WO2018090484A1 - 一种横置双动力源车辆驱动总成 - Google Patents

一种横置双动力源车辆驱动总成 Download PDF

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Publication number
WO2018090484A1
WO2018090484A1 PCT/CN2017/071843 CN2017071843W WO2018090484A1 WO 2018090484 A1 WO2018090484 A1 WO 2018090484A1 CN 2017071843 W CN2017071843 W CN 2017071843W WO 2018090484 A1 WO2018090484 A1 WO 2018090484A1
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WIPO (PCT)
Prior art keywords
gear
shaft
intermediate shaft
power source
clutch
Prior art date
Application number
PCT/CN2017/071843
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English (en)
French (fr)
Inventor
余平
杨昌祺
李建文
Original Assignee
精进电动科技股份有限公司
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Publication date
Application filed by 精进电动科技股份有限公司 filed Critical 精进电动科技股份有限公司
Priority to JP2019526523A priority Critical patent/JP6788112B2/ja
Priority to EP17871704.7A priority patent/EP3543057B8/en
Priority to US15/748,135 priority patent/US10844934B2/en
Publication of WO2018090484A1 publication Critical patent/WO2018090484A1/zh

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/089—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears all of the meshing gears being supported by a pair of parallel shafts, one being the input shaft and the other the output shaft, there being no countershaft involved
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/442—Series-parallel switching type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/543—Transmission for changing ratio the transmission being a continuously variable transmission
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/093—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/023—Mounting or installation of gears or shafts in the gearboxes, e.g. methods or means for assembly
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/68—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings
    • F16H61/684—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive
    • F16H61/688—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive with two inputs, e.g. selection of one of two torque-flow paths by clutches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/093—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
    • F16H2003/0933—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts with coaxial countershafts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/0021—Transmissions for multiple ratios specially adapted for electric vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0034—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising two forward speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
    • F16H2200/2035—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with two engaging means
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the present invention relates to a transverse dual power source vehicle drive assembly coupled to a front or rear axle of a vehicle for driving a vehicle.
  • the power source, the clutch, the gearbox or the speed reducer, and the drive shaft are usually arranged in a longitudinal direction, have a large length, and occupy a large space of the vehicle, and are not suitable for some small vehicles that require a compact structure.
  • the reducer has a large impact on the rotor shaft of the motor (the rotor shaft is not integrated with the input shaft), and the conventional friction clutch cannot be used.
  • the clutch used can only be hard.
  • the connection method does not have a buffer function and cannot meet the requirements of new energy vehicles.
  • the power system has no clutch function, the traditional inertia friction synchronizer cannot be used, the transmission cannot be shifted, and only a single speed ratio can be used; the start and stop of the whole vehicle can only be started by the motor. And stop, affecting the performance of the motor.
  • the present invention provides a transverse dual power source vehicle drive assembly to solve the problem of the existing powertrain single speed ratio transmission, which cannot adapt to complicated road conditions.
  • the existing powertrain has a large longitudinal dimension, cannot be used on a compact vehicle, and has a large number of gears in the transmission and a complicated transmission structure.
  • a transverse dual power source vehicle drive assembly coupled to an axle axle, the vehicle drive assembly including a first power source, a second power source, and an automatic transmission, the automatic transmission being provided with a first input shaft and a second input shaft, the power source is respectively connected to two input shafts, and a differential is disposed at the connection between the automatic transmission and the axle half shaft;
  • a first intermediate shaft is disposed in parallel with the first input shaft, and is coaxial with the first input shaft a second intermediate shaft is disposed in a direction of the center of the core, a third intermediate shaft is disposed coaxially with the first intermediate shaft, and a first clutch is disposed between the first intermediate shaft and the third intermediate shaft, the first input shaft a second clutch is disposed between the second intermediate shaft;
  • a first gear is disposed on the first input shaft, a second gear is disposed on the first intermediate shaft, a first gear is meshed with the second gear, and a third gear is disposed on the second intermediate shaft.
  • a third gear is disposed on the third intermediate shaft, and the third gear is meshed with the fourth gear;
  • the third intermediate shaft is further provided with a fifth gear, and the sixth gear is disposed on the differential, the fifth The gear is meshed with the sixth gear;
  • a seventh gear is disposed on the second input shaft, and the seventh gear is meshed with the third gear.
