WO2021008596A1 - 两挡电桥驱动系统及车辆 - Google Patents

两挡电桥驱动系统及车辆 Download PDF

Info

Publication number
WO2021008596A1
WO2021008596A1 PCT/CN2020/102550 CN2020102550W WO2021008596A1 WO 2021008596 A1 WO2021008596 A1 WO 2021008596A1 CN 2020102550 W CN2020102550 W CN 2020102550W WO 2021008596 A1 WO2021008596 A1 WO 2021008596A1
Authority
WO
WIPO (PCT)
Prior art keywords
gear
transmission
clutch
drive system
speed electric
Prior art date
Application number
PCT/CN2020/102550
Other languages
English (en)
French (fr)
Inventor
刘磊
李清泉
Original Assignee
舍弗勒技术股份两合公司
刘磊
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 舍弗勒技术股份两合公司, 刘磊 filed Critical 舍弗勒技术股份两合公司
Priority to DE112020003429.1T priority Critical patent/DE112020003429T5/de
Priority to US17/627,880 priority patent/US11679670B2/en
Publication of WO2021008596A1 publication Critical patent/WO2021008596A1/zh

Links

Images

Classifications

    • 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
    • B60K17/02—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of clutch
    • 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
    • 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
    • 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
    • B60K17/12—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of electric gearing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/62—Gearings having three or more central gears
    • F16H3/66—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another
    • 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
    • B60K17/043—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel
    • B60K17/046—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel with planetary gearing having orbital motion
    • 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
    • B60K17/16—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of differential gearing
    • 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
    • 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
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/70—Gearings
    • B60Y2400/73—Planetary gearings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/0021—Transmissions for multiple ratios specially adapted for electric vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0034—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising two forward speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
    • F16H2200/2007—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with two sets of orbital gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
    • F16H2200/2035—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with two engaging means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/2097—Transmissions using gears with orbital motion comprising an orbital gear set member permanently connected to the housing, e.g. a sun wheel permanently connected to the housing
    • 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
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/0806—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with a plurality of driving or driven shafts
    • F16H37/0813—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with a plurality of driving or driven shafts with only one input shaft
    • F16H37/082—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with a plurality of driving or driven shafts with only one input shaft and additional planetary reduction gears

