WO2018137423A1 - 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
WO2018137423A1
WO2018137423A1 PCT/CN2017/115670 CN2017115670W WO2018137423A1 WO 2018137423 A1 WO2018137423 A1 WO 2018137423A1 CN 2017115670 W CN2017115670 W CN 2017115670W WO 2018137423 A1 WO2018137423 A1 WO 2018137423A1
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Prior art keywords
gear
clutch
intermediate shaft
shaft
ratio
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PCT/CN2017/115670
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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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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 JP2019539255A priority Critical patent/JP7049346B2/ja
Priority to US16/479,125 priority patent/US11052746B2/en
Priority to EP17894597.8A priority patent/EP3552856B1/en
Publication of WO2018137423A1 publication Critical patent/WO2018137423A1/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
    • 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
    • B60K6/40—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 assembly or relative disposition of components
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    • 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
    • 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
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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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    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
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    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/91—Electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/92—Hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/80—Differentials
    • 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
    • F16H2003/0818—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 comprising means for power-shifting
    • 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
    • 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.
  • the present invention provides a transverse dual power source vehicle drive assembly coupled to an axle half 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 An input shaft and a second input shaft, wherein the power source is respectively connected to the two input shafts, and the automatic transmission and the axle half shaft connection are provided with a differential;
  • a first intermediate shaft is disposed in parallel with the first input shaft, a second intermediate shaft is disposed coaxially with the first input shaft, and a third intermediate shaft is disposed coaxially with the first intermediate shaft.
  • 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, a first gear is meshed with the second gear, and a third gear is disposed on the second input shaft. a fourth gear is disposed on the second intermediate shaft, and the third gear is meshed with the fourth gear;
  • a fifth gear is further disposed on the second intermediate shaft, a sixth gear is disposed on the third intermediate shaft, a seventh gear is disposed on the differential, and the fifth gear and the sixth gear are meshed and transmitted. The six gears are simultaneously meshed with the seventh gear.
  • the second power source is an electric motor, and when the first clutch and the second clutch are disconnected, the second power source sequentially passes through the second input shaft, the third gear, the fourth gear, and the second intermediate shaft The fifth gear, the sixth gear, the seventh gear, and the differential transmit 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 first clutch, and the third The intermediate shaft, the sixth gear, the seventh gear, and the differential transmit power to the axle half shaft.
  • first gear and the second gear meshing transmission ratio is i1
  • sixth gear and the seventh gear meshing gear ratio are i3.
  • the first power source sequentially passes through the first input shaft, the second clutch, the second intermediate shaft, the fifth gear, the sixth gear, and the seventh Gears and differentials transmit power to the axle axle.
  • the fifth gear, the sixth gear and the seventh gear meshing transmission ratio are i2, and when the second clutch is engaged and the first clutch is disconnected, the meshing gear ratio of the automatic transmission is i2.
  • the third gear and the fourth gear meshing transmission ratio is i4
  • the fifth gear, the sixth gear, and the seventh gear meshing gear ratio are i2 when the first clutch and the second clutch are disconnected
  • the second power source outputs power through an automatic transmission and at an engagement ratio of i4 ⁇ i2.
  • an eighth gear is further disposed on the third intermediate shaft
  • the eighth gear meshes with a fifth gear on the second intermediate shaft, and the sixth gear is only meshed with the seventh gear.
  • first gear and the second gear meshing transmission ratio is i1
  • the sixth gear and the seventh gear meshing gear ratio are i3
  • the third gear and the fourth gear meshing gear ratio are i4
  • the fifth gear and the The eight gear meshing transmission ratio is i5;
  • the second power source When the first clutch and the second clutch are disconnected, the second power source outputs power through an automatic transmission at an meshing ratio of i4 ⁇ i5 ⁇ i3.
  • the first power source is an electric motor, or an engine is combined with an ISG motor.
  • 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, three speed ratio transmission, flexible transmission mode and power input mode, and meets the whole vehicle.
  • 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 defects of insufficient driving force of the whole vehicle; when the whole vehicle is in the cruising state, Select single power input, smaller speed ratio transmission to meet the high-speed driving requirements of the whole vehicle, save energy and improve vehicle cruising range.
  • the first power source and the second power source are simultaneously activated, and the driving assembly can be increased. The total driving force enables the vehicle to shorten the acceleration process and achieve faster driving at higher speeds.
  • 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 dual 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.