  • the second power source is an electric motor, and the second power source sequentially passes through the second input shaft, the seventh gear, the third gear, the fourth gear, the third intermediate shaft, the fifth gear, and the sixth gear And a differential transmits power to the axle half shaft.
  • the first power source sequentially passes through the first input shaft, the first gear, the second gear, the first intermediate shaft, the third intermediate shaft, the fifth gear, and the sixth gear And a differential transmits power to the axle half shaft.
  • first gear and the second gear meshing transmission ratio is i1
  • the fifth gear and the sixth gear meshing gear ratio are i3
  • the meshing gear ratio of the automatic transmission is i1 ⁇ i3 .
  • the first power source sequentially passes through the first input shaft, the second intermediate shaft, the third gear, the fourth gear, the third intermediate shaft, the fifth gear, and the sixth gear And a differential transmits power to the axle half shaft.
  • the third gear and the fourth gear meshing transmission ratio is i2
  • the fifth gear and the sixth gear meshing gear ratio is i3
  • the meshing gear ratio of the automatic transmission is i2 ⁇ i3 .
  • the seventh gear, the third gear, and the fourth gear meshing transmission ratio are i4, the fifth gear and the sixth gear meshing gear ratio are i3, and when the first clutch and the second clutch are both disconnected,
  • the meshing gear ratio in the automatic transmission is i4 ⁇ i3.
  • the first power source is an electric motor, or an engine is combined with an ISG motor.
  • the power source is an engine and an ISG motor, and a torsional vibration damper is disposed between the engine and the ISG motor.
  • axle half shaft is a front axle half shaft or a rear axle half shaft; the first clutch and the second clutch are end face tooth clutches.
  • the face gear clutch is electromagnetically driven, or hydraulically driven, or pneumatically driven, or electrically driven.
  • the vehicle powertrain of the invention is connected with the rear axle half shaft or the front axle half shaft of the vehicle, and the vehicle powertrain can realize dual power source input and three speed ratio transmissions, and the transmission form is flexible, and the vehicle can meet different road conditions.
  • Driving demand when the vehicle is climbing on the load, the dual power input and the larger speed ratio transmission can be selected to improve the driving force of the whole vehicle and make up for the shortage of the driving force of the whole vehicle; when the whole vehicle is in the cruise state, the single power input can be selected.
  • the smaller speed ratio transmission can meet the high-speed driving requirements of the whole vehicle, save energy and improve the cruising range of the vehicle.
  • the design mode of the torsional vibration damper combined with the face gear clutch minimizes the kinetic energy loss, and compensates for the shortcoming of the conventional friction clutch due to the inability to withstand the power shock of the motor.
  • the transverse single-power source vehicle drive assembly provided by the invention shortens the longitudinal dimension of the drive assembly on the one hand, and is suitable for a compact vehicle; on the other hand, the transmission structure is simplified due to the small number of gears used.
  • the first clutch or the second clutch when the first clutch or the second clutch is engaged, the first power source and the second power source are both activated, the total driving force of the driving assembly can be increased, and when the vehicle starts, the vehicle can be shortened and the acceleration process can be realized more quickly. Driving at high speed.
  • Embodiment 1 is a schematic structural view of Embodiment 1 of the present invention.
  • Fig. 2 is a schematic view showing the structure of a second embodiment of the present invention.
  • a transverse dual power source vehicle drive assembly is coupled to an axle half axle, and the vehicle drive assembly includes a first power source, a second power source, and an automatic transmission.
  • the automatic transmission 10 is provided with a first input shaft 21 and a second input shaft 22, the power source is respectively connected to the two input shafts, and the differential 50 is disposed at the connection between the automatic transmission 10 and the axle half shaft.
  • a first intermediate shaft 31 is disposed in parallel with the first input shaft 21, and a second intermediate shaft 32 is disposed coaxially with the first input shaft 21, and is disposed coaxially with the first intermediate shaft 31.
  • the third intermediate shaft 33 is provided with a first clutch 41 between the first intermediate shaft 31 and the third intermediate shaft 33, and a second clutch 42 is disposed between the first input shaft 21 and the second intermediate shaft 32.
  • a first gear 11 is disposed on the first input shaft 21, and a second gear 12 is disposed on the first intermediate shaft 31.
