WO2019233329A1 - 一种纵置多档位电驱动动力总成 - Google Patents

一种纵置多档位电驱动动力总成 Download PDF

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Publication number
WO2019233329A1
WO2019233329A1 PCT/CN2019/089019 CN2019089019W WO2019233329A1 WO 2019233329 A1 WO2019233329 A1 WO 2019233329A1 CN 2019089019 W CN2019089019 W CN 2019089019W WO 2019233329 A1 WO2019233329 A1 WO 2019233329A1
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Prior art keywords
gearbox
speed
shaft
output shaft
electric drive
Prior art date
Application number
PCT/CN2019/089019
Other languages
English (en)
French (fr)
Inventor
余平
李建文
侯得锋
李家琪
Original Assignee
精进电动科技股份有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
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 EP19815195.3A priority Critical patent/EP3778283B1/en
Priority to JP2021517090A priority patent/JP7380972B2/ja
Priority to US17/250,139 priority patent/US11623511B2/en
Publication of WO2019233329A1 publication Critical patent/WO2019233329A1/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
    • 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
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing
    • B60K17/08—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing of mechanical 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
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B60K7/0007—Disposition of motor in, or adjacent to, traction wheel the motor being electric
    • 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
    • F16H3/02—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
    • F16H3/091—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 including a single countershaft
    • F16H3/0915—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 including a single countershaft with coaxial input and output shafts
    • 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
    • F16H57/033—Series gearboxes, e.g. gearboxes based on the same design being available in different sizes or gearboxes using a combination of several standardised units
    • 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
    • B60K2001/001—Arrangement or mounting of electrical propulsion units one motor mounted on a propulsion axle for rotating right and left wheels of this axle
    • 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
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0039—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising three 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
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0043—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising four 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
    • 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

Definitions

  • the invention relates to a vertical multi-position electric drive power assembly, which is connected to a transmission shaft of a vehicle and is used to drive the vehicle.
  • the present invention provides a vertical multi-position electric drive power assembly, which uses several sets of gearboxes in series to improve the performance of the power assembly.
  • the invention provides a vertical multi-speed electric drive power assembly, which includes a motor and several sets of gearboxes.
  • the gearbox is a single-stage reduction gearbox or a multi-speed gearbox.
  • the gearboxes are connected in series to form a gearbox. Assembly, the output shaft of the motor and the input shaft of the transmission assembly are made in one piece.
  • the gearbox connected adjacent to the motor is a single-stage reduction gearbox or a multi-speed gearbox, and the output shaft of the motor is made integrally with the input shaft of the adjacent gearbox.
  • the motor The rear cover and the front housing of the adjacent gearbox are also made integrally;
  • the output shaft of the front gearbox is integrated with the input shaft of the rear gearbox or connected through a coupling.
  • the gearbox is provided with two groups, including a single-stage reduction gearbox and a two-speed reduction gearbox connected in sequence;
  • the transmission is provided with three groups, including a front single-stage reduction gearbox, a two-speed reduction gearbox, and a rear single-stage reduction gearbox connected in sequence;
  • the gearbox is provided in four groups, including a front single-stage reduction gearbox, a middle two-speed gearbox, a rear two-speed gearbox, and a rear single-stage gearbox connected in sequence.
  • the single-stage reduction gear box is provided with an input shaft and an output shaft, and the input shaft and the output shaft are respectively provided with meshed transmission gears;
  • a transmission gear on the input shaft is fixedly connected to the input shaft or is loosely sleeved on the input shaft
  • a transmission gear on the output shaft is fixedly connected to the output shaft or is loosely sleeved on the output shaft
  • a clutch is provided between the input shaft and a transmission gear sleeved on the input shaft, and a clutch is provided between the output shaft and a transmission gear sleeved on the output shaft.
  • the input shaft and the output shaft of the transmission assembly are arranged coaxially, or different shafts are arranged in parallel.
  • the multi-speed reduction gearbox is a two-speed gearbox.
  • the two-speed gearbox is provided with an input shaft, one or more intermediate shafts, and an output shaft.
  • the input shaft and the The intermediate shafts are respectively provided with meshed transmission gears
  • the intermediate shafts and the output shafts are respectively provided with meshed transmission gears
  • the transmission gears on the intermediate shafts are fixedly connected to the intermediate shafts or are hollowly sleeved on the intermediate shafts.
  • a transmission gear on the output shaft is fixedly connected to the output shaft or is sleeved on the output shaft.
  • a clutch is provided between the input shaft and the output shaft, and a clutch is provided between the intermediate shaft and a transmission gear idled on the intermediate shaft, and the clutch on the intermediate shaft is located in a two-stage gear Between, or outside the two-stage gear.
  • a two-way synchronizer is provided between the input shaft and the output shaft, a transmission gear on the output shaft is sleeved on the output shaft, and the transmission gear on the intermediate shaft is fixed to the intermediate shaft connection.
  • the power assembly of the present invention increases the number of transmission gears, adds a single-stage reducer, or adds an intermediate shaft, so that the high-efficiency zone of the motor can be better utilized, vehicle dynamics can be reduced, and Smaller requirements for the maximum torque of the motor reduce the size of the motor and reduce the cost of the motor.
  • the power assembly of the present invention is connected to the rear axle half axle or front axle half axle of the vehicle, and can realize various speed ratio transmissions.
  • the transmission form and power input method are flexible, which can meet the driving requirements of the vehicle for different road conditions.