  • FIG. 1 is a schematic structural view of a transverse dual power source vehicle drive assembly according to Embodiment 1 of the present invention
  • FIG. 2 is a schematic structural view of a transverse dual power source vehicle drive assembly according to Embodiment 2 of the present invention
  • FIG. 3 is a schematic structural view of a transverse dual power source vehicle drive assembly according to Embodiment 3 of the present invention.
  • a first embodiment of the present invention provides a transverse dual power source vehicle drive assembly coupled to an axle half axle.
  • the vehicle drive assembly includes a first power source, a second power source, and an automatic transmission 10 .
  • the automatic transmission 10 is provided with a first input shaft 21 and a second input shaft 22, respectively, a first power source and a second power source An input shaft 21 and a second input shaft 22 are connected, and a differential 50 is disposed at the automatic transmission 10 and the axle half shaft connection.
  • a first intermediate shaft 31 is disposed in parallel with the first input shaft 21
  • a second intermediate shaft 32 is disposed coaxially with the first input shaft 21, and a coaxial direction is provided with the first intermediate shaft 31.
  • the third intermediate shaft 33 is provided.
  • 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 third input shaft 22 is provided with a third gear 13
  • the second intermediate shaft 32 is provided with a fourth gear 14 , and the third gear 13 is meshed with the fourth gear 14 ;
  • the second intermediate shaft 32 is further provided with a fifth gear 15 , and the third intermediate shaft 33 is provided with a sixth gear
  • the gear 16, the differential gear 50 is provided with a seventh gear 17, and the fifth gear 15 is meshed with the sixth gear 16, and the sixth gear 16 is simultaneously meshed with the seventh gear 17.
  • the first power source is the combination of the engine 70 and the ISG motor 71, on the one hand, the idle loss and pollution of the engine 70 can be reduced, and on the other hand, the ISG motor 71 functions as a generator, and can be regenerated and recovered. Energy to achieve energy savings.
  • the second source of power is the electric motor 60.
  • the power transmission mode of the above drive assembly is as follows:
  • 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 , and the first The three intermediate shafts 33, the sixth gear 16, the seventh gear 17, and the differential 50 transmit power to the axle half shaft.
  • the first gear 11 and the second gear 12 are set to have a gear ratio i1, and the sixth gear 16 and the seventh gear 17 are meshed with the transmission ratio i3.
  • the gear ratio is i1 ⁇ i3. 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 fifth gear 15, the sixth gear 16, and the seventh Gear 17 and differential 50 transfer power to the axle axle.
  • the fifth gear 15, the sixth gear 16 and the seventh gear 17 are set to engage the gear ratio i2, the second clutch 42 is engaged, and the first clutch 41 is disconnected, the first power source passes through the automatic transmission, and the meshing ratio of the i2 is The power is output, and the sixth gear 16 is an idler. This is the second condition.
  • the second power source that is, the electric motor 60 is used as the auxiliary power source. Since the electric motor can be arbitrarily adjusted, in the first working condition or the second working condition, if the electric motor 60 of the second power source is simultaneously activated, the driving force of the whole vehicle can be improved. The meshing gear ratio in the automatic transmission 10 still maintains the above results.
  • the second power source sequentially passes through the second input shaft 22, the third gear 13, the fourth gear 14, the second intermediate shaft 32, the fifth gear 15, and the sixth gear 16.
  • the seventh gear 17 and the differential 50 transmit power to the axle axle.
  • the third gear 13 and the fourth gear 14 are set to mesh with the transmission ratio i4.
  • the second power source passes through the automatic transmission to output power at an engagement ratio of i4 ⁇ i2. This is the third condition.
  • the engine 70 can serve as an auxiliary power source, and at this time, the first clutch 41 or the second clutch 42 is engaged to provide a larger driving force under the third working condition;
  • the first power source When the first clutch 41 and the second clutch 42 are disconnected, the first power source is activated, the power of the first power source cannot be transmitted to the axle half axle, and only the ISG motor 71 functions as a generator to regeneratively generate electricity. Stored in the battery or used for operation of the second power source.
  • 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 diameter of the fourth gear 14 is smaller than that of the fifth gear 15.
  • the engine 70 of the first power source is activated, the first clutch 41 is engaged, and when the second clutch 42 is turned off, the meshing gear ratio in the automatic transmission 10 is i1 ⁇ i3.