  • the first gear 11 meshes with the second gear 12;
  • the third intermediate shaft 32 is provided with a third gear 13
  • the third intermediate shaft 33 is provided with a fourth gear 14 , and the third gear 13 is meshed with the fourth gear 14 ;
  • the third intermediate shaft 33 is further provided with a fifth gear 15 , and the differential gear 50 is provided with a sixth gear 16.
  • the fifth gear 15 is meshed with the sixth gear 16.
  • the seventh input shaft 22 is provided with a seventh gear 17, and the seventh gear 17 is meshed with the third gear 13.
  • the transmission of the vehicle drive assembly of the first embodiment of the present invention is different from the layout mode of the input shaft, the intermediate shaft and the output shaft of the conventional transmission, and on the one hand, shortens the longitudinal dimension of the drive assembly, and is suitable for a compact vehicle; On the other hand, the number of gears used is small, which simplifies the transmission process.
  • the second power source is the electric motor 60, and the second power source sequentially passes through the second input shaft 22, the seventh gear 17, the third gear 13, the fourth gear 14, the third intermediate shaft 33, and the fifth gear. 15.
  • the sixth gear 16 and the differential 50 transmit power to the axle axle.
  • the rotor shaft of the motor 60 is integral with the second input shaft 22.
  • the first power source is the combination of the engine 71 and the ISG motor 72, on the one hand, reducing the idle loss and pollution of the engine, and on the other hand, the ISG motor functions as a generator, regenerative power generation, energy recovery, and energy saving. effect.
  • the above drive assembly power transmission mode is as follows:
  • the first clutch 41 When the first clutch 41 is engaged, the first power source sequentially passes through the first input shaft 21, the first gear 11, the second gear 12, the first intermediate shaft 31, the third intermediate shaft 33, the fifth gear 15, and the sixth gear 16 And the differential 50 transmits power to the axle half shaft.
  • the first gear 11 and the second gear 12 are set to the gear ratio i1, and the fifth gear 15 and the sixth gear 16 are meshed with the transmission ratio i3.
  • the meshing gear ratio of the automatic transmission 10 is i1 ⁇ I3, this is the first condition.
  • the first power source sequentially passes through the first input shaft 21, the second intermediate shaft 32, the third gear 13, the fourth gear 14, the third intermediate shaft 33, the fifth gear 15, and the sixth gear 16 And the differential 50 transmits power to the axle half shaft.
  • the third gear 13 and the fourth gear 14 are set to the gear ratio i2, the fifth gear 15 and the sixth gear 16 are meshed with the transmission ratio i3, and when the second clutch 42 is engaged, the meshing gear ratio of the automatic transmission 10 is i2 ⁇ I3, this is the second working condition.
  • the second power source is the auxiliary power source and the motor is arbitrarily adjustable, if the second power source is simultaneously activated in the first operating condition or the second operating condition, the meshing gear ratio in the automatic transmission 10 still maintains the above result.
  • the seventh gear 17 and the third gear 13 are set (in view of the idler gear at this time), the fourth gear 14 is meshed with the transmission ratio i4, and when the first clutch 41 and the second clutch 42 are both turned off, the automatic transmission 10 is engaged.
  • the transmission ratio is i4 ⁇ i3, which is the third working condition.
  • the sizes of the gear ratios i1, i2, i3, and i4 can be changed by changing the size or the number of teeth of the gear, thereby changing the gear ratio of the automatic transmission 10.
  • the first power source is activated, the first clutch 41 is engaged, and when the second clutch 42 is off, the meshing gear ratio in the automatic transmission 10 is i1 ⁇ i3.
  • the second power source can be turned on or off.
  • the second power source is started, the total driving force of the driving assembly can be increased, and when the vehicle starts, the vehicle can be shortened and the high-speed driving can be realized more quickly.
  • the first power source is activated, the second clutch 42 is engaged, and when the first clutch 41 is off, the meshing gear ratio in the automatic transmission 10 is i2 ⁇ i3. At this time, the second power source can be turned on or off. Similarly, when the second power source is activated, the total driving force of the drive assembly can be increased.
  • the second power source is activated, the first clutch 41 is turned off, and when the second clutch 42 is turned off, the meshing gear ratio in the automatic transmission 10 is i4 ⁇ i3. At this time, the first power source can be turned on or off.