Definitions

  • the present invention relates to the field of vehicles, and more particularly to a two-speed electric bridge drive system for a vehicle and a vehicle including the two-speed electric bridge drive system.
  • electric bridge drive systems can be used in pure electric vehicles and hybrid vehicles for driving vehicles.
  • Fig. 1 is a schematic diagram showing the connection structure of a two-speed electric bridge drive system according to the prior art (see US Patent No. 9,435,415 B2).
  • the two-speed electric bridge drive system includes an integrated motor EM, a transmission, a differential DM and two half shafts.
  • the motor EM has an output shaft S1 and a motor output gear G1 fixed to the output shaft S1.
  • the transmission includes a hollow input shaft S2, a transmission input gear G2 fixed to the input shaft S2, two planetary gear mechanisms, and two clutches K1, K2.
  • the input shaft S2 is parallel to the output shaft S1 and is offset relative to the output shaft S1.
  • the transmission input gear G2 and the motor output gear G1 are always in meshing state, so that the transmission can receive the torque from the motor EM.
  • the first planetary gear mechanism includes a first sun gear SU1, a plurality of first planet gears PG1, a first ring gear R1, and a planet carrier P for holding the plurality of first planet gears PG1, which mesh with each other.
  • the first sun gear SU1 is fixed to the input shaft S2.
  • the planetary carrier P is in transmission connection with the differential housing of the differential DM.
  • the first ring gear R1 is connected to the housing of the transmission via the first clutch K1, so that the engagement of the first clutch K1 can fix the first ring gear R1 with respect to the housing of the transmission.
  • the second planetary gear mechanism includes a second sun gear SU2, a plurality of second planet gears PG2, a second ring gear R2, and a planet carrier P for holding the plurality of second planet gears PG2, which mesh with each other.
  • the second sun gear SU2 is fixed to the input shaft S2.
  • the second planetary gear mechanism and the first planetary gear mechanism share a planetary carrier P.
  • the second ring gear R2 is connected to the housing of the transmission via the second clutch K2, so that the engagement of the second clutch K2 can fix the second ring gear R2 with respect to the housing of the transmission.
  • Both the first clutch K1 and the second clutch K2 are friction clutches.
  • the torque transmission path from the motor EM is as follows: motor EM ⁇ output shaft S1 ⁇ motor output gear G1 ⁇ transmission input gear G2 ⁇ input shaft S2 ⁇ first sun gear SU1 ⁇ first planet Wheel PG1 ⁇ planetary carrier P ⁇ differential DM; and the transmission can achieve the following first gear ratio: (1+Z R1 /Z SU1 ) ⁇ (Z G2 /Z G1 ), where Z R1 is the first The number of teeth of the ring gear R1, Z SU1 is the number of teeth of the first sun gear SU1, Z G1 is the number of teeth of the motor output gear G1, and Z G2 is the number of teeth of the transmission input gear G2.
  • the torque transmission path from the motor EM is as follows: motor EM ⁇ output shaft S1 ⁇ motor output gear G1 ⁇ transmission input gear G2 ⁇ input shaft S2 ⁇ second sun gear SU2 ⁇ second planetary gear PG2 ⁇ Planetary carrier P ⁇ Differential DM; and the transmission can achieve the following second gear ratio: (1+Z R2 /Z SU2 ) ⁇ (Z G2 /Z G1 ), where Z R2 is the second ring gear R2 The number of teeth, Z SU2 is the number of teeth of the second sun gear SU2, Z G1 is the number of teeth of the motor output gear G1, and Z G2 is the number of teeth of the transmission input gear G2.
  • the two planetary gear mechanisms correspond to the two sun gears SU1 and SU2.
  • These two sun gears SU1 and SU2 require additional support structures, which results in many components, long axial length, high cost and size of the entire electric bridge drive system. And weight are big;
  • the two gear ratios realized by the transmission of the two-speed electric bridge drive system are both small, so a high-power motor is required to meet the performance requirements, resulting in high system costs.
  • An object of the present invention is to provide a new type of two-speed electric bridge drive system, which is simpler in structure, low in cost, light in weight, and easy to achieve good NVH compared with the above-mentioned two-speed electric bridge drive system according to the prior art. control.
  • Another object of the present invention is to provide a vehicle including the above-mentioned two-speed electric axle drive system.
  • the present invention adopts the following technical solutions.
  • the present invention provides a two-speed electric bridge drive system as follows, the two-speed electric bridge drive system includes:
  • a motor having an output shaft
  • a transmission including an input shaft for drivingly coupling with the output shaft, a dual planetary gear mechanism, a first clutch and a second clutch,
  • the dual planetary gear mechanism includes a sun gear, a first planet gear, a second planet gear, a planet carrier, and a first ring gear and a second ring gear.
  • the sun gear is fixed to the input shaft and is connected to the
  • the first planetary gear is always in meshing state
  • the first planetary gear and the second planetary gear are fixed to each other
  • the first ring gear and the first planetary gear are always in meshing state
  • the second gear ring and The second planetary gear is always in meshing state
  • the planetary gear carrier is used to transmit torque to the outside
  • the first clutch engagement allows the first ring gear to be relatively fixed to the transmission housing and the first clutch disengagement allows the first ring gear to rotate relative to the transmission housing
  • the The second clutch engagement allows the second ring gear to be relatively fixed with the housing of the transmission and the second clutch disengagement allows the second ring gear to rotate relative to the housing of the transmission.
  • the present invention also provides the following two-speed electric bridge drive system, the two-speed electric bridge drive system includes:
  • a motor having an output shaft
  • a transmission including an input shaft for drivingly coupling with the output shaft, a dual planetary gear mechanism, a first clutch and a second clutch,
  • the dual planetary gear mechanism includes a sun gear, a first planet gear, a second planet gear, a planet gear carrier, and a second ring gear.
  • the sun gear is fixed to the input shaft and is always connected to the first planet gear.
  • the first planetary gear and the second planetary gear are fixed to each other, the second ring gear and the second planetary gear are always in meshing state, and the planetary gear carrier is used to transmit torque to the outside, and
  • the first clutch engagement enables the planetary gear carrier to be relatively fixed to the sun gear and the first clutch disengagement allows the planet gear carrier to rotate relative to the sun gear
  • the second clutch engagement enables all
  • the second ring gear can be relatively fixed with the housing of the transmission and the second clutch disengagement allows the second ring gear to be able to rotate relative to the housing of the transmission.
  • the input shaft of the transmission is parallel to the output shaft of the electric motor and the input shaft is offset relative to the output shaft.
  • the motor has a motor output gear fixed to the output shaft
  • the transmission includes a transmission input gear fixed to the input shaft, the transmission input gear and the motor output gear are always in meshing state ,
  • the first planetary gear is closer to the side of the transmission input gear than the second planetary gear.
  • the first clutch is provided between the transmission input gear and the planet carrier, and the first clutch can make the transmission input gear and the planet carrier relatively fix, thereby enabling the The sun gear is relatively fixed with the planet gear carrier.
  • the motor output gear is arranged on the axial side end of the output shaft to form a cantilever structure, and the motor and the dual planetary gear mechanism are respectively located on the axial direction of the motor output gear. Two opposite sides.
  • the motor output gear is arranged at an intermediate position of the output shaft except for the axial two ends, and the axial two ends of the output shaft are supported by bearings, and the motor and the double coupling
  • the planetary gear mechanism is located on the same side in the axial direction of the motor output gear.
  • the two-speed electric axle drive system further includes a differential and two half shafts extending from the differential, and the planetary carrier and the differential housing of the differential drive Connected, the two half shafts are coaxially arranged with the input shaft, and the input shaft is a hollow shaft, so that one of the two half shafts passes through the input shaft and can be independent of all The input shaft rotates.
  • first clutch and the second clutch are both wet multi-plate clutches.
  • the present invention also provides a vehicle including the two-speed electric bridge drive system described in any one of the above technical solutions.
  • the present invention provides a novel two-speed electric bridge drive system and a vehicle including the two-speed electric bridge drive system.
  • the transmission of the two-speed electric axle drive system includes a dual planetary gear mechanism, the dual planetary gear mechanism includes only one sun gear, the sun gear and the transmission input gear are relatively fixed, and the sun gear and one planet in the dual gear The wheels are always in mesh. Therefore, the two-speed electric bridge drive system according to the present invention has a simpler structure, low cost, and light weight compared with the above-mentioned two-speed electric bridge drive system according to the prior art, and is easy to realize good NVH control.
  • FIG. 1 is a schematic diagram showing the connection structure of a two-speed electric bridge drive system according to the prior art.
  • FIG. 2a is a schematic diagram showing the connection structure of the two-speed electric bridge drive system according to the first embodiment of the present invention
  • FIG. 2b is a diagram showing the connection of the two-speed electric bridge drive system according to the second embodiment of the present invention
  • Fig. 2c is a schematic diagram showing the connection structure of the two-speed electric bridge drive system according to the third embodiment of the present invention
  • Fig. 2d is a schematic diagram showing the two-speed electric bridge according to the fourth embodiment of the present invention Schematic diagram of the connection structure of the drive system.
  • transmission coupling refers to the connection of two components capable of transmitting driving force/torque. If there is no special instructions, it can mean that the two components are directly connected or connected via a transmission structure of the prior art such as a gear mechanism. Able to transmit driving force/torque between these two components.
  • the "axial direction” refers to the axial direction of the output shaft of the motor and the input shaft of the transmission
  • the “axial side” refers to the right side in FIGS. 2a to 2d
  • the "axial direction to the other side” "Refers to the left in 2a to 2d.
  • the two-speed electric bridge drive system includes an electric motor EM, a transmission, a differential DM and two half shafts that realize transmission coupling.
  • the motor EM has an output shaft S1 for outputting torque and a motor output gear G1 fixed to the output shaft S1.
