WO2018137422A1 - 一种横置车辆驱动总成 - Google Patents

一种横置车辆驱动总成 Download PDF

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Publication number
WO2018137422A1
WO2018137422A1 PCT/CN2017/115669 CN2017115669W WO2018137422A1 WO 2018137422 A1 WO2018137422 A1 WO 2018137422A1 CN 2017115669 W CN2017115669 W CN 2017115669W WO 2018137422 A1 WO2018137422 A1 WO 2018137422A1
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Prior art keywords
gear
clutch
intermediate shaft
drive assembly
shaft
Prior art date
Application number
PCT/CN2017/115669
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English (en)
French (fr)
Inventor
余平
王学良
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 EP17894290.0A priority Critical patent/EP3546268B1/en
Priority to JP2019539167A priority patent/JP6788124B2/ja
Priority to US16/478,266 priority patent/US10994594B2/en
Publication of WO2018137422A1 publication Critical patent/WO2018137422A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
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    • 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
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    • B60K6/44—Series-parallel type
    • B60K6/442—Series-parallel switching type
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    • 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
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    • 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
    • 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
    • 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 vehicle drive assembly for connection to a front or rear axle of a vehicle for driving a vehicle.
  • the first 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 due to the rotor shaft of the motor (the rotor shaft of the motor is not integrated with the first input shaft of the transmission, but is independent of the two shafts), and the conventional cannot be used.
  • the clutch used can only be hard-wired and does not have a buffer function, which 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 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 large longitudinal and lateral dimensions, can not be used on a compact vehicle, and has a large number of gears in the transmission and a complicated transmission structure.
  • the present invention provides a transverse vehicle drive assembly coupled to an axle axle, the vehicle drive assembly including a first power source and an automatic transmission, the automatic transmission being provided with a first input shaft, the first power a source is coupled to the first input shaft, and a differential is disposed at the junction of the automatic transmission and the axle axle;
  • a first intermediate shaft is disposed in parallel with the first input shaft, and a second intermediate shaft is disposed coaxially with the first input shaft, and is coaxial with the first intermediate shaft a third intermediate shaft is disposed, a first clutch is disposed between the first intermediate shaft and the third intermediate shaft, and a second clutch is disposed between the first input shaft and the second intermediate shaft;
  • a first gear is disposed on the first input shaft, a second gear is disposed on the first intermediate shaft, the first gear is meshed with the second gear; and the second intermediate shaft is provided with a first gear a third gear, the third intermediate shaft is provided with a fourth gear, the third gear is meshed with the fourth gear; the differential is provided with a fifth gear, and the fourth gear is simultaneously The fifth gear meshing drive.
  • the first power source sequentially passes through the first input shaft, the first gear, the second gear, the first intermediate shaft, the first clutch, the third intermediate shaft, and the fourth gear
  • the fifth gear and the differential transmit power to the axle half shaft.
  • first gear and the second gear meshing transmission ratio is i1
  • fourth gear and the fifth gear meshing gear ratio is i2
  • the meshing gear ratio of the automatic transmission is i1 ⁇ i2 .
  • the first power source sequentially passes through the first input shaft, the second clutch, the second intermediate shaft, the third gear, the fourth gear, the fifth gear, and the differential Power is transmitted to the axle half shaft.
  • the third gear, the fourth gear, and the fifth gear meshing transmission ratio are i3, and when the second clutch is engaged, the meshing gear ratio of the automatic transmission is i3.
  • vehicle drive assembly further includes a second power source
  • a second input shaft is further disposed in parallel with the second intermediate shaft, and the second power source is connected to the second input shaft;
  • a sixth gear is disposed on the second input shaft, and the sixth gear meshes with a third gear on the second intermediate shaft;
  • the second power source is an electric motor, and the second power source sequentially transmits power to the vehicle through the second input shaft, the sixth gear, the third gear, the fourth gear, the fifth gear, and the differential.
  • the sixth gear, the third gear, the fourth gear, and the fifth gear meshing transmission ratio are i4, and when the first clutch and the second clutch are both open, the meshing gear ratio of the automatic transmission is i4.
  • the first power source is an electric motor, or an engine is combined with an ISG motor.
  • the first 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 axle or a rear axle half axle.
  • first clutch and the second clutch are end face clutches; and the face gear clutch is electromagnetically driven, or hydraulically driven, or pneumatically driven, or electrically driven.