  • the first power source When the first power source is started, the power of the first power source cannot be transmitted to the axle half axle, and only the ISG motor functions as a generator, and the power can be regenerated, stored in the battery or used for the second power source.
  • the vehicle drive assembly can realize dual power source input and three speed ratio transmissions, and the transmission form is flexible, and can meet the driving demand of the vehicle for different road conditions.
  • the double power input can be selected.
  • Large speed ratio transmission improve the driving force of the whole vehicle and make up for the defects of insufficient driving force of the whole vehicle; when the whole vehicle is in the cruising state, it can select single power input and small speed ratio transmission to meet the high speed driving requirements of the whole vehicle, saving Energy, improve vehicle cruising range.
  • the axle half shaft is the front axle half axle or the rear axle half axle; when the vehicle driving assembly is connected with the front axle half shaft, the vehicle is in the front drive mode, and the vehicle driving assembly is connected with the rear axle half shaft. The vehicle is in the rear drive mode.
  • the first clutch 41 and the second clutch 42 are end face clutches, including a movable toothed disc and a fixed toothed disc for engaging transmission, and the movable toothed disc is provided with end face transmission teeth or tooth grooves, and the fixed toothed disc is correspondingly provided with a face tooth groove Or drive teeth.
  • the face tooth clutch can minimize the kinetic energy loss with respect to the friction clutch, which makes up for the defect that the conventional friction clutch has a short life due to the inability to withstand the power shock of the motor.