  • the "gear” is fixed to the “shaft” it usually means that the gear and the shaft can rotate together, but it is allowed that the gear and the shaft are not completely fixed along the axis of the shaft.
  • Two bearings for supporting the output shaft S1, that is, the first bearing B1 and the second bearing B2 are arranged in the axial direction.
  • the first bearing B1 supports the other axial end of the output shaft S1
  • the second bearing B2 supports the part of the output shaft S1 close to the axial end, so that the projecting part of the output shaft S1 including the axial end is from the second
  • the bearing B2 extends toward one side in the axial direction.
  • the motor output gear G1 is fixedly mounted on the axial side end of the output shaft S1, so that the protruding part of the output shaft S1 and the motor output gear G1 form a cantilever structure relative to the second bearing B2.
  • the transmission includes a hollow input shaft S2, a transmission input gear G2 fixed to the input shaft S2, a dual planetary gear mechanism, and two clutches K1, K2.
  • the input shaft S2 of the transmission is parallel to the output shaft S1 of the motor EM and is offset relative to the output shaft S1 of the motor EM.
  • the transmission input gear G2 and the motor output gear G1 are always in meshing state, so that the transmission can receive the torque from the motor EM.
  • the dual planetary gear mechanism is located on the axial side of the transmission input gear G2, and the dual planetary gear includes a sun gear SU, a plurality of first planet gears PG1, a plurality of second planet gears PG2, a first ring gear R1, The second ring gear R2 and the planet carrier P.
  • the sun gear SU is fixed to the input shaft S2 of the transmission and is always in mesh with a plurality of first planetary gears PG1.
  • the first planetary gear PG1 is closer to the transmission input gear G2 than the second planetary gear PG2.
  • a plurality of first planetary gears PG1 and a plurality of second planetary gears PG2 share a planetary gear carrier P, and each first planetary gear PG1 is fixedly connected with a corresponding second planetary gear PG2 to form a double gear.
  • each first planetary gear PG1 and a corresponding second planetary gear PG2 can rotate together, it is not necessary that the first planetary gear PG1 and the corresponding second planetary gear PG2 are rigidly connected.
  • the first ring gear R1 and the plurality of first planetary gears PG1 are always in meshing state, and the second ring gear R2 and the plurality of second planetary gears PG2 are always in meshing state.
  • the planet carrier P is used to transmit torque to the differential DM.
  • first ring gear R1 is connected to the housing of the transmission via the first clutch K1, so that the engagement of the first clutch K1 can fix the first ring gear R1 with respect to the housing of the transmission.
  • the second ring gear R2 is connected to the housing of the transmission via the second clutch K2, so that the engagement of the second clutch K2 can fix the second ring gear R2 with respect to the housing of the transmission.
  • both the first clutch K1 and the second clutch K2 are wet multi-plate clutches.
  • the differential DM is a traditional bevel gear differential DM, and the housing of the bevel gear differential DM is fixedly connected to the planet carrier P of the double planetary gear mechanism.
  • the differential DM can be integrated into the transmission or independent of the transmission.
  • the two half shafts HS1 and HS2 extend from the differential DM toward both sides in the axial direction.
  • the first half shaft HS1 extends from the differential DM toward the other side in the axial direction through the hollow input shaft S2 of the transmission.
  • the half shaft HS1 can rotate independently of the input shaft S2, and the second half shaft HS2 extends from the differential DM toward one side in the axial direction. In this way, the torque from the electric motor EM can be transmitted to the differential DM via the transmission, and then to the half shafts and wheels of the vehicle.
  • the torque transmission path from the motor EM is as follows: motor EM ⁇ output shaft S1 ⁇ motor output gear G1 ⁇ transmission input gear G2 ⁇ input shaft S2 ⁇ sun gear SU ⁇ first planetary gear PG1 ⁇ planetary carrier P ⁇ differential DM; and at this time, the transmission can achieve the following first gear ratio: (1+Z R1 /Z SU ) ⁇ (Z G2 /Z G1 ), where Z R1 is the number of teeth of the first ring gear R1, Z SU is the number of teeth of the sun gear SU, Z G1 is the number of teeth of the motor output gear G1, and Z G2 is the number of teeth of the transmission input gear G2.
  • the torque transmission path from the motor EM is as follows: motor EM ⁇ output shaft S1 ⁇ motor output gear G1 ⁇ transmission input gear G2 ⁇ input shaft S2 ⁇ sun gear SU ⁇ th One planetary gear PG1 ⁇ second planetary gear PG2 ⁇ planetary carrier P ⁇ differential DM; and at this time, the transmission can achieve the following second gear ratio: (1+Z R2 /Z SU ) ⁇ (Z PG1 /Z PG2 ) ⁇ (Z G2 /Z G1 ), where Z R2 is the number of teeth of the second ring gear R2, Z SU is the number of teeth of the sun gear SU, Z PG1 is the number of teeth of the first planetary gear PG1, and Z PG2 is the second planetary gear PG2 Z G1 is the number of teeth of the motor output gear G1, and Z G2 is the number of teeth of the transmission input gear G2.
  • the dual planetary gear mechanism only includes one sun gear SU and the dual planetary gear mechanism, and the engagement of the first clutch K1 enables the first ring gear R1 to be relatively fixed to the housing of the transmission, and the engagement of the second clutch K2 enables the first The two ring gear R2 is relatively fixed to the housing of the transmission.
  • the transmission achieved by the transmission of the two-speed electric bridge drive system according to the present invention can be greater than the transmission achieved by the above-mentioned transmission of the two-speed electric bridge drive system according to the prior art, so that the two-speed electric bridge according to the present invention
  • the drive system can use a motor with a lower power, thereby further reducing costs.
  • the basic structure of the two-speed electric bridge drive system according to the second embodiment of the present invention is substantially the same as the basic structure of the two-speed electric bridge drive system according to the first embodiment of the present invention. Only the differences between the two will be described below. Place.
  • the output shaft S1 of the motor EM is supported by a first bearing B1, a second bearing B2, and a third bearing B3, wherein the first bearing B1 supports the other side of the output shaft S1 in the axial direction
  • the second bearing B2 supports a substantially central portion of the output shaft S1
  • the third bearing B3 supports one axial end of the output shaft S1.
  • the motor output gear G1 is fixedly mounted on the part of the output shaft S1 between the second bearing B2 and the third bearing B3, so in this embodiment, the cantilever structure as in the first embodiment is not formed.
  • the dual planetary gear mechanism and the differential DM are arranged on the transmission input gear G2. Axis on the other side.
  • the first half shaft HS1 extends through the hollow input shaft S2 toward one side in the axial direction
  • the second half shaft HS2 extends toward the other side in the axial direction.
  • the two-speed electric bridge drive system of the embodiment can achieve the same function as the two-speed electric bridge drive system according to the first embodiment of the present invention.
  • the basic structure of the two-speed electric bridge drive system according to the third embodiment of the present invention is substantially the same as the basic structure of the two-speed electric bridge drive system according to the first embodiment of the present invention. Only the differences between the two will be described below. Place.
  • the first ring gear R1 is omitted, and the first clutch K1 is provided between the planetary carrier P and the transmission input gear G2, so that the planetary gear can be moved by engaging the first clutch K1
  • the carrier P and the transmission input gear G2 are fixed together, thereby fixing the planetary carrier P and the sun gear SU together.
  • the torque transmission path from the motor EM is as follows: motor EM ⁇ output shaft S1 ⁇ motor output gear G1 ⁇ transmission input gear G2 ⁇ planetary carrier P ⁇ differential Speed gear DM; and the transmission can achieve the following first gear ratio: Z G2 /Z G1 , where Z G1 is the number of teeth of the motor output gear G1, and Z G2 is the number of teeth of the transmission input gear G2.
  • the torque transmission path from the motor EM is as follows: motor EM ⁇ output shaft S1 ⁇ motor output gear G1 ⁇ transmission input gear G2 ⁇ input shaft S2 ⁇ sun gear SU ⁇ th A planetary gear PG1 ⁇ second planetary gear PG2 ⁇ planetary carrier P ⁇ differential DM; and the transmission can achieve the following second gear ratio: (1+Z R2 /Z SU ) ⁇ (Z PG1 /Z PG2 ) ⁇ (Z G2 /Z G1 ), where Z R2 is the number of teeth of the second ring gear R2, Z SU is the number of teeth of the sun gear SU, Z PG1 is the number of teeth of the first planetary gear PG1, and Z PG2 is the number of teeth of the second planetary gear PG2 , Z G1 is the number of teeth of the motor output gear G1, and Z G2 is the number of teeth of the transmission input gear G2.
  • the basic structure of the two-speed electric bridge drive system according to the fourth embodiment of the present invention is substantially the same as the basic structure of the two-speed electric bridge drive system according to the third embodiment of the present invention. Only the differences between the two will be described below. Place.
  • the output shaft S1 of the motor EM is supported by a first bearing B1, a second bearing B2, and a third bearing B3, wherein the first bearing B1 supports the other axial side of the output shaft S1 At the end, the second bearing B2 supports a substantially central portion of the output shaft S1, and the third bearing B3 supports one axial end of the output shaft S1.
  • the motor output gear G1 is fixedly mounted on the part of the output shaft S1 located between the second bearing B2 and the third bearing B3, so in this embodiment, the cantilever structure like the third embodiment is not formed.
  • the dual planetary gear mechanism and the differential DM are arranged on the transmission input gear G2. Axis on the other side.
  • the first half shaft HS1 extends through the hollow input shaft S2 toward one side in the axial direction
  • the second half shaft HS2 extends toward the other side in the axial direction.
  • the present invention also provides a vehicle including the two-speed electric bridge drive system with the above structure.
  • the output shaft S1 of the motor EM is connected to the dual planetary gear mechanism via a primary reduction mechanism (motor output gear G1 and transmission input gear G2).
  • the motor EM in addition to outputting torque for driving to the transmission, can also receive torque from the transmission for charging the battery.
  • the housing of the transmission used by the clutch of the two-speed electric bridge drive system of the present invention can simplify the structure of the clutch, reduce costs, and improve stability
  • the planetary gear mechanism of the two-speed electric bridge drive system according to the present invention has fewer components, reducing costs.
  • the two-speed electric bridge drive system according to the present invention can more effectively utilize the axial space and has a more compact structure.