  • the transverse vehicle powertrain of the present invention is coupled to a rear axle half axle or a front axle half axle of the vehicle.
  • the vehicle drive assembly includes a first power source and an automatic transmission, and the powertrain can realize two speed ratio transmissions, and the transmission
  • the form is flexible to meet the driving needs of the whole vehicle for different road conditions.
  • 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 cruising state
  • the smaller speed ratio transmission can be selected to meet the high-speed driving requirements of the whole vehicle, save energy and improve the cruising range of the vehicle.
  • the two transmission ratios are not limited by the main reduction ratio, and the two ratios are more flexible in design.
  • 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 second power source is added in the invention, and three speed ratio transmissions can be realized at this time.
  • the dual power input can be selected to improve the driving force of the whole vehicle and make up for the defect of insufficient driving force of the whole vehicle. .
  • the transverse vehicle drive assembly provided by the invention shortens the longitudinal and lateral dimensions 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.
  • FIG. 1 is a schematic structural view of a transverse vehicle driving assembly according to Embodiment 1 of the present invention.
  • FIG. 2 is a schematic structural view of a transverse vehicle driving assembly according to Embodiment 3 of the present invention.
  • FIG. 3 is a schematic structural view of a transverse vehicle driving assembly according to Embodiment 4 of the present invention.
  • Embodiment 1 of the present invention provides a transverse vehicle drive assembly. As shown in FIG. 1 , the transverse vehicle drive assembly is coupled to an axle half axle.
  • the vehicle drive assembly includes a first power source and an automatic transmission 10, and is automatically
  • the transmission 10 is provided with a first input shaft 21, a first power source is coupled to the first input shaft 21, and a differential 50 is provided at the automatic transmission 10 at the junction with the axle axle.
  • the first power source is the motor 70
  • the rotor shaft of the motor 70 is integral with the first input shaft 21, avoiding the rotor shaft of the motor and the first input shaft of the transmission being two shafts. The problem caused by the situation is greater.
  • 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.
  • a third intermediate shaft 33 There is a third intermediate shaft 33, a first clutch 41 is disposed 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 is meshed with the second gear 12;
  • the second intermediate shaft 32 is provided with a third gear 13, and 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 fifth gear 15 is disposed on the differential 50, and the fourth gear 14 is simultaneously meshed with the fifth gear 15.
  • the transmission of the vehicle drive assembly of Embodiment 1 of the present invention is different from the layout of the first input shaft, the intermediate shaft and the output shaft of the conventional transmission, and on the one hand, shortens the longitudinal and lateral dimensions of the drive assembly, and is suitable for Compact vehicles; on the other hand, the number of gears used is small, simplifying the transmission process.
  • 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 first clutch 41, the third intermediate shaft 33, and the fourth gear 14 The fifth gear 15 and the differential 50 transmit power to the axle axle.
  • the first gear 11 and the second gear 12 are set to have a gear ratio i1, and the fourth gear 14 and the fifth gear 15 are meshed with the transmission ratio i2.
  • the meshing gear ratio of the automatic transmission 10 is i1 ⁇ . I2, this is the first condition.
  • the first power source sequentially passes through the first input shaft 21, the second clutch 42, the second intermediate shaft 32, the third gear 13, the fourth gear 14, the fifth gear 15, and the differential 50. Power is transmitted to the axle axle.
  • the third gear 13, the fourth gear 14 and the fifth gear 15 are set to have a meshing ratio of i3.
  • the meshing gear ratio of the automatic transmission 10 is i3, which is the second operating condition.
  • the sizes of the gear ratios i1, i2, and i3 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 vehicle drive assembly can realize two speed ratio transmissions, and the automatic transmission can realize automatic shifting of two gear positions according to the control strategy program, and the transmission form is flexible, and meets the driving requirements of the whole vehicle for different road conditions.
  • the larger speed ratio transmission can be selected to improve the driving force of the whole vehicle and make up for the defect of insufficient driving force of the whole vehicle; when the whole vehicle is in the cruising state, the smaller speed ratio transmission can be selected to meet the whole
  • the car requires high-speed driving, saving energy and improving the cruising range of the vehicle.