  • the driving method of the face gear clutch can be electromagnetically driven (driven by electromagnet), hydraulically driven (driven by hydraulic mechanism), pneumatically driven (driven by pneumatic mechanism), or electrically driven (driven by electric motor) ), the movable movable toothed disk is axially moved to mesh with the fixed toothed disc.
  • the electromagnetic toothed clutch can disengage and combine the power and the vehicle at any time, thereby achieving smooth power. Switch to improve the smoothness of the vehicle.
  • the first power source is the motor 70, and the rotor shaft of the motor 70 is integral with the first input shaft 21.
  • Embodiment 2 of the present invention are the same as Embodiment 1, and the description thereof will not be repeated here.
  • a torsional vibration damper 73 is disposed between the engine 71 and the ISG motor 72, and has a buffering function to reduce the torsional rigidity of the joint portion between the engine and the ISG motor, thereby reducing the natural frequency of the torsional vibration. To eliminate torsional vibration.
  • Embodiment 3 of the present invention are the same as Embodiment 1, and the description thereof will not be repeated here.

Abstract

一种横置双动力源车辆驱动总成，包括第一动力源、第二动力源和自动变速器（10），动力源分别与自动变速器的第一输入轴（21）和第二输入轴（22）连接。与第一输入轴平行设有第一中间轴（31），与第一输入轴、第一中间轴同轴心方向分别设有第二中间轴（32）、第三中间轴（33），第一中间轴和第三中间轴之间设有第一离合器（41），第一输入轴和第二中间轴之间设有第二离合器（42）；第一输入轴上的第一齿轮（11）与第一中间轴上的第二齿轮（12）啮合传动；第二中间轴上的第三齿轮（13）与第三中间轴上的第四齿轮（14）啮合传动。第三中间轴上的第五齿轮（15）与差速器上的第六齿轮（16）啮合传动。第二输入轴上设有与第三齿轮啮合的第七齿轮（17）。该驱动总成可实现三种速比传动，传动形式灵活，缩短了驱动总成的纵向尺寸，适合结构紧凑型车辆。

Description

一种横置双动力源车辆驱动总成 技术领域
本发明涉及一种横置双动力源车辆驱动总成，与车辆前桥或后桥连接，用于驱动车辆。
发明背景
目前的纯电动或混合动力新能源汽车，所采用的电动机的动力特性与整车要求有差异，无法满足速比和力矩的要求。由于新能源汽车需要面对越来越复杂的工况路况，用户对新能源汽车的舒适度和续航里程要求越来越高，单纯的电动机直驱模式、电动机连接减速器模式或油电混合动力模式的新能源汽车已不能满足新能源汽车行业的发展要求。
目前的车辆动力总成中，动力源、离合器、变速箱或减速器、驱动轴通常都是纵向排列，长度较大，占用车辆空间较大，对于一些要求结构紧凑的小型车辆不适用。
此外，目前纯电动或混合动力新能源汽车中，减速器因电动机转子轴冲击较大(转子轴与输入轴不是一体的)，无法使用传统的摩擦式离合器，所使用的离合器只能是通过硬连接的方式，不具备缓冲功能，无法满足新能源汽车的要求。
现有的电动机直驱模式汽车中，动力系统没有离合功能，传统的惯性摩擦式同步器无法使用，变速器无法换挡，只能使用单一速比；整车的启动和停车只能靠电动机的启动和停止，影响了电动机的性能发挥。
发明内容
针对现有技术中的上述问题，本发明提供了一种横置双动力源车辆驱动总成，以解决现有的动力总成单一速比传动，无法适应复杂路况工况的问题。