Abstract

一种两挡电桥驱动系统，该两挡电桥驱动系统的变速器包括双联行星齿轮机构，该双联行星齿轮机构仅包括一个太阳轮（SU），该太阳轮（SU）与变速器输入齿轮相对固定，并且该太阳轮（SU）与双联齿轮中的一个行星轮（PG）始终处于啮合状态。该两挡电桥驱动系统与现有技术的两挡电桥驱动系统相比结构更简单、成本低、重量小，并且易于实现良好的NVH控制，还提供了一种包括上述两挡电桥驱动系统的车辆。

Description

两挡电桥驱动系统及车辆 技术领域
本发明涉及车辆领域，更具体地涉及一种车辆用两挡电桥驱动系统及包括该两挡电桥驱动系统的车辆。
背景技术
当前，电桥驱动系统能够用于纯电动车辆和混合动力车辆，以用于车辆的驱动。
图1是示出了根据现有技术(参见美国专利US 9,435,415 B2)的两挡电桥驱动系统的连接结构的示意图。如图1所示，该两挡电桥驱动系统包括整合在一起的电机EM、变速器、差速器DM和两根半轴。
具体地，电机EM具有输出轴S1和固定于该输出轴S1的电机输出齿轮G1。
进一步地，变速器包括空心的输入轴S2、固定于输入轴S2的变速器输入齿轮G2、两个行星齿轮机构和两个离合器K1、K2。
输入轴S2与输出轴S1平行且相对于输出轴S1偏置，变速器输入齿轮G2与电机输出齿轮G1始终处于啮合状态，使得变速器能够接收来自电机EM的扭矩。
第一行星齿轮机构包括彼此啮合的第一太阳轮SU1、多个第一行星轮PG1、第一齿圈R1以及用于保持多个第一行星轮PG1的行星轮架P。第一太阳轮SU1固定于输入轴S2。行星轮架P与差速器DM的差速器壳体传动联接。第一齿圈R1经由第一离合器K1与变速器的壳体相连，这样通过第一离合器K1的接合能够使第一齿圈R1相对于变速器的壳体固定。类似地，第二行星齿轮机构包括彼此啮合的第二太阳轮SU2、多个第二行星轮PG2、第二齿圈R2以 及用于保持多个第二行星轮PG2的行星轮架P。第二太阳轮SU2固定于输入轴S2。第二行星齿轮机构与第一行星齿轮机构共用一个行星轮架P。第二齿圈R2经由第二离合器K2与变速器的壳体相连，这样通过第二离合器K2的接合能够使第二齿圈R2相对于变速器的壳体固定。第一离合器K1和第二离合器K2均是摩擦离合器。
这样，当第一离合器K1接合时，来自电机EM的扭矩的传递路径如下：电机EM→输出轴S1→电机输出齿轮G1→变速器输入齿轮G2→输入轴S2→第一太阳轮SU1→第一行星轮PG1→行星轮架P→差速器DM；并且这时变速器能够实现如下的第一传动比：(1+Z R1/Z SU1)×(Z G2/Z G1)，其中Z R1是第一齿圈R1的齿数，Z SU1是第一太阳轮SU1的齿数，Z G1是电机输出齿轮G1的齿数，Z G2是变速器输入齿轮G2的齿数。
当第二离合器K2接合时，来自电机EM的扭矩的传递路径如下：电机EM→输出轴S1→电机输出齿轮G1→变速器输入齿轮G2→输入轴S2→第二太阳轮SU2→第二行星轮PG2→行星轮架P→差速器DM；并且变速器能够实现如下的第二传动比：(1+Z R2/Z SU2)×(Z G2/Z G1)，其中Z R2是第二齿圈R2的齿数，Z SU2是第二太阳轮SU2的齿数，Z G1是电机输出齿轮G1的齿数，Z G2是变速器输入齿轮G2的齿数。
虽然图1中所示的电桥驱动系统能够实现两级两挡驱动，但是其具有如下的缺点：
i.两个行星齿轮机构对应两个太阳轮SU1、SU2，这两个太阳轮SU1、SU2需要额外的支撑结构，因而导致整个电桥驱动系统的组件多、轴向长度长、成本高、尺寸和重量都大；
ii.两个太阳轮SU1、SU2的支撑刚性差且不够稳定，因而难以实现良好的NVH控制；以及
iii.该两挡电桥驱动系统的变速器实现的两种传动比都较小，因而需要大功率电机来满足性能需求，导致系统成本高。
发明内容
鉴于上述现有技术的缺陷而做出了本发明。本发明的一个目的在于提供一种新型的两挡电桥驱动系统，其与上述根据现有技术的两挡电桥驱动系统相比结构更简单、成本低、重量小，并且易于实现良好的NVH控制。本发明的另一个目的在于提供一种包括上述两挡电桥驱动系统的车辆。
为了实现上述目的，本发明采用如下的技术方案。
本发明提供了一种如下的两挡电桥驱动系统，所述两挡电桥驱动系统包括：
电机，所述电机具有输出轴；以及
变速器，所述变速器包括用于与所述输出轴传动联接的输入轴、双联行星齿轮机构、第一离合器和第二离合器，
所述双联行星齿轮机构包括一个太阳轮、第一行星轮、第二行星轮、行星轮架以及第一齿圈和第二齿圈，所述太阳轮固定于所述输入轴并且与所述第一行星轮始终处于啮合状态，所述第一行星轮和所述第二行星轮彼此固定，所述第一齿圈与所述第一行星轮始终处于啮合状态且所述第二齿圈与所述第二行星轮始终处于啮合状态，所述行星轮架用于向外部传递扭矩，并且
所述第一离合器接合使所述第一齿圈能够与所述变速器的壳体相对固定并且所述第一离合器分离允许所述第一齿圈能够相对于所述变速器的壳体转动，所述第二离合器接合使所述第二齿圈能够与所述变速器的壳体相对固定并且所述第二离合器分离允许所述第二齿圈能够相对于所述变速器的壳体转动。
本发明还提供了一种如下的两挡电桥驱动系统，所述两挡电桥驱动系统包括：
电机，所述电机具有输出轴；以及
变速器，所述变速器包括用于与所述输出轴传动联接的输入轴、双联行星齿轮机构、第一离合器和第二离合器，
所述双联行星齿轮机构包括一个太阳轮、第一行星轮、第二行星轮、行星轮架以及第二齿圈，所述太阳轮固定于所述输入轴并且与所述第一行星轮始终处于啮合状态，所述第一行星轮和所述第二行星轮彼此固定，所述第二齿圈与所述第二行星轮始终处于啮合状态，所述行星轮架用于向外部传递扭矩，并且
所述第一离合器接合使所述行星轮架能够与所述太阳轮相对固定并且所述第一离合器分离允许所述行星轮架能够相对于所述太阳轮转动，所述第二离合器接合使所述第二齿圈能够与所述变速器的壳体相对固定并且所述第二离合器分离允许所述第二齿圈能够相对于所述变速器的壳体转动。
优选地，所述变速器的输入轴与所述电机的输出轴平行且所述输入轴相对于所述输出轴偏置。
更优选地，所述电机具有固定于所述输出轴的电机输出齿轮，并且所述变速器包括固定于所述输入轴的变速器输入齿轮，所述变速器输入齿轮与所述电机输出齿轮始终处于啮合状态，所述第一行星齿轮比所述第二行星齿轮靠所述变速器输入齿轮所在侧。
更优选地，所述第一离合器设置于所述变速器输入齿轮与所述行星轮架之间，该第一离合器能够使得所述变速器输入齿轮与所述行星轮架相对固定，从而能够使得所述太阳轮与所述行星轮架相对固定。