  • the first clutch 41 and the second clutch 42 are preferably arranged as end face clutches, including engaging transmissions
  • the movable sprocket wheel and the fixed sprocket wheel are provided with end face transmission teeth or tooth grooves, and the fixed tooth plate is correspondingly provided with face gear grooves or transmission 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 axle half shaft is the front axle half axle or the rear axle half axle, and when the vehicle driving assembly is connected with the front axle half shaft, the vehicle is in the front drive mode; the vehicle driving assembly is connected with the rear axle half shaft. When the vehicle is in the rear drive mode.
  • the first power source is the combination of the engine 60 and the ISG motor 61, on the one hand, the idle loss and pollution of the engine 60 can be reduced, and on the other hand, the ISG motor 61 functions as a generator. And the role of the starter, renewable power generation, energy recovery, energy saving.
  • 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 62 is provided between the engine 60 and the ISG motor 61, and the torsional vibration damper 62 has a buffering function to reduce the twist of the joint portion of the engine 60 and the ISG motor 61. Stiffness, thereby reducing the natural frequency of torsional vibration and eliminating torsional vibration.
  • Embodiment 3 of the present invention are the same as Embodiment 1, and the description thereof will not be repeated here.
  • Embodiment 4 of the present invention is an improvement made on the basis of Embodiment 3.
  • the content in Embodiment 3 is also within the protection scope of Embodiment 4.
  • the vehicle drive assembly is based on the third embodiment of the second power source, the second power source is the motor 70;
  • a second input shaft 22 is further disposed in parallel with the second intermediate shaft 32, and the second power source is connected to the second input shaft 22;
  • a second gear 16 is disposed on the second input shaft 22, and the sixth gear 16 meshes with the third gear 13 on the second intermediate shaft 32;
  • the second power source sequentially transmits power to the axle half shaft through the second input shaft 22, the sixth gear 16, the third gear 13, the fourth gear 14, the fifth gear 15, and the differential 50.
  • the second power source is the auxiliary power source, and the motor can be arbitrarily adjusted, when the first power source is activated, the first clutch 41 is engaged, and the meshing transmission ratio of the automatic transmission 10 is i1 ⁇ i2. Under one operating condition, if the second power source is activated at the same time, the meshing gear ratio in the automatic transmission 10 still maintains the above result, i1 x i2. Similarly, when the first power source is activated, the second clutch 42 is engaged, and the second transmission condition of the automatic transmission 10 is i3, if the second power source is simultaneously activated, the meshing gear ratio of the automatic transmission 10 remains above. The result is i3.
  • the vehicle drive assembly of Embodiment 4 can realize dual power source input and three speed ratio transmissions, namely: i1 ⁇ i2, i3, i4, and the transmission including the two transmission ratios described in Embodiment 3.
  • the form is flexible to meet the driving needs of the whole vehicle for different road conditions.
  • the dual power input and the large speed ratio transmission can be selected to improve the driving force of the whole vehicle and make up for the defects of insufficient driving force of the whole vehicle;
  • single power input and smaller speed ratio transmission can be selected to meet the high-speed driving requirements of the whole vehicle, save energy and improve the cruising range of the vehicle.
  • the first power source in Embodiment 4 of the present invention is a combination of the engine 60 and the ISG motor 61, and of course, it can also be set. Set as the motor.