同时解决现有的动力总成纵向尺寸较大，无法在结构紧凑型车辆上使用，以及变速器中齿轮个数较多，传动结构复杂的问题。
为了达到上述目的，本发明的技术方案是这样实现的：
一种横置双动力源车辆驱动总成，与车桥半轴连接，所述车辆驱动总成包括第一动力源、第二动力源和自动变速器，所述自动变速器设置有第一输入轴和第二输入轴，所述动力源分别与两根输入轴连接，所述自动变速器与所述车桥半轴连接处设置有差速器；
所述自动变速器中，与第一输入轴平行设置有第一中间轴，与第一输入轴同轴 心方向设置有第二中间轴，与第一中间轴同轴心方向设置有第三中间轴，所述第一中间轴和第三中间轴之间设置有第一离合器，所述第一输入轴和第二中间轴之间设置有第二离合器；
所述第一输入轴上设置有第一齿轮，所述第一中间轴上设置有第二齿轮，第一齿轮与第二齿轮啮合传动；所述第二中间轴上设置有第三齿轮，所述第三中间轴上设置有第四齿轮，第三齿轮与第四齿轮啮合传动；所述第三中间轴上还设置有第五齿轮，所述差速器上设置有第六齿轮，第五齿轮与第六齿轮啮合传动；
所述第二输入轴上设置有第七齿轮，第七齿轮与第三齿轮啮合传动。
进一步，所述第二动力源为电动机，所述第二动力源依次通过所述第二输入轴、第七齿轮、第三齿轮、第四齿轮、第三中间轴、第五齿轮、第六齿轮和差速器将动力传递至所述车桥半轴。
进一步，所述第一离合器啮合时，所述第一动力源依次通过所述第一输入轴、第一齿轮、第二齿轮、第一中间轴、第三中间轴、第五齿轮、第六齿轮和差速器将动力传递至所述车桥半轴。
进一步，所述第一齿轮与第二齿轮啮合传动比为i1，第五齿轮与第六齿轮啮合传动比为i3，所述第一离合器啮合时，所述自动变速器中啮合传动比为i1×i3。
进一步，所述第二离合器啮合时，所述第一动力源依次通过所述第一输入轴、第二中间轴、第三齿轮、第四齿轮、第三中间轴、第五齿轮、第六齿轮和差速器将动力传递至所述车桥半轴。
进一步，所述第三齿轮与第四齿轮啮合传动比为i2，第五齿轮与第六齿轮啮合传动比为i3，所述第二离合器啮合时，所述自动变速器中啮合传动比为i2×i3。
进一步，所述第七齿轮、第三齿轮、第四齿轮啮合传动比为i4，所述第五齿轮与第六齿轮啮合传动比为i3，所述第一离合器和第二离合器均断开时，所述自动变速器中啮合传动比为i4×i3。
进一步，所述第一动力源为电动机、或发动机与ISG电机组合。
进一步，所述动力源为发动机与ISG电机组合，所述发动机与所述ISG电机之间设置扭转减振器。
进一步，所述车桥半轴为前桥半轴或后桥半轴；所述第一离合器和第二离合器为端面齿离合器。
进一步，所述端面齿离合器为电磁驱动式、或液力驱动式、或气动驱动式、或电动驱动式。
采用上述结构设置的本发明具有以下优点：
本发明的车辆动力总成，与车辆的后桥半轴或前桥半轴连接，车辆动力总成可实现双动力源输入、三种速比传动，传动形式灵活，满足整车对不同路况的行驶需求，当车辆在负重爬坡时，可选择双动力输入、较大速比传动，提高整车驱动力，弥补整车驱动力不足的缺陷；当整车在巡航状态，可选择单动力输入、较小速比传动，以满足整车高速行驶要求，节约能源，提高车辆续航里程。
扭转减振器结合端面齿离合器的设计模式可使动能损失最小，弥补了传统摩擦式离合器因无法承受电动机的动力冲击而寿命过短的缺陷。
本发明提供的横置单动力源车辆驱动总成，一方面缩短了驱动总成的纵向尺寸，适合结构紧凑型车辆；另一方面由于使用的齿轮个数较少，简化了传动结构。
此外，当第一离合器或第二离合器啮合，第一动力源和第二动力源都启动时，可增加驱动总成的总驱动力，在车辆起步时，可使车辆缩短加速过程，更快实现高速行驶。
上述说明仅是本发明技术方案的概述，为了能够更清楚了解本发明的技术手段，而可依照说明书的内容予以实施，并且为了让本发明的上述和其它目的、特征和优点能够更明显易懂，以下特举本发明的具体实施方式。
附图简要说明
通过阅读下文优选实施方式的详细描述，各种其他的优点和益处对于本领域普通技术人员将变得清楚明了。附图仅用于示出优选实施方式的目的，而并不认为是对本发明的限制。而且在整个附图中，用相同的参考符号表示相同的部件。在附图中：
图1是本发明实施例1的结构示意图；
图2是本发明实施例2的结构示意图。
图中：10.自动变速器；11.第一齿轮；12.第二齿轮；13.第三齿轮；14.第四齿轮；15.第五齿轮；16.第六齿轮；17.第七齿轮；
21.第一输入轴；22.第二输入轴；
31.第一中间轴；32.第二中间轴；33.第三中间轴；
41.第一离合器；42.第二离合器；
50.差速器；
60.电动机；
70.电动机；
71.发动机；72.ISG电机；73.扭转减振器。
实施本发明的方式