  • the second power source can be turned on or off. Second When the power source is started, the total driving force of the drive 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 engine 70 of 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. 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 electric motor 60 of the second power source is activated, and when the first clutch 41 and the second clutch 42 are turned off, the meshing gear ratio in the automatic transmission 10 is i4 ⁇ i2. At this time, the engine 70 of the first power source can be turned on or off.
  • the power of the first power source cannot be transmitted to the axle half axle, and only the ISG motor 71 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 first power source and the second power source are simultaneously activated, which can increase the total driving force of the driving assembly, shorten the acceleration process of the vehicle, and realize high-speed driving more quickly.
  • 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 realizing the power.
  • the smooth switching improves the smoothness of the vehicle.
  • Embodiment 2 of the present invention is an improvement made on the basis of Embodiment 1.
  • the difference between Embodiment 2 of the present invention and Embodiment 1 is that, as shown in FIG. 2, an eighth gear 18 is disposed on the third intermediate shaft 33, At this time, the fifth gear 15 and the eighth gear 18 mesh with the transmission; the sixth gear 16 is only meshed with the seventh gear 17.
  • the fifth gear 15 and the eighth gear 18 are set to have an engagement ratio of i5, and the sixth gear 16 and the seventh gear 17 are meshed with the transmission ratio i3.
  • the first power is The source passes through the automatic transmission 10 to output power at an meshing ratio of i5 x i3.
  • the third gear 13 and the fourth gear 14 are set to mesh with the transmission ratio i4.
  • the second power source passes through the automatic transmission 10 with an meshing ratio of i4 ⁇ i5 ⁇ i3. Output power.
  • the different gear ratio settings of this embodiment 2 are more flexible and less constrained. When the large gear ratio is selected, the diameter of the gear is smaller, and the radial size of the automatic transmission can be effectively reduced.
  • the diameter of the fourth gear 14 is larger than that of the fifth gear 15.
  • Embodiment 2 of the present invention are the same as Embodiment 1, and the description thereof will not be repeated here.
  • Embodiment 3 of the present invention is an improvement made on the basis of Embodiment 1.
  • the difference between Embodiment 3 of the present invention and Embodiment 1 is that, as shown in FIG. 3, in Embodiment 3 of the present invention, the first power source is adopted. Motor 70.
  • Embodiment 3 of the present invention are the same as Embodiment 1, and the description thereof will not be repeated here.
  • a torsional vibration damper 72 is provided between the engine 70 and the ISG motor 71, and the torsional vibration damper 72 has a buffering function to reduce the engagement of the engine 70 with the ISG motor 71. Part of the torsional stiffness, which reduces the natural frequency of the torsional vibration and eliminates torsional vibration.