Abstract

一种横置车辆驱动总成，包括第一动力源和自动变速器（10），与自动变速器（10）的第一输入轴（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）上的第一齿轮（11）与第一中间轴（31）上的第二齿轮（12）啮合传动；第二中间轴（32）上的第三齿轮（13）与第三中间轴（33）上的第四齿轮（14）啮合传动，第三中间轴（33）上的第四齿轮（14）同时与差速器（50）上第五齿轮（15）啮合传动。该驱动总成可实现两种速比传动，传动形式灵活，缩短了驱动总成的纵向尺寸和横向尺寸，适合结构紧凑型车辆，由于使用的齿轮个数较少，简化了传动结构。

Description

一种横置车辆驱动总成 技术领域
本发明涉及一种横置车辆驱动总成，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，第一动力源、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(电动机的转子轴与变速器的第一输入轴不是一体的，而是独立的两根轴)，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和横向尺寸较大，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：
本发明提供一种横置车辆驱动总成，与车桥半轴连接，所述车辆驱动总成包括第一动力源和自动变速器，所述自动变速器设置有第一输入轴，所述第一动力源与所述第一输入轴连接，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，与所述第一输入轴平行设置有第一中间轴，与所述第一输入轴同轴心方向设置有第二中间轴，与所述第一中间轴同轴心方向设置有第三中间轴，所述第一中间轴和所述第三中间轴之间设置有第一离合器，所述第一输入轴和所述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，所述第一齿轮与所述第二齿轮啮合传动；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，所述第三齿轮与所述第四齿轮啮合传动；所述差速器上设置有第五齿轮，所述第四齿轮同时与所述第五齿轮啮合传动。
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、第一离合器、第三中间轴、第四齿轮、第五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，第四齿轮与第五齿轮啮合传动比为i2，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×i2。
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、第二离合器、第二中间轴、第三齿轮、第四齿轮、第五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、第四齿轮和第五齿轮啮合传动比为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i3。
进一步，所述车辆驱动总成还包括第二动力源；
所述自动变速器中，与所述第二中间轴平行还设置有第二输入轴，所述第二动力源与所述第二输入轴连接；
所述第二输入轴上设置有第六齿轮，所述第六齿轮与所述第二中间轴上的第三齿轮啮合；
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、第六齿轮、第三齿轮、第四齿轮、第五齿轮、差速器将动力传递至所述车桥半轴；
所述第六齿轮、第三齿轮、第四齿轮和第五齿轮啮合传动比为i4，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。
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，所述第一动力源为发动机与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。
进一步，所述第一离合器和第二离合器为端面齿离合器；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：
本发明的横置车辆动力总成，与车辆的后桥半轴或前桥半轴连接，车辆驱动总成包括第一动力源和自动变速器，该动力总成可实现两种速比传动，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。同时，两种传动比不受主减速比的限制，两种速比在设计上更加灵活。
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。
此外，本发明还增设了第二动力源，此时可实现三种速比传动，当车辆在负重爬坡时，可选择双动力输入，提高整车驱动力，弥补整车驱动力不足的缺陷。
本发明提供的横置车辆驱动总成，一方面缩短了驱动总成的纵向尺寸和横向尺寸，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。
附图简要说明
图1是本发明实施例1的横置车辆驱动总成的结构示意图；
图2是本发明实施例3的横置车辆驱动总成的结构示意图；
图3是本发明实施例4的横置车辆驱动总成的结构示意图；
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；
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.发动机；61.ISG电机；62.扭转减振器；
70.电动机；
80.车桥。
实施本发明的方式
为使本发明的目的、技术方案和优点更加清楚，下面将结合附图对本发明实施方式作进一步地详细描述。
实施例1
本发明实施例1提供一种横置车辆驱动总成，如图1所示，该横置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和自动变速器10，自动变速器10设置有第一输入轴21，第一动力源与第一输入轴21连接，自动变速器10与车桥半轴连接处设置有差速器50。
在本发明实施例1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，避免了电动机的转子轴与变速器的第一输入轴为两根轴的情况下带来的冲击较大的问题。
在自动变速器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；差速器50上设置有第五齿轮15，第四齿轮14同时与第五齿轮15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第一输入轴、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和横向尺寸，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。
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、第一离合器41、第三中间轴33、第四齿轮14、第五齿轮15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，第四齿轮14与第五齿轮15啮合传动比为i2，则第一离合器41啮合时，自动变速器10中啮合传动比为i1×i2，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、第二离合器42、第二中间轴32、第三齿轮13、第四齿轮14、第五齿轮15、差速器50将动力传递至车桥半轴。设定第三齿轮13、第四齿轮14和第五齿轮15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i3，此为第二工况。