下面将参照附图更详细地描述本公开的示例性实施例。虽然附图中显示了本公开的示例性实施例，然而应当理解，可以以各种形式实现本公开而不应被这里阐述的实施例所限制。相反，提供这些实施例是为了能够更透彻地理解本公开，并且能够将本公开的范围完整的传达给本领域的技术人员。
实施例1
如图1所示，在本发明实施例1中，一种横置双动力源车辆驱动总成，与车桥半轴连接，车辆驱动总成包括第一动力源、第二动力源和自动变速器10，自动变速器10设置有第一输入轴21和第二输入轴22，动力源分别与两根输入轴连接，自动变速器10与车桥半轴连接处设置有差速器50。
自动变速器10中，与第一输入轴21平行设置有第一中间轴31，与第一输入轴21同轴心方向设置有第二中间轴32，与第一中间轴31同轴心方向设置有第三中间轴33，第一中间轴31和第三中间轴33之间设置有第一离合器41，第一输入轴21和第二中间轴32之间设置有第二离合器42。
第一输入轴21上设置有第一齿轮11，第一中间轴31上设置有第二齿轮12，第一齿轮11与第二齿轮12啮合传动；第二中间轴32上设置有第三齿轮13，第三中间轴33上设置有第四齿轮14，第三齿轮13与第四齿轮14啮合传动；第三中间轴33上还设置有第五齿轮15，差速器50上设置有第六齿轮16，第五齿轮15与第六齿轮16啮合传动。
第二输入轴22上设置有第七齿轮17，第七齿轮17与第三齿轮13啮合传动。
由上述可知，本发明实施例1的车辆驱动总成的变速器不同于传统变速器的输入轴、中间轴和输出轴的布局方式，一方面缩短了驱动总成的纵向尺寸，适合结构紧凑型车辆；另一方面由于使用的齿轮个数较少，简化了传动过程。
在该实施例中，第二动力源为电动机60，第二动力源依次通过第二输入轴22、第七齿轮17、第三齿轮13、第四齿轮14、第三中间轴33、第五齿轮15、第六齿轮16和差速器50将动力传递至车桥半轴。并且电动机60的转子轴与第二输入轴22是一体的。
在该实施例中，第一动力源为发动机71与ISG电机72组合，一方面减少发动机的怠速损耗和污染，另一方面ISG电机起到发电机的作用，可再生发电，回收能量，实现节能效果。
上述驱动总成动力传动方式如下：
第一离合器41啮合时，第一动力源依次通过第一输入轴21、第一齿轮11、第二齿轮12、第一中间轴31、第三中间轴33、第五齿轮15、第六齿轮16和差速器50将动力传递至车桥半轴。设定第一齿轮11与第二齿轮12啮合传动比为i1，第五齿轮15与第六齿轮16啮合传动比为i3，则第一离合器41啮合时，自动变速器10中啮合传动比为i1×i3，此为第一工况。
第二离合器42啮合时，第一动力源依次通过第一输入轴21、第二中间轴32、第三齿轮13、第四齿轮14、第三中间轴33、第五齿轮15、第六齿轮16和差速器50将动力传递至车桥半轴。设定第三齿轮13与第四齿轮14啮合传动比为i2，第五齿轮15与第六齿轮16啮合传动比为i3，则第二离合器42啮合时，自动变速器10中啮合传动比为i2×i3，此为第二工况。
由于第二动力源是辅助动力源，而且电动机是可以任意调速的，在第一工况或者第二工况下如果第二动力源同时启动，自动变速器10中啮合传动比仍然保持上述结果。
设定第七齿轮17、第三齿轮13(此时按照惰轮来看)、第四齿轮14啮合传动比为i4，第一离合器41和第二离合器42均断开时，自动变速器10中啮合传动比为i4×i3，此为第三工况。
其中，传动比i1、i2、i3和i4的大小可通过改变齿轮的尺寸或齿数来改变，从而改变自动变速器10的传动比。
由上述可知，本发明实施例的驱动总成可实现三种传动比：
第一动力源启动，第一离合器41啮合，第二离合器42断开时，自动变速器10中啮合传动比为i1×i3。此时，第二动力源可以启动或关闭。第二动力源启动时，可增加驱动总成的总驱动力，在车辆起步时，可使车辆缩短加速过程，更快实现高速行驶。
第一动力源启动，第二离合器42啮合，第一离合器41断开时，自动变速器10中啮合传动比为i2×i3。此时，第二动力源可以启动或关闭。同样，第二动力源启动时，可增加驱动总成的总驱动力。
第二动力源启动，第一离合器41断开，第二离合器42断开时，自动变速器10中啮合传动比为i4×i3。此时，第一动力源可以启动或关闭。第一动力源启动时，第一动力源的动力无法传递至车桥半轴，仅ISG电机起到发电机的作用，可再生发电，电力存储至电池中或者供第二动力源运转使用。
由上述可知，该车辆驱动总成可实现双动力源输入、三种速比传动，传动形式灵活，满足整车对不同路况的行驶需求，当车辆在负重爬坡时，可选择较双动力输入、大速比传动，提高整车驱动力，弥补整车驱动力不足的缺陷；当整车在巡航状态时，可选择单动力输入、较小速比传动，以满足整车高速行驶要求，节约能源，提高车辆续航里程。