  • FIG. 1 is a schematic structural diagram of a two-speed box plus a front auxiliary box in a vertical multi-position electric drive power assembly according to Embodiment 1 of the present invention (the clutch is between two-stage gears of the two-speed box);
  • FIG. 2 is a schematic structural diagram of a two-gear box plus a front auxiliary box in a vertical multi-position electric drive power assembly according to Embodiment 1 of the present invention (the clutch is outside the two-stage gear of the two-gear box);
  • FIG. 3 is a schematic structural diagram of a two-gear box plus a rear-box multi-gear electric drive power assembly in longitudinal direction of a second embodiment of the present invention
  • FIG. 4 is a schematic structural diagram of a two-speed box with front and rear auxiliary boxes and a multi-position electric drive power assembly in vertical position according to Embodiment 3 of the present invention
  • FIG. 5 is a schematic structural diagram of a four-gear box vertical multi-gear electric drive power assembly according to Embodiment 4 of the present invention (four pairs of gears and two rear gear boxes are double intermediate shafts);
  • FIG. 6 is a schematic structural diagram of a four-speed box vertical multi-position electric drive power assembly according to Embodiment 4 of the present invention (four pairs of gears and a single intermediate shaft);
  • FIG. 7 is a schematic structural diagram of a four-speed vertical multi-gear electric drive power assembly of a fourth gear box according to Embodiment 4 of the present invention (three pairs of gears, the input shaft and the output shaft of the transmission assembly are coaxially driven);
  • FIG. 8 is a schematic structural diagram of a four-gear box vertical multi-gear electric drive power assembly according to Embodiment 4 of the present invention (three pairs of gears, the input shaft and the output shaft of the transmission assembly are driven in different axes);
  • FIG. 9 is a schematic structural diagram of a four-speed box plus a front auxiliary box in a vertical multi-position electric drive power assembly according to Embodiment 5 of the present invention (the rear two-speed box is a double intermediate shaft);
  • FIG. 10 is a schematic structural diagram of a multi-position electric drive power assembly with a four-speed box and a rear sub-box longitudinally mounted in Embodiment 6 of the present invention (the middle two-speed box is a double intermediate shaft);
  • FIG. 11 is a schematic structural diagram of a four-speed box plus front and rear sub-boxes and a multi-position electric drive power assembly in longitudinal direction according to Embodiment 7 of the present invention (the two rear-speed boxes are double intermediate shafts);
  • FIG. 12 is a schematic structural diagram of an eight-speed box vertical multi-position electric drive power assembly according to Embodiment 8 of the present invention (the middle two-speed box is a double intermediate shaft);
  • a vertical multi-position electric drive power assembly is specifically a vertical two-step electric drive power assembly with a front auxiliary box added.
  • power source 1 uses motor
  • motor and transmission input integrated shaft 2 uses motor
  • power assembly output shaft 3 uses motor
  • front auxiliary box 4 uses gear box 5
  • electromagnetic clutch 9 motor housing 11, front housing 12.
  • the motor shaft of the power source 1 is integrated with the input shaft of the front auxiliary box 4, which is the integrated shaft 2 of the motor and the transmission;
  • the output shaft of the front auxiliary box 4 is integrated with the input shaft of the two gear box 5, and the two gear box
  • the output shaft of 5 is used as the output shaft of the entire powertrain;
  • the front auxiliary box 4 is a single-stage reducer;
  • the two-speed gearbox 5 is shifted by two electromagnetic clutches 9;
  • Different shafts and parallel settings are different-axis electric drive powertrains;
  • the gears used in the front auxiliary box 4 and the two-speed box 5 are simple in layout, occupy small space, compact in structure, light in weight, and meet the requirements of light weight and The development trend of electrification.
  • Embodiment 1 of the present invention is as follows:
  • the power source 1 is sequentially connected with the motor Transmission input integrated shaft 2, a pair of gears of the front auxiliary box 4, the output of the front auxiliary box 4 and the two-speed box 5 input integrated shaft transmit power to the powertrain output shaft 3, and at this time, two gears of the electric drive powertrain are placed vertically In high gear.
  • the transmission ratio of the front sub-box 4 to i1 and the transmission ratio of the two-speed box 5 to i2. Then, the high-speed transmission ratio of the two-speed electric drive power assembly is set to i1.
  • the power source 1 When the output of the current auxiliary gearbox 4 is separated from the electromagnetic clutch 9 between the input shaft of the second gearbox 5 and the output shaft 3 of the powertrain, while the electromagnetic clutch 9 on the intermediate shaft of the gearbox 5 of the two gearboxes is engaged, the power source 1 is sequentially connected with the motor Transmission input integrated shaft 2, a pair of gears of the front auxiliary box 4, the output of the front auxiliary box 4 and the two gears of the input five shaft, and the two pairs of gears of the two gear box 5 transmit power to the powertrain output shaft 3.
  • the two-position vertical electric drive powertrain is in the low-speed range.
  • the transmission ratio of the front auxiliary box 4 is set to i1, and the transmission ratio of the two-speed box 5 is i2, and the low-speed transmission ratio of the two-speed electric drive power assembly is set to i1 * i2.
  • the size of the transmission ratio of the two-speed box 5 and the front auxiliary box 4 can be changed by changing the size of the gear or the number of teeth, thereby changing the transmission ratio of the vertical two-speed electric drive power assembly.
  • FIG. 2 another embodiment of the first embodiment of the present invention is shown in FIG. 2.
  • the electromagnetic clutch 9 used on the intermediate shaft of the two-speed box 5 of FIG. 1 is located between the two-stage gears, and the electromagnetic clutch 9 used on the intermediate shaft of the two-speed box 5 of FIG. Both types of gears are available on the outside of the gear.