更优选地，所述电机输出齿轮设置于所述输出轴的轴向一侧端以形成悬 臂结构，并且所述电机和所述双联行星齿轮机构分别位于所述电机输出齿轮的轴向上的两相反侧。
更优选地，所述电机输出齿轮设置于所述输出轴的除了轴向两侧端以外的中间位置并且所述输出轴的轴向两侧端被轴承支撑，并且所述电机和所述双联行星齿轮机构位于所述电机输出齿轮的轴向上的同一侧。
更优选地，所述两挡电桥驱动系统还包括差速器和从所述差速器伸出的两根半轴，所述行星轮架与所述差速器的差速器壳体传动联接，所述两根半轴与所述输入轴同轴配置，并且所述输入轴为空心轴，使得所述两根半轴中的一根半轴穿过所述输入轴并且能够独立于所述输入轴地转动。
更优选地，所述第一离合器和所述第二离合器均为湿式多片式离合器。
本发明还提供了一种如下的车辆，所述车辆包括以上技术方案中任意一项技术方案所述的两挡电桥驱动系统。
通过采用上述技术方案，本发明提供了一种新型的两挡电桥驱动系统及包括该两挡电桥驱动系统的车辆。该两挡电桥驱动系统的变速器包括双联行星齿轮机构，该双联行星齿轮机构仅包括一个太阳轮，该太阳轮与变速器输入齿轮相对固定，并且该太阳轮与双联齿轮中的一个行星轮始终处于啮合状态。因此，根据本发明的两挡电桥驱动系统与上述根据现有技术的两挡电桥驱动系统相比结构更简单、成本低、重量小，并且易于实现良好的NVH控制。
附图说明
图1是示出了根据现有技术的两挡电桥驱动系统的连接结构的示意图。
图2a是示出了根据本发明的第一实施方式的两挡电桥驱动系统的连接结构的示意图；图2b是示出了根据本发明的第二实施方式的两挡电桥驱动系统的连接结构的示意图；图2c是示出了根据本发明的第三实施方式的两挡电 桥驱动系统的连接结构的示意图；图2d是示出了根据本发明的第四实施方式的两挡电桥驱动系统的连接结构的示意图。
附图标记说明
EM电机 S1输出轴 G1电机输出齿轮
S2输入轴 G2变速器输入齿轮 SU太阳轮 SU1第一太阳轮 SU2第二太阳轮 PG1第一行星轮 PG2第二行星轮 P行星轮架 R1第一齿圈 R2第二齿圈 K1第一离合器 K2第二离合器
DM差速器 HS1第一半轴 HS2第二半轴
B1第一轴承 B2第二轴承 B3第三轴承。
具体实施方式
下面参照附图描述本发明的示例性实施方式。应当理解，这些具体的说明仅用于示教本领域技术人员如何实施本发明，而不用于穷举本发明的所有可行的方式，也不用于限制本发明的范围。
在本发明中，“传动联接”是指两个部件能够传递驱动力/扭矩地连接，如无特殊说明，可以表示这两个部件直接连接或者经由齿轮机构等现有技术的传动结构实现联接以能够在这两个部件之间传递驱动力/扭矩。另外，在本发明中，“轴向”是指电机的输出轴和变速器的输入轴的轴向，“轴向一侧”是指图2a至图2d中的右侧，“轴向另一侧”是指2a至图2d中的左侧。
(根据本发明的第一实施方式的两挡电桥驱动系统的结构)
如图2a所示，根据本发明的第一实施方式的两挡电桥驱动系统包括实现传动联接的电机EM、变速器、差速器DM和两根半轴。
具体地，在本实施方式中，电机EM具有用于输出扭矩的输出轴S1和固定于该输出轴S1的电机输出齿轮G1。需要说明的是，在本发明中，当说明“齿 轮”固定于“轴”时，通常是指该齿轮和轴能够一起转动，但是允许该齿轮与轴沿着轴的轴向并非完全固定。在轴向上配置用于支撑输出轴S1的两个轴承、即第一轴承B1和第二轴承B2。第一轴承B1支撑输出轴S1的轴向另一侧端，第二轴承B2支撑输出轴S1的靠近轴向一侧端的部位，使得输出轴S1的包括轴向一侧端的伸出部分从第二轴承B2朝向轴向一侧延伸出。电机输出齿轮G1固定安装于输出轴S1的轴向一侧端，使得输出轴S1的伸出部分和电机输出齿轮G1相对于第二轴承B2形成悬臂结构。
在本实施方式中，变速器包括空心的输入轴S2、固定于输入轴S2的变速器输入齿轮G2、双联行星齿轮机构和两个离合器K1、K2。
变速器的输入轴S2与电机EM的输出轴S1平行且相对于电机EM的输出轴S1偏置。变速器输入齿轮G2与电机输出齿轮G1始终处于啮合状态，使得变速器能够接收来自电机EM的扭矩。
双联行星齿轮机构位于变速器输入齿轮G2的轴向一侧，并且该双联行星齿轮包括一个太阳轮SU、多个第一行星轮PG1、多个第二行星轮PG2、第一齿圈R1、第二齿圈R2以及行星轮架P。太阳轮SU固定于变速器的输入轴S2并且与多个第一行星轮PG1始终处于啮合状态，第一行星轮PG1比第二行星轮PG2靠变速器输入齿轮G2所在侧。多个第一行星轮PG1和多个第二行星轮PG2共用行星轮架P，每一个第一行星轮PG1都与对应的一个第二行星轮PG2固定连接以构成双联齿轮。实际上，只要每一个第一行星轮PG1都与对应的一个第二行星轮PG2能够一起转动即可，并不需要第一行星轮PG1和对应的第二行星轮PG2刚性连接。第一齿圈R1与多个第一行星轮PG1始终处于啮合状态，第二齿圈R2与多个第二行星轮PG2始终处于啮合状态。行星轮架P用于向差速器DM传递扭矩。
进一步地，第一齿圈R1经由第一离合器K1与变速器的壳体相连，这样 通过第一离合器K1的接合能够使第一齿圈R1相对于变速器的壳体固定。第二齿圈R2经由第二离合器K2与变速器的壳体相连，这样通过第二离合器K2的接合能够使第二齿圈R2相对于变速器的壳体固定。在本实施方式中，第一离合器K1和第二离合器K2均为湿式多片式离合器。
进一步地，在本实施方式中，差速器DM是传统的伞齿轮差速器DM，该伞齿轮差速器DM的壳体与双联行星齿轮机构的行星轮架P固定连接。可选地，该差速器DM可以整合到变速器中或者独立于变速器。两根半轴HS1、HS2从差速器DM朝向轴向两侧延伸出，其中第一半轴HS1从差速器DM朝向轴向另一侧延伸穿过变速器的中空的输入轴S2并且第一半轴HS1能够独立于输入轴S2转动，第二半轴HS2从差速器DM朝向轴向一侧延伸。这样，来自电机EM的扭矩能够经由变速器传递到差速器DM，进而传递到车辆的半轴和车轮。
由此，在本实施方式中，当第一离合器K1接合时，来自电机EM的扭矩的传递路径如下：电机EM→输出轴S1→电机输出齿轮G1→变速器输入齿轮G2→输入轴S2→太阳轮SU→第一行星轮PG1→行星轮架P→差速器DM；并且这时变速器能够实现如下的第一传动比：(1+Z R1/Z SU)×(Z G2/Z G1)，其中Z R1是第一齿圈R1的齿数，Z SU是太阳轮SU的齿数，Z G1是电机输出齿轮G1的齿数，Z G2是变速器输入齿轮G2的齿数。