在本发明实施例中，车桥半轴为前桥半轴或后桥半轴；车辆驱动总成与前桥半轴连接时，车辆为前驱模式，车辆驱动总成与后桥半轴连接时，车辆为后驱模式。
第一离合器41和第二离合器42为端面齿离合器，包括进行啮合传动的活动齿盘和固定齿盘，活动齿盘上设置有端面传动齿或齿槽，固定齿盘上相应设置有端面齿槽或传动齿。端面齿离合器相对于摩擦式离合器可使动能损失最大程度地降低，弥补了传统摩擦式离合器因无法承受电动机的动力冲击而寿命过短的缺陷。
端面齿离合器的驱动方式可以为电磁驱动式(利用电磁铁吸附带动)、或液力驱动式(利用液压机构带动)、或气动驱动式(利用气压机构带动)、或电动驱动式(利用电动机带动)，驱动活动齿盘轴向移动与固定齿盘啮合。
当第一离合器41和第二离合器42为电磁齿嵌式离合器时，车辆驱动总成在动力输入时，电磁齿嵌式离合器可使动力与整车随时瞬间脱开和结合，实现了动力的平顺切换，提高车辆行驶平稳度。
实施例2
如图2所示，在本发明实施例2中，第一动力源为电动机70，并且电动机70的转子轴与第一输入轴21是一体的。
本发明实施例2的其他内容与实施例1相同，此处不再重复描述。
实施例3
在本发明实施例3中，如图1所示，发动机71与ISG电机72之间设置扭转减振器73，具有缓冲功能，降低发动机与ISG电机接合部分的扭转刚度，从而降低扭振固有频率，消除扭振。
本发明实施例3的其他内容与实施例1相同，此处不再重复描述。
以上所述仅为本发明的较佳实施例而已，并非用于限定本发明的保护范围。凡在本发明的精神和原则之内所作的任何修改、等同替换、改进等，均包含在本发明的保护范围内。

Claims (10)

  1. 一种横置双动力源车辆驱动总成，与车桥半轴连接，其特征在于，所述车辆驱动总成包括第一动力源、第二动力源和自动变速器，所述自动变速器设置有第一输入轴和第二输入轴，所述动力源分别与两根输入轴连接，所述自动变速器与所述车桥半轴连接处设置有差速器；
    所述自动变速器中，与第一输入轴平行设置有第一中间轴，与第一输入轴同轴心方向设置有第二中间轴，与第一中间轴同轴心方向设置有第三中间轴，所述第一中间轴和第三中间轴之间设置有第一离合器，所述第一输入轴和第二中间轴之间设置有第二离合器；
    所述第一输入轴上设置有第一齿轮，所述第一中间轴上设置有第二齿轮，第一齿轮与第二齿轮啮合传动；所述第二中间轴上设置有第三齿轮，所述第三中间轴上设置有第四齿轮，第三齿轮与第四齿轮啮合传动；所述第三中间轴上还设置有第五齿轮，所述差速器上设置有第六齿轮，第五齿轮与第六齿轮啮合传动；
    所述第二输入轴上设置有第七齿轮，第七齿轮与第三齿轮啮合传动。
  2. 根据权利要求1所述的车辆驱动总成，其特征在于，所述第二动力源为电动机，所述第二动力源依次通过所述第二输入轴、第七齿轮、第三齿轮、第四齿轮、第三中间轴、第五齿轮、第六齿轮和差速器将动力传递至所述车桥半轴。
  3. 根据权利要求1所述的车辆驱动总成，其特征在于，所述第一离合器啮合时，所述第一动力源依次通过所述第一输入轴、第一齿轮、第二齿轮、第一中间轴、第三中间轴、第五齿轮、第六齿轮和差速器将动力传递至所述车桥半轴。
  4. 根据权利要求3所述的车辆驱动总成，其特征在于，所述第一齿轮与第二齿轮啮合传动比为i1，第五齿轮与第六齿轮啮合传动比为i3，所述第一离合器啮合时，所述自动变速器中啮合传动比为i1×i3。
  5. 根据权利要求1所述的车辆驱动总成，其特征在于，所述第二离合器啮合时，所述第一动力源依次通过所述第一输入轴、第二中间轴、第三齿轮、第四齿轮、第三中间轴、第五齿轮、第六齿轮和差速器将动力传递至所述车桥半轴。
  6. 根据权利要求5所述的车辆驱动总成，其特征在于，所述第三齿轮与第四齿轮啮合传动比为i2，第五齿轮与第六齿轮啮合传动比为i3，所述第二离合器啮合时，所述自动变速器中啮合传动比为i2×i3。
  7. 根据权利要求2所述的车辆驱动总成，其特征在于，所述第七齿轮、第三齿轮、第四齿轮啮合传动比为i4，所述第五齿轮与第六齿轮啮合传动比为i3，所述 第一离合器和第二离合器均断开时，所述自动变速器中啮合传动比为i4×i3。
  8. 根据权利要求1所述的车辆驱动总成，其特征在于，所述第一动力源为电动机、或发动机与ISG电机组合。
  9. 根据权利要求1所述的车辆驱动总成，其特征在于，所述动力源为发动机与ISG电机组合，所述发动机与所述ISG电机之间设置扭转减振器。
  10. 根据权利要求1所述的车辆驱动总成，其特征在于，所述车桥半轴为前桥半轴或后桥半轴；所述第一离合器和第二离合器为端面齿离合器。
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