  • a vertical multi-position electric drive power assembly is specifically a vertical two-step electric drive power assembly with a rear auxiliary box added.
  • power source 1 uses motor
  • motor and transmission input integrated shaft 2 uses motor
  • power assembly output shaft 3 uses motor
  • rear auxiliary box 6 two gear box 5, electromagnetic clutch 9, motor housing 11, front housing 12.
  • the motor shaft of the power source 1 is integrated with the input shaft of the second gear box 5, that is, the motor and the transmission input shaft 2; the output shaft of the two gear box 5 is integrated with the input shaft of the rear auxiliary box 6, and the rear auxiliary box
  • the output shaft of 6 is used as the output shaft of the entire powertrain; the two-speed gearbox 5 is shifted by two electromagnetic clutches 9; the rear auxiliary gearbox 6 is a single-stage reducer; the motor and transmission input shaft 2 and the powertrain output shaft 3
  • Different shafts and parallel installations are different-axis electric drive power assemblies; the gears used in the two-speed box 5 and the rear auxiliary box 6 are simple in arrangement form, occupy small space, compact in structure, light in weight, and meet the requirements of light weight and The development trend of electrification.
  • the transmission mode of the embodiment 2 of the present invention is as follows:
  • the power source 1 passes in sequence.
  • the motor and transmission input integrated shaft 2, the two pairs of gears of the two-speed box 5, the output of the two-speed box 5 and the rear auxiliary box 6, and the pair of gears at the rear auxiliary box 6 transmit power to the powertrain output shaft 3.
  • the two-position electric drive powertrain is in the low-speed position.
  • the transmission ratio of the second gear box 5 is set to i2, and the transmission ratio of the rear auxiliary box 6 is i3.
  • the low speed gear ratio of the two-speed electric drive power assembly is set to i2 * i3.
  • a vertical multi-position electric drive power assembly is specifically a vertical two-step electric drive power with one front auxiliary box and one rear auxiliary box added. Assembly. Including power source 1 (power source 1 uses a motor), motor and transmission input integrated shaft 2, power assembly output shaft 3, front auxiliary box 4, rear auxiliary box 6, two gear box 5, electromagnetic clutch 9, motor housing 11. The front case 12, the middle case 13, and the rear case 14.
  • the motor shaft of the power source 1 is integrated with the input shaft of the front auxiliary box 4, which is the integrated shaft 2 of the motor and the transmission;
  • the output shaft of the front auxiliary box 4 is integrated with the input shaft of the two gear box 5, and the two gear box
  • the output shaft of 5 is integrated with the input shaft of the rear auxiliary box 6, the output shaft of the rear auxiliary box 6 serves as the output shaft of the entire powertrain;
  • the two-speed box 5 is shifted by two electromagnetic clutches 9;
  • the auxiliary box 6 is a single-stage reducer;
  • the motor and transmission input shaft 2 and the powertrain output shaft 3 are coaxial, that is, the coaxial electric drive powertrain;
  • the gears used in 6 have simple layout, small space occupation, compact structure and light weight, which are in line with the development trend of light weight and electrification.
  • the transmission mode of the embodiment 3 of the present invention is as follows:
  • the power source 1 inputs the integrated shaft 2 through the motor and the transmission in sequence, a pair of gears of the front auxiliary box 4, the output of the front auxiliary box 4 and the two-speed box 5, the integrated shaft, the output of the two-speed box 5 and the rear auxiliary box 6, A pair of gears of the rear sub-tank 6 transmit power to the powertrain output shaft 3, and at this time, the two-speed electric drive powertrain is in the high-speed gear.
  • the vertical two-speed electric drive power assembly high-speed transmission ratio is i1 * i3 .
  • the power source 1 inputs the integrated shaft 2 through the motor and the transmission in sequence, a pair of gears in the front auxiliary box 4, the output from the front auxiliary box 4 and the two gear box 5, the two gears in the two gear box 5, and the output in the two gear box 5.
  • a pair of input gears with the rear sub-box 6 and a pair of gears of the rear sub-box 6 transmit power to the powertrain output shaft 3. At this time, the two-speed electric drive powertrain in the vertical position is at a low speed.
  • the vertical two-speed electric drive powertrain low-speed transmission ratio is i1 * i2 * i3.
  • a vertical multi-gear electric drive power assembly is specifically a vertical four-gear electric drive power assembly.
  • power source 1 uses a motor
  • motor and transmission input integrated shaft 2 uses a motor
  • power assembly output shaft 3 dual intermediate shaft fourth gear box 7, electromagnetic clutch 9, motor housing 11, front housing 12, The middle case 13, the rear case 14, and the two-way synchronizer 15.
  • the motor shaft of the power source 1 is integrated with the input shaft of the double intermediate shaft fourth gear box 7, that is, the motor and the transmission input integrated shaft 2; the output shaft of the double intermediate shaft fourth gear box 7 serves as the output shaft of the entire powertrain. ; Double intermediate shaft fourth gear box 7 is shifted by two electromagnetic clutches 9 and a two-way synchronizer 15; Double intermediate shaft fourth gear box 7 is composed of two front and rear two gear boxes 5 and the output shaft of the first two gear boxes 5 It is integrated with the input shaft of the last two gearboxes 5, and the middle shafts of the last two gearboxes 5 are two, that is, the last two gearboxes are double intermediate shafts and two gearboxes, so the entire fourth gearbox is a double intermediate shaft and four gearboxes. .