  • Embodiment 4 of the present invention are the same as those of Embodiment 1, and the description thereof will not be repeated here.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Structure Of Transmissions (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

一种横置双动力源车辆驱动总成，包括两个动力源和自动变速器（10），自动变速器（10）设有第一输入轴（21）和第二输入轴（22），两个动力源分别与两根输入轴（21、22）连接；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；第二输入轴（22）上的第三齿轮（13）与第二中间轴（32）上的第四齿轮（14）啮合传动；第二中间轴（32）上的第五齿轮（15），与第三中间轴（33）上的第六齿轮（16）啮合传动，第六齿轮（16）同时与差速器（50）上的第七齿轮（17）啮合传动。该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；另一方面使用的齿轮个数少、简化了传动结构。

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，变速器无法换档，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：
本发明提供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；所述第二输入轴上设置有第三齿轮，所述第二中间轴上设置有第四齿轮，第三齿轮与第四齿轮啮合传动；
所述第二中间轴上还设置有第五齿轮，所述第三中间轴上设置有第六齿轮，所述差速器上设置有第七齿轮，第五齿轮与第六齿轮啮合传动，第六齿轮同时与第七齿轮啮合传动。
进一步，所述第二动力源为电动机，当第一离合器和第二离合器断开时，所述第二动力源依次通过所述第二输入轴、第三齿轮、第四齿轮、第二中间轴、第五齿轮、第六齿轮、第七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、第二离合器断开时，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、第六齿轮、第七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，第六齿轮与第七齿轮啮合传动比为i3，所述第一离合器啮合、第二离合器断开时，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、第一离合器断开时，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、第五齿轮、第六齿轮、第七齿轮和差速器将动力传递至所述车桥半轴。
进一步，所述第五齿轮、第六齿轮和第七齿轮啮合传动比为i2，所述第二离合器啮合、第一离合器断开时，所述自动变速器中啮合传动比为i2。
进一步，所述第三齿轮与第四齿轮啮合传动比为i4，所述第五齿轮、第六齿轮和第七齿轮啮合传动比为i2，所述第一离合器和第二离合器断开时，所述第二动力源通过自动变速器，以i4×i2的啮合传动比输出动力。
进一步，所述第三中间轴上还设置有第八齿轮；
所述第八齿轮与所述第二中间轴上的第五齿轮啮合传动，所述第六齿轮仅与所述第七齿轮啮合传动。
进一步，所述第一齿轮与第二齿轮啮合传动比为i1，第六齿轮与第七齿轮啮合传动比为i3，第三齿轮与第四齿轮啮合传动比为i4，所述第五齿轮和第八齿轮啮合传动比为i5；
所述第一离合器啮合、第二离合器断开时，所述自动变速器中啮合传动比为i1×i3；
所述第一离合器断开、第二离合器啮合时，所述自动变速器中啮合传动比为i5×i3；
所述第一离合器和第二离合器断开时，所述第二动力源通过自动变速器，以i4×i5×i3的啮合传动比输出动力。
进一步，所述第一动力源为电动机、或发动机与ISG电机组合。
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，传动形式和动力输入方式灵活，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。此外，在车辆起步时，第一动力源和第二动力源同时启动，可增加驱动总成 的总驱动力，使车辆缩短加速过程，更快实现高速行驶。
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。
本发明提供的横置双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。
附图简要说明
图1是本发明实施例1的横置双动力源车辆驱动总成的结构示意图；
图2是本发明实施例2的横置双动力源车辆驱动总成的结构示意图；
图3是本发明实施例3的横置双动力源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；17.第七齿轮；18.第八齿轮；
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.发动机；71.ISG电机；72.扭转减振器；
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
如图1所示，本发明实施例1提供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，第一动力源和第二动力源分别与第 一输入轴21和第二输入轴22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；第二输入轴22上设置有第三齿轮13，第二中间轴32上设置有第四齿轮14，第三齿轮13与第四齿轮14啮合传动；第二中间轴32上还设置有第五齿轮15，第三中间轴33上设置有第六齿轮16，差速器50上设置有第七齿轮17，第五齿轮15与第六齿轮16啮合传动，第六齿轮16同时与第七齿轮17啮合传动。
在该实施例1中，第一动力源为发动机70与ISG电机71组合，一方面可以减少发动机70的怠速损耗和污染，另一方面ISG电机71起到发电机的作用，可再生发电，回收能量，实现节能效果。第二动力源为电动机60。由上述结构可知，本发明实施例1的车辆驱动总成的自动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。
上述驱动总成的动力传动方式如下：
当第一离合器41啮合、第二离合器断42断开时，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、第六齿轮16、第七齿轮17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，第六齿轮16与第七齿轮17啮合传动比为i3，第一离合器41啮合、第二离合器42断开时，自动变速器中啮合传动比为i1×i3。此为第一工况。
当第二离合器42啮合、第一离合器41断开时，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、第五齿轮15、第六齿轮16、第七齿轮17和差速器50将动力传递至车桥半轴。