在本实施方式中，当第二离合器K2接合时，来自电机EM的扭矩的传递路径如下：电机EM→输出轴S1→电机输出齿轮G1→变速器输入齿轮G2→输入轴S2→太阳轮SU→第一行星轮PG1→第二行星轮PG2→行星轮架P→差速器DM；并且这时变速器能够实现如下的第二传动比：(1+Z R2/Z SU)×(Z PG1/Z PG2)×(Z G2/Z G1)，其中Z R2是第二齿圈R2的齿数，Z SU是太阳轮SU的齿数，Z PG1是第一行星轮PG1的齿数，Z PG2是第二行星轮PG2的齿数，Z G1是电机输 出齿轮G1的齿数，Z G2是变速器输入齿轮G2的齿数。
在正常工作状态下，第一离合器K1和第二离合器K2中仅一者实现接合，并不同时实现接合。另外，由于双联行星齿轮机构仅包括一个太阳轮SU和双联行星齿轮机构，而且第一离合器K1接合能够使第一齿圈R1与变速器的壳体相对固定，第二离合器K2接合能够使第二齿圈R2与变速器的壳体相对固定。因此，根据本发明的两挡电桥驱动系统的变速器所实现的传动能够比上述根据现有技术的两挡电桥驱动系统的变速器所实现的传动比大，这样根据本发明的两挡电桥驱动系统可以采用功率较小的电机，从而进一步降低成本。
以上具体说明了根据本发明的第一实施方式的两挡电桥驱动系统的结构，以下将具体说明根据本发明的第二实施方式的两挡电桥驱动系统的结构。
(根据本发明的第二实施方式的两挡电桥驱动系统的结构)
根据本发明的第二实施方式的两挡电桥驱动系统的基本结构与根据本发明的第一实施方式的两挡电桥驱动系统的基本结构大致相同，以下将仅说明两者之间的不同之处。
在本实施方式中，如图2b所示，电机EM的输出轴S1由第一轴承B1、第二轴承B2和第三轴承B3支撑，其中第一轴承B1支撑输出轴S1的轴向另一侧端，第二轴承B2支撑输出轴S1的大致中央部分，第三轴承B3支撑输出轴S1的轴向一侧端。电机输出齿轮G1固定安装于输出轴S1的位于第二轴承B2和第三轴承B3之间的部分，因此在本实施方式中并未形成如第一实施方式那样的悬臂结构。进一步地，由于在本实施方式中输出轴S1较长且电机输出齿轮G1在轴向上位于更远离电机EM的位置，因此将双联行星齿轮机构和差速器DM设置在变速器输入齿轮G2的轴向另一侧。另外，第一半轴HS1朝向轴向 一侧延伸穿过中空的输入轴S2，第二半轴HS2朝向轴向另一侧延伸。
根据本发明的第二是实施方式的两挡电桥驱动系统能够实现与根据本发明的第一实施方式的两挡电桥驱动系统相同的功能。
以上具体说明了根据本发明的第二实施方式的两挡电桥驱动系统的结构，以下将具体说明根据本发明的第三实施方式的两挡电桥驱动系统的结构。
(根据本发明的第三实施方式的两挡电桥驱动系统的结构)
根据本发明的第三实施方式的两挡电桥驱动系统的基本结构与根据本发明的第一实施方式的两挡电桥驱动系统的基本结构大致相同，以下将仅说明两者之间的不同之处。
在本实施方式中，如图2c所示，省略了第一齿圈R1，并且第一离合器K1设置在行星轮架P和变速器输入齿轮G2之间，使得通过接合第一离合器K1能够将行星轮架P和变速器输入齿轮G2固定在一起，从而将行星轮架P和太阳轮SU固定在一起。
由此，在本实施方式中，当第一离合器K1接合时，来自电机EM的扭矩的传递路径如下：电机EM→输出轴S1→电机输出齿轮G1→变速器输入齿轮G2→行星轮架P→差速器DM；并且变速器能够实现如下的第一传动比：Z G2/Z G1，其中Z G1是电机输出齿轮G1的齿数，Z G2是变速器输入齿轮G2的齿数。
在本实施方式中，当第二离合器K2接合时，来自电机EM的扭矩的传递路径如下：电机EM→输出轴S1→电机输出齿轮G1→变速器输入齿轮G2→输入轴S2→太阳轮SU→第一行星轮PG1→第二行星轮PG2→行星轮架P→差速器DM；并且变速器能够实现如下的第二传动比：(1+Z R2/Z SU)×(Z PG1/Z PG2)×(Z G2/Z G1)，其中Z R2是第二齿圈R2的齿数，Z SU是太阳轮SU的齿数，Z PG1 是第一行星轮PG1的齿数，Z PG2是第二行星轮PG2的齿数，Z G1是电机输出齿轮G1的齿数，Z G2是变速器输入齿轮G2的齿数。
以上具体说明了根据本发明的第三实施方式的两挡电桥驱动系统的结构，以下将具体说明根据本发明的第四实施方式的两挡电桥驱动系统的结构。
(根据本发明的第四实施方式的两挡电桥驱动系统的结构)
根据本发明的第四实施方式的两挡电桥驱动系统的基本结构与根据本发明的第三实施方式的两挡电桥驱动系统的基本结构大致相同，以下将仅说明两者之间的不同之处。
在本实施方式中，如图2d所示，电机EM的输出轴S1由第一轴承B1、第二轴承B2和第三轴承B3支撑，其中第一轴承B1支撑输出轴S1的轴向另一侧端，第二轴承B2支撑输出轴S1的大致中央部分，第三轴承B3支撑输出轴S1的轴向一侧端。电机输出齿轮G1固定安装于输出轴S1的位于第二轴承B2和第三轴承B3之间的部分，因此在本实施方式中并未形成如第三实施方式那样的悬臂结构。进一步地，由于在本实施方式中输出轴S1较长且电机输出齿轮G1在轴向上位于更远离电机EM的位置，因此将双联行星齿轮机构和差速器DM设置在变速器输入齿轮G2的轴向另一侧。另外，第一半轴HS1朝向轴向一侧延伸穿过中空的输入轴S2，第二半轴HS2朝向轴向另一侧延伸。
此外，本发明还提供了包括以上结构的两挡用电桥驱动系统的车辆。
虽然在以上的具体实施方式中对本发明的技术方案进行了详细地阐述，但是还需要说明以下内容。
i.虽然在以上的具体实施方式中没有明确说明，但是应当理解，电机EM的输出轴S1经由一级减速机构(电机输出齿轮G1和变速器输入齿轮G2)与双联行星齿轮机构相连。另外，在以上的各实施方式中，电机EM除了向变 速器输出用于驱动的扭矩之外，电机EM还能够接收来自变速器的扭矩以用于对电池进行充电。
ii.虽然在以上的具体实施方式中没有明确说明，但是应当理解，在各实施方式中可以获得较大的第二传动比，因而允许根据本发明的两挡电桥驱动系统使用功率较小的电机以降低成本。
iii.虽然在以上的具体实施方式中没有明确说明，但是应当理解，根据本发明的两挡电桥驱动系统的离合器利用的变速器的壳体，因而能够简化离合器的组成结构、降低成本并且改善稳定性；另外，根据本发明的两挡电桥驱动系统的行星齿轮机构的组件较少，降低成本。
iv.根据本发明的两挡电桥驱动系统与根据现有技术的两挡电桥驱动系统相比能够更有效地利用轴向空间，并且结构更紧凑。
v.虽然在在以上的具体实施方式中没有明确说明，但是应当理解，Z G2>Z G1，Z PG1>Z PG2，Z R2>Z SU，Z R1>Z SU；另外，在各实施方式中按照上述各式计算传动比时，各齿轮的模数可以是相同的。