  • Embodiment 4 of the present invention is as follows:
  • the two-stage gear of the rear two gear box 5 is acted by the two-way synchronizer 15
  • the power source 1 inputs the integrated shaft 2 through the motor and the transmission in sequence, the two pairs of gears of the first two gearboxes 5 and the first two gears.
  • the output of the gearbox 5 is integrated with the input shaft of the second two gearboxes 5 and the two pairs of gears of the second two gearboxes 5 transmit power to the powertrain output shaft 3.
  • the vertical four-speed electric drive powertrain is in fourth gear. Set the gear ratio of the first two gear boxes 5 to i4 and the gear ratio of the second two gear boxes 5 to i5, then the fourth gear speed ratio of the vertical four-speed electric drive power assembly is i4 * i5.
  • FIG. 6 it is another manifestation of Embodiment 4 of the present invention.
  • the difference between Figure 6 and Figure 5 is that Figure 5 adds an intermediate shaft to Figure 6 to increase the output torque and reduce the cost of the motor.
  • the fourth gear box in FIGS. 7 and 8 uses three pairs of gears, which is one pair less than the fourth gear box in FIGS. 5 and 6.
  • the motor and the transmission input integrated shaft 2 and the power assembly output shaft 3 in FIG. 7 are coaxial, that is, the coaxial electric drive power assembly; the motor and the transmission input integrated shaft 2 and the power assembly output shaft 3 in FIG. 8 are different.
  • Axis and parallel setting that is, a different axis electric drive power assembly.
  • a vertical multi-position electric drive power assembly is specifically a vertical four-speed electric drive power assembly with a front auxiliary box added.
  • Embodiment 5 of the present invention is equivalent to replacing the two-speed box with a four-speed box on the basis of Embodiment 1, or equivalent to adding a rear two-speed auxiliary box behind the two-speed box on the basis of Embodiment 1.
  • the output shaft of the front auxiliary box 4 is integrated with the input shaft of the double intermediate shaft fourth gear box 7, and the output shaft of the double intermediate shaft fourth gear box 7 serves as the output shaft of the entire powertrain.
  • a vertical multi-position electric drive power assembly is specifically a vertical four-speed electric drive power assembly with a rear auxiliary box added.
  • Embodiment 6 of the present invention is equivalent to replacing the two-speed box with a four-speed box based on the second embodiment; or equivalent to adding a first two-speed auxiliary box in front of the two-speed box based on the second embodiment.