当第一离合器41和第二离合器42同时断开时，实现空挡。
其中，传动比i1、i2和i3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，该车辆驱动总成可实现两种速比传动，自动变速器根据控制策略程序，可实现两个档位电控自动换挡，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。
第一离合器41和第二离合器42优选设置为端面齿离合器，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。
在本发明实施例一中，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。
实施例2
在本发明实施例2中，可以参考图2所示，第一动力源为发动机60与ISG电机61组合，一方面可以减少发动机60的怠速损耗和污染，另一方面ISG电机61起到发电机和起动机的作用，可再生发电，回收能量，实现节能效果。
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2所示，发动机60与ISG电机61之间设置扭转减振器62，扭转减振器62具有缓冲功能，可以降低发动机60与ISG电机61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。
实施例4
本发明实施例4是在实施例3的基础上做出的改进，实施例3中的内容也在实施例4的保护范围之内。
在本发明实施例4中，如图3所示，车辆驱动总成在实施例3的基础上增设了第二动力源，第二动力源为电动机70；
自动变速器10中，与第二中间轴32平行还设置有第二输入轴22，第二动力源与第二输入轴22连接；
第二输入轴22上设置有第六齿轮16，第六齿轮16与第二中间轴32上的第三齿轮13啮合；
第二动力源依次通过第二输入轴22、第六齿轮16、第三齿轮13、第四齿轮14、第五齿轮15、差速器50将动力传递至车桥半轴。
设定第六齿轮16、第三齿轮13、第四齿轮14和第五齿轮15啮合传动比为i4，则第一离合器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。此时第三齿轮13、第四齿轮14均为惰轮。
需要说明的是，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，在第一动力源启动，第一离合器41啮合，自动变速器10中啮合传动比为i1×i2的第一工况下，如果同时启动第二动力源，自动变速器10中啮合传动比仍然保持上述结果，即i1×i2。同理，在第一动力源启动，第二离合器42啮合，自动变速器10中啮合传动比为i3的第二工况下，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，即i3。
由上述可知，包括实施例3中描述的两种传动比在内，实施例4的车辆驱动总成可实现双动力源输入、三种速比传动，即：i1×i2、i3、i4，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、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。
本发明实施例4中的第一动力源为发动机60与ISG电机61组合，当然也可设 置为电动机。
以上所述，仅为本发明的具体实施方式，在本发明的上述教导下，本领域技术人员可以在上述实施例的基础上进行其他的改进或变形。本领域技术人员应该明白，上述的具体描述只是更好的解释本发明的目的，本发明的保护范围应以权利要求的保护范围为准。

Claims (10)

  1. 一种横置车辆驱动总成，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和自动变速器，所述自动变速器设置有第一输入轴，所述第一动力源与所述第一输入轴连接，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，与所述第一输入轴平行设置有第一中间轴，与所述第一输入轴同轴心方向设置有第二中间轴，与所述第一中间轴同轴心方向设置有第三中间轴，所述第一中间轴和所述第三中间轴之间设置有第一离合器，所述第一输入轴和所述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，所述第一齿轮与所述第二齿轮啮合传动；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，所述第三齿轮与所述第四齿轮啮合传动；所述差速器上设置有第五齿轮，所述第四齿轮同时与所述第五齿轮啮合传动。
  2. 根据权利要求1所述的横置车辆驱动总成，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、第一离合器、第三中间轴、第四齿轮、第五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2所述的横置车辆驱动总成，其特征在于，所述第一齿轮与第二齿轮啮合传动比为i1，第四齿轮与第五齿轮啮合传动比为i2，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×i2。
  4. 根据权利要求1所述的横置车辆驱动总成，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、第二离合器、第二中间轴、第三齿轮、第四齿轮、第五齿轮和差速器将动力传递至所述车桥半轴。
  5. 根据权利要求4所述的横置车辆驱动总成，其特征在于，所述第三齿轮、第四齿轮和第五齿轮啮合传动比为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i3。
  6. 根据权利要求1所述的横置车辆驱动总成，其特征在于，所述车辆驱动总成还包括第二动力源；
    所述自动变速器中，与所述第二中间轴平行还设置有第二输入轴，所述第二动力源与所述第二输入轴连接；
    所述第二输入轴上设置有第六齿轮，所述第六齿轮与所述第二中间轴上的第三齿轮啮合；
    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、第六齿轮、第三齿轮、第四齿轮、第五齿轮、差速器将动力传递至所述车桥半轴；
    所述第六齿轮、第三齿轮、第四齿轮和第五齿轮啮合传动比为i4，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。
  7. 根据权利要求1所述的横置车辆驱动总成，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。
  8. 根据权利要求1所述的横置车辆驱动总成，其特征在于，所述第一动力源为发动机与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。
  9. 根据权利要求1所述的横置车辆驱动总成，其特征在于，所述车桥半轴为前桥半轴或后桥半轴。
  10. 根据权利要求1所述的横置车辆驱动总成，其特征在于，所述第一离合器和第二离合器为端面齿离合器；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。
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