Claims (10)

  1. 一种两挡电桥驱动系统，其特征在于，所述两挡电桥驱动系统包括：
    电机(EM)，所述电机(EM)具有输出轴(S1)；以及
    变速器，所述变速器包括用于与所述输出轴(S1)传动联接的输入轴(S2)、双联行星齿轮机构、第一离合器(K1)和第二离合器(K2)，
    所述双联行星齿轮机构包括一个太阳轮(SU)、第一行星轮(PG1)、第二行星轮(PG2)、行星轮架(P)以及第一齿圈(R1)和第二齿圈(R2)，所述太阳轮(SU)固定于所述输入轴(S2)并且与所述第一行星轮(PG1)始终处于啮合状态，所述第一行星轮(PG1)和所述第二行星轮(PG2)彼此固定，所述第一齿圈(R1)与所述第一行星轮(PG1)始终处于啮合状态且所述第二齿圈(R2)与所述第二行星轮(PG2)始终处于啮合状态，所述行星轮架(P)用于向外部传递扭矩，并且
    所述第一离合器(K1)接合使所述第一齿圈(R1)能够与所述变速器的壳体相对固定并且所述第一离合器(K1)分离允许所述第一齿圈(R1)能够相对于所述变速器的壳体转动，所述第二离合器(K2)接合使所述第二齿圈(R2)能够与所述变速器的壳体相对固定并且所述第二离合器(K2)分离允许所述第二齿圈(R2)能够相对于所述变速器的壳体转动。
  2. 一种两挡电桥驱动系统，其特征在于，所述两挡电桥驱动系统包括：
    电机(EM)，所述电机(EM)具有输出轴(S1)；以及
    变速器，所述变速器包括用于与所述输出轴(S1)传动联接的输入轴(S2)、双联行星齿轮机构、第一离合器(K1)和第二离合器(K2)，
    所述双联行星齿轮机构包括一个太阳轮(SU)、第一行星轮(PG1)、第二行星轮(PG2)、行星轮架(P)以及第二齿圈(R2)，所述太阳轮(SU)固定于所述输入轴(S2)并且与所述第一行星轮(PG1)始终处于啮合状态，所述第一行星轮(PG1)和所述第二行星轮(PG2)彼此固定，所述第二齿 圈(R2)与所述第二行星轮(PG2)始终处于啮合状态，所述行星轮架(P)用于向外部传递扭矩，并且
    所述第一离合器(K1)接合使所述行星轮架(P)能够与所述太阳轮(SU)相对固定并且所述第一离合器(K1)分离允许所述行星轮架(P)能够相对于所述太阳轮(SU)转动，所述第二离合器(K2)接合使所述第二齿圈(R2)能够与所述变速器的壳体相对固定并且所述第二离合器(K2)分离允许所述第二齿圈(R2)能够相对于所述变速器的壳体转动。
  3. 根据权利要求1或2所述的两挡电桥驱动系统，其特征在于，所述变速器的输入轴(S2)与所述电机(EM)的输出轴(S1)平行且所述输入轴(S2)相对于所述输出轴(S1)偏置。
  4. 根据权利要求3所述的两挡电桥驱动系统，其特征在于，所述电机(EM)具有固定于所述输出轴(S1)的电机输出齿轮(G1)，并且所述变速器包括固定于所述输入轴(S2)的变速器输入齿轮(G2)，所述变速器输入齿轮(G2)与所述电机输出齿轮(G1)始终处于啮合状态，所述第一行星齿轮(PG1)比所述第二行星齿轮(PG2)靠所述变速器输入齿轮(G2)所在侧。
  5. 根据权利要求4所述的两挡电桥驱动系统，其特征在于，所述第一离合器(K1)设置于所述变速器输入齿轮(G2)与所述行星轮架(P)之间，该第一离合器(K1)能够使得所述变速器输入齿轮(G2)与所述行星轮架(P)相对固定，从而能够使得所述太阳轮(SU)与所述行星轮架(P)相对固定。
  6. 根据权利要求4所述的两挡电桥驱动系统，其特征在于，所述电机输出齿轮(G1)设置于所述输出轴(S1)的轴向一侧端以形成悬臂结构，并且所述电机(EM)和所述双联行星齿轮机构分别位于所述电机输出齿轮(G1) 的轴向上的两相反侧。
  7. 根据权利要求4所述的两挡电桥驱动系统，其特征在于，所述电机输出齿轮(G1)设置于所述输出轴(S1)的除了轴向两侧端以外的中间位置并且所述输出轴(S1)的轴向两侧端被轴承(B1、B3)支撑，并且所述电机(EM)和所述双联行星齿轮机构位于所述电机输出齿轮(G1)的轴向上的同一侧。
  8. 根据权利要求1或2所述的两挡电桥驱动系统，其特征在于，所述两挡电桥驱动系统还包括差速器(DM)和从所述差速器(DM)伸出的两根半轴(HS1、HS2)，所述行星轮架(P)与所述差速器(DM)的差速器壳体传动联接，
    所述两根半轴(HS1、HS2)与所述输入轴(S2)同轴配置，并且所述输入轴(S2)为空心轴，使得所述两根半轴(HS1、HS2)中的一根半轴(HS1)穿过所述输入轴(S2)并且能够独立于所述输入轴(S2)地转动。
  9. 根据权利要求1或2所述的两挡电桥驱动系统，其特征在于，所述第一离合器(K1)和所述第二离合器(K2)均为湿式多片式离合器。
  10. 一种车辆，其特征在于，所述车辆包括权利要求1至9中任一项所述的两挡电桥驱动系统。
PCT/CN2020/102550 2019-07-18 2020-07-17 两挡电桥驱动系统及车辆 WO2021008596A1 (zh)