  • the output shaft of the double intermediate shaft fourth gear box 7 is integrated with the input shaft of the rear auxiliary box 6, and the output shaft of the rear auxiliary box 6 serves as the output shaft of the entire powertrain.
  • a vertical multi-position electric drive power assembly is specifically a vertical four-speed electric drive power with one front auxiliary box and one rear auxiliary box added. Assembly.
  • Embodiment 7 of the present invention is equivalent to replacing the two-speed box with a four-speed box on the basis of the third embodiment.
  • the output shaft of the front auxiliary box 4 is integrated with the input shaft of the double intermediate shaft fourth gear box 7
  • the output shaft of the double intermediate shaft fourth gear box 7 is integrated with the input shaft of the rear auxiliary box 6
  • the output shaft of the rear auxiliary box 6 is used as The output shaft of the entire powertrain.
  • a vertical multi-gear electric drive power assembly is specifically a vertical eight-gear electric drive power assembly.
  • Embodiment 7 of the present invention is equivalent to adding a rear two-speed auxiliary box behind the double intermediate shaft fourth-speed box 7 on the basis of Embodiment 4; or equivalent to using the third embodiment as a front and rear auxiliary
  • the single-stage reducer of the box is replaced by the front and rear two-speed auxiliary boxes.
  • DETAILED DESCRIPTION Reference is made to Example 3 and Example 4.

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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)
  • Structure Of Transmissions (AREA)
  • Motor Power Transmission Devices (AREA)
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Abstract

一种纵置多档位电驱动动力总成，该动力总成包括电机和若干组变速箱，所述变速箱为单级减速箱或者多档位减速箱，所述变速箱之间串联组成变速箱总成，所述电机的输出轴与所述变速箱总成的输入轴一体制成。该动力总成采用若干组变速箱串联，在不增加动力源的前提下，提高了动力总成性能。

Description

一种纵置多档位电驱动动力总成 技术领域
本发明涉及一种纵置多档位电驱动动力总成，与车辆传动轴连接，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，用户对新能源汽车最高车速、最大爬坡度兼顾需求越来越迫切，单纯的电动机直驱模式的新能源汽车已不能满足新能源汽车行业对大功率、大扭矩与最高车速兼顾的车辆的发展要求。
目前的车辆动力总成中，都采用单一档位变速器，其输出轴与传动轴连接。采用这一方式，在特殊情况下，受制于电机能力，不能同时满足起步、爬坡等大扭矩与高速性能需求。
发明内容
针对现有技术中存在的上述问题，本发明提供了一种纵置多档位电驱动动力总成，采用了若干组变速箱串联，提高了动力总成性能。
为了达到上述目的，本发明的技术方案是这样实现的：
本发明提供一种纵置多档位电驱动动力总成，包括电机和若干组变速箱，所述变速箱为单级减速箱或者多档位减速箱，所述变速箱之间串联组成变速箱总成，所述电机的输出轴与所述变速箱总成的输入轴一体制成。
可选地，与所述电机相邻连接的变速箱为单级减速箱或者多档位减速箱，所述电机的输出轴与相邻的所述变速箱的输入轴一体制成，所述电机的后盖与相邻的所述变速箱的前壳体也一体制成；
不同变速箱相邻连接时，前方的变速箱的输出轴与后方的变速箱的输入轴一体制成或者通过联轴器连接。
可选地，所述变速箱设置两组，包括顺序连接的单级减速箱和两档减速箱；
或者包括顺序连接的两档减速箱和单级减速箱；
或者包括顺序连接的前两档减速箱和后两档减速箱。
可选地，所述变速箱设置三组，包括顺序连接的前单级减速箱、两档减速箱和后单级减速箱；
或者包括顺序连接的单级减速箱、中两档减速箱和后两档减速箱；
或者包括顺序连接的前两档减速箱、中两档减速箱和单级减速箱；
或者包括顺序连接的前两档减速箱、中两档减速箱和后两档减速箱。
可选地，所述变速箱设置四组，包括顺序连接的前单级减速箱、中两档减速箱、后两档减速箱和后单级减速箱。
可选地，所述单级减速箱中设置有输入轴和输出轴，所述输入轴和所述输出轴上分别设置有啮合的传动齿轮；