设定第五齿轮15、第六齿轮16和第七齿轮17啮合传动比为i2，第二离合器42啮合、第一离合器41断开时，第一动力源通过自动变速器，以i2的啮合传动比输出动力，第六齿轮16为惰轮。此为第二工况。
第二动力源即电动机60作为辅助动力源，由于电动机是可以任意调速的，在第一工况或者第二工况下，如果第二动力源的电动机60同时启动，可以提高整车驱动力，自动变速器10中啮合传动比仍然保持上述结果。
当第一离合器41和第二离合器42断开时，第二动力源依次通过第二输入轴22、第三齿轮13、第四齿轮14、第二中间轴32、第五齿轮15、第六齿轮16、第七齿轮17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i4，当第一离合器41和第二离合器42断开时，第二动力源通过自动变速器，以i4×i2的啮合传动比输出动力。此为第三工况。
当处于第三工况时，发动机70可以作为辅助动力源，此时将第一离合器41或第二离合器42啮合，可在第三工况下提供更大的驱动力；
当第一离合器41和第二离合器42断开时，启动第一动力源，第一动力源的动力无法传递至车桥半轴，仅ISG电机71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。
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。在本实施例中，第四齿轮14的直径小于第五齿轮15。
由上述可知，本发明实施例的驱动总成可实现三种传动比：
第一动力源的发动机70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。
第一动力源的发动机70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。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。
第二动力源的电动机60启动，第一离合器41和第二离合器42断开时，自动变速器10中啮合传动比为i4×i2。此时，第一动力源的发动机70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71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。此外，在车辆起步时，第一动力源和第二动力源同时启动，可增加驱动总成的总驱动力，使车辆缩短加速过程，更快实现高速行驶。
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、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
本发明实施例2是在实施例1基础上做出的改进，本发明实施例2与实施例1的区别点在于，如图2所示，在第三中间轴33上设置第八齿轮18，此时第五齿轮15和第八齿轮18啮合传动；第六齿轮16仅与第七齿轮17啮合传动。
设定第五齿轮15和第八齿轮18啮合传动比为i5，第六齿轮16与第七齿轮17啮合传动比为i3，当第一离合器41断开、第二离合器42啮合时，第一动力源通过自动变速器10，以i5×i3的啮合传动比输出动力。
设定第三齿轮13与第四齿轮14啮合传动比为i4，当第一离合器41和第二离合器42断开时，第二动力源通过自动变速器10，以i4×i5×i3的啮合传动比输出动力。
此实施例2的不同传动比设置更加灵活，约束更小，当选择大传动比时，齿轮的直径更小，能够有效的缩小自动变速器的径向尺寸。
在本实施例中，第四齿轮14的直径大于第五齿轮15。
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
本发明实施例3是在实施例1基础上做出的改进，本发明实施例3与实施例1的区别点在于，如图3所示，在本发明实施例3中，第一动力源采用电动机70。
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
在本发明实施例4中，如图1或图2所示，发动机70与ISG电机71之间设置扭转减振器72，扭转减振器72具有缓冲功能，可以降低发动机70与ISG电机71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4的其他内容与实施例1相同，此处不再重复描述。
以上，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；所述第二输入轴上设置有第三齿轮，所述第二中间轴上设置有第四齿轮，第三齿轮与第四齿轮啮合传动；
    所述第二中间轴上还设置有第五齿轮，所述第三中间轴上设置有第六齿轮，所述差速器上设置有第七齿轮，第五齿轮与第六齿轮啮合传动，第六齿轮同时与第七齿轮啮合传动。
  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，当第一离合器和第二离合器断开时，所述第二动力源依次通过所述第二输入轴、第三齿轮、第四齿轮、第二中间轴、第五齿轮、第六齿轮、第七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所述的车辆驱动总成，其特征在于，所述第一离合器啮合、第二离合器断开时，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、第六齿轮、第七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，第六齿轮与第七齿轮啮合传动比为i3，所述第一离合器啮 合、第二离合器断开时，所述自动变速器中啮合传动比为i1×i3。
  5. 根据权利要求2所述的车辆驱动总成，其特征在于，所述第二离合器啮合、第一离合器断开时，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、第五齿轮、第六齿轮、第七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，所述第五齿轮、第六齿轮和第七齿轮啮合传动比为i2，所述第二离合器啮合、第一离合器断开时，所述自动变速器中啮合传动比为i2。
  7. 根据权利要求2所述的车辆驱动总成，其特征在于，所述第三齿轮与第四齿轮啮合传动比为i4，所述第五齿轮、第六齿轮和第七齿轮啮合传动比为i2，所述第一离合器和第二离合器断开时，所述第二动力源通过自动变速器，以i4×i2的啮合传动比输出动力。
  8. 根据权利要求1所述的车辆驱动总成，其特征在于，所述第三中间轴上还设置有第八齿轮；
    所述第八齿轮与所述第二中间轴上的第五齿轮啮合传动，所述第六齿轮仅与所述第七齿轮啮合传动。
  9. 根据权利要求8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，第六齿轮与第七齿轮啮合传动比为i3，第三齿轮与第四齿轮啮合传动比为i4，所述第五齿轮和第八齿轮啮合传动比为i5；
    所述第一离合器啮合、第二离合器断开时，所述自动变速器中啮合传动比为i1×i3；
    所述第一离合器断开、第二离合器啮合时，所述自动变速器中啮合传动比为i5×i3；
    所述第一离合器和第二离合器断开时，所述第二动力源通过自动变速器，以i4×i5×i3的啮合传动比输出动力。
  10. 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。
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