Priority Applications (2)

Application Number Priority Date Filing Date Title
DE112020003429.1T DE112020003429T5 (de) 2019-07-18 2020-07-17 Doppelgetriebe-Brücken-Antriebssystem und Fahrzeug
US17/627,880 US11679670B2 (en) 2019-07-18 2020-07-17 Two-gear bridge driving system and vehicle

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN201910649449.3 2019-07-18
CN201910649449.3A CN112238746A (zh) 2019-07-18 2019-07-18 两挡电桥驱动系统及车辆

Publications (1)

Publication Number Publication Date
WO2021008596A1 true WO2021008596A1 (zh) 2021-01-21

Family

ID=74167613

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2020/102550 WO2021008596A1 (zh) 2019-07-18 2020-07-17 两挡电桥驱动系统及车辆

Country Status (4)

Country Link
US (1) US11679670B2 (zh)
CN (1) CN112238746A (zh)
DE (1) DE112020003429T5 (zh)
WO (1) WO2021008596A1 (zh)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113500904A (zh) * 2021-07-22 2021-10-15 中国北方车辆研究所 一种集中式两档电驱动桥
EP4145015A1 (de) * 2021-09-01 2023-03-08 ZF Friedrichshafen AG Verteilergetriebe für einen kraftfahrzeugantriebsstrang

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR102566922B1 (ko) * 2021-04-29 2023-08-16 현대모비스 주식회사 동력 전달 장치 및 그 동력 전달 장치를 포함하는 자동차
DE102021208564B3 (de) * 2021-08-06 2022-12-08 Zf Friedrichshafen Ag Getriebe und Antriebsstrang für ein Fahrzeug
US20230099321A1 (en) * 2021-09-20 2023-03-30 Dana Belgium N.V. Electric driveline system and electric driveline system operating method
WO2023137661A1 (zh) * 2022-01-20 2023-07-27 舍弗勒技术股份两合公司 电桥驱动系统及车辆
CN116039372A (zh) * 2023-01-28 2023-05-02 潍坊倍力汽车零部件有限公司 一种包含行星减速器的车桥总成及电动汽车

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN2276904Y (zh) * 1996-07-08 1998-03-25 机械工业部桂林电器科学研究所 一种电动助力车减速驱动装置
CN204749860U (zh) * 2015-05-11 2015-11-11 合肥工业大学 一种电动汽车两挡变速的动力系统
CN105333084A (zh) * 2015-12-10 2016-02-17 湖南大学 两挡自动变速箱的变速机构
US9435415B2 (en) * 2010-07-13 2016-09-06 Gkn Driveline International Gmbh Electric drive for a motor vehicle
DE102017111036A1 (de) * 2017-05-22 2018-11-22 Schaeffler Technologies AG & Co. KG Antriebsvorrichtung für ein Kraftfahrzeug

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR101867537B1 (ko) * 2017-02-01 2018-06-14 주식회사 네오오토 전기 자동차용 2단 변속기
EP4075023B1 (en) * 2021-04-16 2023-12-27 Volvo Construction Equipment AB A transmission arrangement

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN2276904Y (zh) * 1996-07-08 1998-03-25 机械工业部桂林电器科学研究所 一种电动助力车减速驱动装置
US9435415B2 (en) * 2010-07-13 2016-09-06 Gkn Driveline International Gmbh Electric drive for a motor vehicle
CN204749860U (zh) * 2015-05-11 2015-11-11 合肥工业大学 一种电动汽车两挡变速的动力系统
CN105333084A (zh) * 2015-12-10 2016-02-17 湖南大学 两挡自动变速箱的变速机构
DE102017111036A1 (de) * 2017-05-22 2018-11-22 Schaeffler Technologies AG & Co. KG Antriebsvorrichtung für ein Kraftfahrzeug

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113500904A (zh) * 2021-07-22 2021-10-15 中国北方车辆研究所 一种集中式两档电驱动桥
EP4145015A1 (de) * 2021-09-01 2023-03-08 ZF Friedrichshafen AG Verteilergetriebe für einen kraftfahrzeugantriebsstrang

Also Published As

Publication number Publication date
US11679670B2 (en) 2023-06-20
CN112238746A (zh) 2021-01-19
US20220250468A1 (en) 2022-08-11
DE112020003429T5 (de) 2022-04-21

Similar Documents

Publication Publication Date Title
WO2021008596A1 (zh) 两挡电桥驱动系统及车辆
US11320026B2 (en) Transmission, power-driven system, and vehicle
US9114699B2 (en) Hybrid drive apparatus
WO2017185901A1 (zh) 变速驱动桥及其双速驱动模块
WO2015008325A1 (ja) 駆動歯車装置
JP4134998B2 (ja) ハイブリッド車の駆動装置
US20030104896A1 (en) Automatic transmission apparatus
JPS6157210B2 (zh)
JP2002154343A (ja) 前後輪駆動車両の動力伝達機構
WO2021052372A1 (zh) 混合动力车辆用动力驱动系统
WO2020001589A1 (zh) 变速器、动力驱动系统及车辆
JP2008114811A (ja) ハイブリッド駆動装置
US20230050096A1 (en) Gearbox for an electric powertrain
WO2023231472A1 (zh) 多挡位电机偏置电驱桥及车辆
CN115972896B (zh) 多挡电驱桥传动系统
WO2021073184A1 (zh) 无动力中断的两挡变速电桥驱动系统
CN110657204B (zh) 变速器、动力驱动系统及车辆
CN216923142U (zh) 变速器及电驱动系统及车辆
WO2023159917A1 (zh) 行星排式变速器和车辆
CN114435106A (zh) 可用于混合动力新能源汽车的电驱动桥结构
CN114161878A (zh) 双电机外置式电驱动桥结构
CN112238747A (zh) 两挡电桥驱动系统及车辆
WO2020007317A1 (zh) 车辆传动装置、车辆驱动系统和车辆
CN112549954A (zh) 两挡电桥驱动系统及车辆
CN220390963U (zh) 多档混合驱动系统及四驱混合动力总成

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 20840068

Country of ref document: EP

Kind code of ref document: A1

122 Ep: pct application non-entry in european phase

Ref document number: 20840068

Country of ref document: EP

Kind code of ref document: A1