所述输入轴上的传动齿轮与所述输入轴固定连接或者空套在所述输入轴上，所述输出轴上的传动齿轮与所述输出轴固定连接或者空套在所述输出轴上；
所述输入轴和空套在所述输入轴上的传动齿轮之间设置有离合器，所述输出轴和空套在所述输出轴上的传动齿轮之间设置有离合器。
可选地，所述变速箱总成的输入轴和输出轴同轴设置，或者异轴平行设置。
可选地，所述多档位减速箱为两档减速箱，所述两档减速箱中设置有输入轴、一根或者两根以上的中间轴、和输出轴，所述输入轴和所述中间轴上分别设置有啮合的传动齿轮，所述中间轴和所述输出轴上分别设置有啮合的传动齿轮，所述中间轴上的传动齿轮与所述中间轴固定连接或者空套在所述中间轴上，所述输出轴上的传动齿轮与所述输出轴固定连接或者空套在所述输出轴上。
可选地，所述输入轴和输出轴之间设置有离合器，所述中间轴和空套在所述中间轴上的传动齿轮之间设置有离合器，所述中间轴上的离合器位于两级齿轮之间，或者位于两级齿轮外侧。
可选地，所述输入轴和输出轴之间设置有双向同步器，所述输出轴上的传动齿轮空套在所述输出轴上，所述中间轴上的传动齿轮与所述中间轴固定连接。
采用上述结构设置的动力总成具有以下优点：
本发明的动力总成，在不增加动力源的前提下，增加变速器档位数量、增加单级减速器或者增加中间轴，从而使得电机高效区得到更好的利用，增大车辆动力性，减小对电机最大扭矩的要求，减小电机尺寸，降低电机成本。
本发明的动力总成，与车辆的后桥半轴或前桥半轴连接，可实现多种速比传动，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。
附图简要说明
图1是本发明实施例1的两档箱加前副箱纵置多档位电驱动动力总成结构示意图(离合器在两档箱的两级齿轮之间)；
图2是本发明实施例1的两档箱加前副箱纵置多档位电驱动动力总成结构示意图(离合器在两档箱的两级齿轮外侧)；
图3是本发明实施例2的两档箱加后副箱纵置多档位电驱动动力总成结构示意图；
图4是本发明实施例3的两档箱加前、后副箱纵置多档位电驱动动力总成结构示意图；
图5是本发明实施例4的四档箱纵置多档位电驱动动力总成结构示意图(四对齿轮、后方的两档箱为双中间轴)；
图6是本发明实施例4的四档箱纵置多档位电驱动动力总成结构示意图(四对齿轮、单中间轴)；
图7是本发明实施例4的四档箱纵置多档位电驱动动力总成结构示意图(三对齿轮、变速箱总成的输入轴和输出轴同轴驱动)；
图8是本发明实施例4的四档箱纵置多档位电驱动动力总成结构示意图(三对齿轮、变速箱总成的输入轴和输出轴异轴驱动)；
图9是本发明实施例5的四档箱加前副箱纵置多档位电驱动动力总成结构示意图(后方的两档箱为双中间轴)；
图10是本发明实施例6的四档箱加后副箱纵置多档位电驱动动力总成结构示意图(中间的两档箱为双中间轴)；
图11是本发明实施例7的四档箱加前、后副箱纵置多档位电驱动动力总成结构示意图(后方的两档箱为双中间轴)；
图12是本发明实施例8的八档箱纵置多档位电驱动动力总成结构示意图(中间的两档箱为双中间轴)；
图中：1.动力源；2.电机与变速器输入一体轴；3.动力总成输出轴；4.前副箱；5.两档箱；6.后副箱；7.双中间轴四档箱；8.单中间轴四档箱；9.电磁离合器；10.八档箱；11.电机壳体；12.前壳体；13.中间壳体；14.后壳体； 15.双向同步器。
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的实施方式作进一步详细描述。
实施例1
如图1所示，在本发明实施例1中，一种纵置多档位电驱动动力总成，具体为一种增加了一个前副箱的纵置两档电驱动动力总成。包括动力源1(动力源1采用电机)、电机与变速器输入一体轴2、动力总成输出轴3、前副箱4、两档箱5、电磁离合器9、电机壳体11、前壳体12、中间壳体13以及后壳体14。
其中，动力源1的电机轴与前副箱4的输入轴集成一体，即为电机与变速器输入一体轴2；前副箱4的输出轴与两档箱5的输入轴集成一体，两档箱5的输出轴作为整个动力总成的输出轴；前副箱4是一个单级减速器；两档箱5通过两个电磁离合器9换档；电机与变速器输入一体轴2和动力总成输出轴3不同轴、平行设置，即为异轴电驱动动力总成；前副箱4以及两档箱5所采用的齿轮，布置形式简单，占用空间小，结构紧凑，重量轻，符合轻量化和电气化的发展趋势。
本发明实施例1的传动方式如下：
当前副箱4输出与两档箱5输入一体轴和动力总成输出轴3之间的电磁离合器9啮合，同时两档箱5中间轴上的电磁离合器9分离时，动力源1依次通过电机与变速器输入一体轴2、前副箱4的一对齿轮、前副箱4输出与两档箱5输入一体轴将动力传递至动力总成输出轴3，此时纵置两档电驱动动力总成处于高速档。设定前副箱4的传动比为i1，两档箱5的传动比为i2，则纵置两档电驱动动力总成高速档传动比为i1。
当前副箱4输出与两档箱5输入一体轴和动力总成输出轴3之间的电磁离合器9分离，同时两档箱5中间轴上的电磁离合器9啮合时，动力源1依次通过电机与变速器输入一体轴2、前副箱4的一对齿轮、前副箱4输出与两档箱5输入一体轴、两档箱5的两对齿轮将动力传递至动力总成输出轴3，此时纵置两档电驱动动力总成处于低速档。设定前副箱4的传动比为i1，两档箱5的传动比为i2，则纵置两档电驱动动力总成低速档传动比为i1*i2。
其中，两档箱5及前副箱4传动比的大小可通过改变齿轮的尺寸或齿数来改变， 从而改变纵置两档电驱动动力总成的传动比。
另外，本发明实施例1的另外一个表现形式如图2所示。图2与图1的区别在于，图1两档箱5的中间轴所采用的电磁离合器9位于两级齿轮之间，图2两档箱5的中间轴所采用的电磁离合器9位于其中一级齿轮的外侧，这两种形式均可。
实施例2
如图3所示，在本发明实施例2中，一种纵置多档位电驱动动力总成，具体为一种增加了一个后副箱的纵置两档电驱动动力总成。包括动力源1(动力源1采用电机)、电机与变速器输入一体轴2、动力总成输出轴3、后副箱6、两档箱5、电磁离合器9、电机壳体11、前壳体12、中间壳体13以及后壳体14。
其中，动力源1的电机轴与两档箱5的输入轴集成一体，即为电机与变速器输入一体轴2；两档箱5的输出轴与后副箱6的输入轴集成一体，后副箱6的输出轴作为整个动力总成的输出轴；两档箱5通过两个电磁离合器9换档；后副箱6是一个单级减速器；电机与变速器输入一体轴2和动力总成输出轴3不同轴、平行设置，即为异轴电驱动动力总成；两档箱5以及后副箱6所采用的齿轮，布置形式简单，占用空间小，结构紧凑，重量轻，符合轻量化和电气化的发展趋势。
