with the second driving wheel (102) or the second driven wheel (202).

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

the second transmission assembly comprises a third driving wheel (103) and a fourth driving wheel (104) which are arranged on the input shaft (1), a third driven wheel (203) and a fourth driven wheel (204) which are arranged on the first intermediate shaft (2), and a second dog clutch (206) which is used for selectively connecting the third driven wheel (203) or the fourth driven wheel (204);

the third driving wheel (103) is in transmission connection with the third driven wheel (203), and the fourth driving wheel (104) is in transmission connection with the fourth driven wheel (204).

5. A pure electric powertrain as claimed in claim 4, characterized in that:

the fourth transmission assembly comprises an eighth driven wheel (303) and a ninth driven wheel (304) which are sleeved on the second intermediate shaft (3) in an empty mode, and a fourth dog clutch (306) used for selectively connecting the eighth driven wheel (303) or the ninth driven wheel (304);

the input shaft (1) is provided with a fifth driving wheel (105) positioned between the third driving wheel (103) and the fourth driving wheel (104), and the eighth driven wheel (303) or the ninth driven wheel (304) is in transmission connection with the fifth driving wheel (105).

6. A pure electric powertrain as claimed in claim 5, characterized in that:

the pure electric power assembly 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, two first shifting forks (4004) arranged on the first gear shifting shaft (4003) at intervals, and two second shifting forks arranged on the second gear shifting shaft at intervals;

the two first shifting forks (4004) are respectively connected with the first dog clutch (106) and the second dog clutch (206), and the two second shifting forks are respectively connected with the third dog clutch (305) and the fourth dog clutch (306).

7. A pure electric powertrain as claimed in any of claims 1-6, characterized in that:

the output shaft (4) comprises a first half shaft (401) in transmission connection with the first intermediate shaft (2) 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 powertrain as claimed in claim 7, wherein:

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 powertrain as claimed in claim 7, wherein:

a seventh driving wheel (205) is arranged on the first intermediate shaft (2), and a seventh driven wheel (4011) is arranged on the first half shaft (401);

the seventh driving wheel (205) is in transmission connection with the seventh driven wheel (4011).

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

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