本发明实施例2的传动方式如下：
当电机与变速器输入一体轴2和两档箱5输出与后副箱6输入一体轴之间的电磁离合器9啮合，同时两档箱5中间轴上的电磁离合器9分离时，动力源1依次通过电机与变速器输入一体轴2、两档箱5输出与后副箱6输入一体轴、后副箱6的一对齿轮将动力传递至动力总成输出轴3，此时纵置两档电驱动动力总成处于高速档。设定两档箱5的传动比为i2，后副箱6的传动比为i3，则纵置两档电驱动动力总成高速档传动比为i3。
当电机与变速器输入一体轴2和两档箱5输出与后副箱6输入一体轴之间的电磁离合器9分离，同时两档箱5中间轴上的电磁离合器9啮合时，动力源1依次通过电机与变速器输入一体轴2、两档箱5的两对齿轮、两档箱5输出与后副箱6输入一体轴、后副箱6的一对齿轮将动力传递至动力总成输出轴3，此时纵置两档电驱动动力总成处于低速档。设定两档箱5的传动比为i2，后副箱6的传动比为i3，则纵置两档电驱动动力总成低速档传动比为i2*i3。
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
如图4所示，在本发明实施例3中，一种纵置多档位电驱动动力总成，具体为一种增加了一个前副箱以及一个后副箱的纵置两档电驱动动力总成。包括动力源1(动力源1采用电机)、电机与变速器输入一体轴2、动力总成输出轴3、前副箱4、后副箱6、两档箱5、电磁离合器9、电机壳体11、前壳体12、中间壳体13以及后壳体14。
其中，动力源1的电机轴与前副箱4的输入轴集成一体，即为电机与变速器输入一体轴2；前副箱4的输出轴与两档箱5的输入轴集成一体，两档箱5的输出轴与后副箱6的输入轴集成一体，后副箱6的输出轴作为整个动力总成的输出轴；两档箱5通过两个电磁离合器9换档；前副箱4及后副箱6均为单级减速器；电机与变速器输入一体轴2和动力总成输出轴3同轴，即为同轴电驱动动力总成；两档箱5、前副箱4以及后副箱6所采用的齿轮，布置形式简单，占用空间小，结构紧凑，重量轻，符合轻量化和电气化的发展趋势。
本发明实施例3的传动方式如下：
当前副箱4输出与两档箱5输入一体轴和两档箱5输出与后副箱6输入一体轴之间的电磁离合器9啮合，同时两档箱5中间轴上的电磁离合器9分离时，动力源1依次通过电机与变速器输入一体轴2、前副箱4的一对齿轮、前副箱4输出与两档箱5输入一体轴、两档箱5输出与后副箱6输入一体轴、后副箱6的一对齿轮将动力传递至动力总成输出轴3，此时纵置两档电驱动动力总成处于高速档。设定前副箱4的传动比为i1，两档箱5的传动比为i2，后副箱6的传动比为i3，则纵置两档电驱动动力总成高速档传动比为i1*i3。
当前副箱4输出与两档箱5输入一体轴和两档箱5输出与后副箱6输入一体轴之间的电磁离合器9分离，同时两档箱5中间轴上的电磁离合器9啮合时，动力源1依次通过电机与变速器输入一体轴2、前副箱4的一对齿轮、前副箱4输出与两档箱5输入一体轴、两档箱5的两对齿轮、两档箱5输出与后副箱6输入一体轴、后副箱6的一对齿轮将动力传递至动力总成输出轴3，此时纵置两档电驱动动力总成处于低速档。设定前副箱4的传动比为i1，两档箱5的传动比为i2，后副箱6的传动比为i3，则纵置两档电驱动动力总成低速档传动比为i1*i2*i3。
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
如图5所示，在本发明实施例4中，一种纵置多档位电驱动动力总成，具体为 一种纵置四档电驱动动力总成。包括动力源1(动力源1采用电机)、电机与变速器输入一体轴2、动力总成输出轴3、双中间轴四档箱7、电磁离合器9、电机壳体11、前壳体12、中间壳体13、后壳体14以及双向同步器15。
其中，动力源1的电机轴与双中间轴四档箱7的输入轴集成一体，即为电机与变速器输入一体轴2；双中间轴四档箱7的输出轴作为整个动力总成的输出轴；双中间轴四档箱7通过两个电磁离合器9及一个双向同步器15换档；双中间轴四档箱7由前后两个两档箱5组合而成，前两档箱5的输出轴与后两档箱5的输入轴集成一体，其中后两档箱5的中间轴为两根，即后两档箱是双中间轴两档箱，因此整个四档箱为双中间轴四档箱。
本发明实施例4的传动方式如下：
当电机与变速器输入一体轴2和前两档箱5输出与后两档箱5输入一体轴之间的电磁离合器9啮合，在双向同步器15的作用下前两档箱5输出与后两档箱5输入一体轴和动力总成输出轴3接合，同时前两档箱5中间轴上的电磁离合器9分离时，动力源1依次通过电机与变速器输入一体轴2、前两档箱5输出与后两档箱5输入一体轴将动力传递至动力总成输出轴3，此时纵置四档电驱动动力总成处于一档即直联档，则纵置四档电驱动动力总成一档传动比为1。
当电机与变速器输入一体轴2和前两档箱5输出与后两档箱5输入一体轴之间的电磁离合器9啮合，在双向同步器15的作用下后两档箱5的二级大齿轮和动力总成输出轴3接合，同时前两档箱5中间轴上的电磁离合器9分离时，动力源1依次通过电机与变速器输入一体轴2、前两档箱5输出与后两档箱5输入一体轴、后两档箱5的两对齿轮将动力传递至动力总成输出轴3，此时纵置四档电驱动动力总成处于二档。设定前两档箱5的传动比为i4，后两档箱5的传动比为i5，则纵置四档电驱动动力总成二档传动比为i5。
当电机与变速器输入一体轴2和前两档箱5输出与后两档箱5输入一体轴之间的电磁离合器9分离，在双向同步器15的作用下前两档箱5输出与后两档箱5输入一体轴和动力总成输出轴3接合，同时前两档箱5中间轴上的电磁离合器9啮合时，动力源1依次通过电机与变速器输入一体轴2、前两档箱5的两对齿轮、前两档箱5输出与后两档箱5输入一体轴将动力传递至动力总成输出轴3，此时纵置四档电驱动动力总成处于三档。设定前两档箱5的传动比为i4，后两档箱5的传动比为i5，则纵置四档电驱动动力总成三档传动比为i4。
当电机与变速器输入一体轴2和前两档箱5输出与后两档箱5输入一体轴之间的电磁离合器9分离，在双向同步器15的作用下后两档箱5的二级大齿轮和动力总成输出轴3接合，同时前两档箱5中间轴上的电磁离合器9啮合时，动力源1依次通过电机与变速器输入一体轴2、前两档箱5的两对齿轮、前两档箱5输出与后两档箱5输入一体轴、后两档箱5的两对齿轮将动力传递至动力总成输出轴3，此时纵置四档电驱动动力总成处于四档。设定前两档箱5的传动比为i4，后两档箱5的传动比为i5，则纵置四档电驱动动力总成四档传动比为i4*i5。
如图6所示，是本发明实施例4的另一种表现形式。图6和图5的区别在于，图5在图6的基础上增加了一根中间轴，可以达到增大输出扭矩，降低电机成本的目的。
如图7、图8所示，是本发明实施例4的另一种表现形式。图7及图8中的四档箱使用了三对齿轮，比图5及图6中的四档箱少一对齿轮。其中图7中电机与变速器输入一体轴2和动力总成输出轴3同轴，即为同轴电驱动动力总成；图8中电机与变速器输入一体轴2和动力总成输出轴3不同轴、平行设置，即为异轴电驱动动力总成。
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。
实施例5
如图9所示，在本发明实施例5中，一种纵置多档位电驱动动力总成，具体为一种增加了一个前副箱的纵置四档电驱动动力总成。本发明实施例5相当于在实施例1的基础上，将两档箱换成四档箱；或者相当于在实施例1的基础上，在两档箱后面又增加了一个后两档副箱。前副箱4的输出轴与双中间轴四档箱7的输入轴集成一体，双中间轴四档箱7的输出轴作为整个动力总成的输出轴。具体实施方式参考实施例1及实施例4。
实施例6
如图10所示，在本发明实施例6中，一种纵置多档位电驱动动力总成，具体为一种增加了一个后副箱的纵置四档电驱动动力总成。本发明实施例6相当于在实施例2的基础上，将两档箱换成四档箱；或者相当于在实施例2的基础上，在两档箱前面又增加了一个前两档副箱。双中间轴四档箱7的输出轴与后副箱6的输入轴集成一体，后副箱6的输出轴作为整个动力总成的输出轴。具体实施方式参考实施例2及实施例4。
实施例7
如图11所示，在本发明实施例7中，一种纵置多档位电驱动动力总成，具体为一种增加了一个前副箱及一个后副箱的纵置四档电驱动动力总成。本发明实施例7相当于在实施例3的基础上，将两档箱换成四档箱。前副箱4的输出轴与双中间轴四档箱7的输入轴集成一体，双中间轴四档箱7的输出轴与后副箱6的输入轴集成一体，后副箱6的输出轴作为整个动力总成的输出轴。具体实施方式参考实施例3及实施例4。
实施例8
如图12所示，在本发明实施例8中，一种纵置多档位电驱动动力总成，具体为一种纵置八档电驱动动力总成。本发明实施例7相当于在实施例4的基础上，在双中间轴四档箱7后面增加了一个后两档副箱；或者相当于在实施例3的基础上，将作为前、后副箱的单级减速器换成前、后两档副箱。具体实施方式参考实施例3及实施例4。
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. 一种纵置多档位电驱动动力总成，其特征在于，包括电机和若干组变速箱，所述变速箱为单级减速箱或者多档位减速箱，所述变速箱之间串联组成变速箱总成，所述电机的输出轴与所述变速箱总成的输入轴一体制成。
  2. 根据权利要求1所述的纵置多档位电驱动动力总成，其特征在于，与所述电机相邻连接的变速箱为单级减速箱或者多档位减速箱，所述电机的输出轴与相邻的所述变速箱的输入轴一体制成，所述电机的后盖与相邻的所述变速箱的前壳体也一体制成；
    不同变速箱相邻连接时，前方的变速箱的输出轴与后方的变速箱的输入轴一体制成或者通过联轴器连接。
  3. 根据权利要求1所述的纵置多档位电驱动动力总成，其特征在于，所述变速箱设置两组，包括顺序连接的单级减速箱和两档减速箱；
    或者包括顺序连接的两档减速箱和单级减速箱；
    或者包括顺序连接的前两档减速箱和后两档减速箱。
  4. 根据权利要求1所述的纵置多档位电驱动动力总成，其特征在于，所述变速箱设置三组，包括顺序连接的前单级减速箱、两档减速箱和后单级减速箱；
    或者包括顺序连接的单级减速箱、中两档减速箱和后两档减速箱；
    或者包括顺序连接的前两档减速箱、中两档减速箱和单级减速箱；
    或者包括顺序连接的前两档减速箱、中两档减速箱和后两档减速箱。
  5. 根据权利要求1所述的纵置多档位电驱动动力总成，其特征在于，所述变速箱设置四组，包括顺序连接的前单级减速箱、中两档减速箱、后两档减速箱和后单级减速箱。
  6. 根据权利要求1所述的纵置多档位电驱动动力总成，其特征在于，所述单级减速箱中设置有输入轴和输出轴，所述输入轴和所述输出轴上分别设置有啮合的传动齿轮；
    所述输入轴上的传动齿轮与所述输入轴固定连接或者空套在所述输入轴上，所述输出轴上的传动齿轮与所述输出轴固定连接或者空套在所述输出轴上；
    所述输入轴和空套在所述输入轴上的传动齿轮之间设置有离合器，所述输出轴和空套在所述输出轴上的传动齿轮之间设置有离合器。
  7. 根据权利要求1所述的纵置多档位电驱动动力总成，其特征在于，所述变 速箱总成的输入轴和输出轴同轴设置，或者异轴平行设置。
  8. 根据权利要求1所述的纵置多档位电驱动动力总成，其特征在于，所述多档位减速箱为两档减速箱，所述两档减速箱中设置有输入轴、一根或者两根以上的中间轴、和输出轴，所述输入轴和所述中间轴上分别设置有啮合的传动齿轮，所述中间轴和所述输出轴上分别设置有啮合的传动齿轮，所述中间轴上的传动齿轮与所述中间轴固定连接或者空套在所述中间轴上，所述输出轴上的传动齿轮与所述输出轴固定连接或者空套在所述输出轴上。
  9. 根据权利要求8所述的纵置多档位电驱动动力总成，其特征在于，所述输入轴和输出轴之间设置有离合器，所述中间轴和空套在所述中间轴上的传动齿轮之间设置有离合器，所述中间轴上的离合器位于两级齿轮之间，或者位于两级齿轮外侧。
  10. 根据权利要求8所述的纵置多档位电驱动动力总成，其特征在于，所述输入轴和输出轴之间设置有双向同步器，所述输出轴上的传动齿轮空套在所述输出轴上，所述中间轴上的传动齿轮与所述中间轴固定连接。
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CN108528185A (zh) 2018-09-14
JP7380972B2 (ja) 2023-11-15
US11623511B2 (en) 2023-04-11
US20210229548A1 (en) 2021-07-29
CN108528185B (zh) 2024-01-19
JP2021526107A (ja) 2021-09-30
EP3778283A4 (en) 2021-05-12
EP3778283A1 (en) 2021-02-17

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