WO2021226856A1 - 变速器及两挡电桥驱动系统 - Google Patents

变速器及两挡电桥驱动系统 Download PDF

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Publication number
WO2021226856A1
WO2021226856A1 PCT/CN2020/089939 CN2020089939W WO2021226856A1 WO 2021226856 A1 WO2021226856 A1 WO 2021226856A1 CN 2020089939 W CN2020089939 W CN 2020089939W WO 2021226856 A1 WO2021226856 A1 WO 2021226856A1
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Prior art keywords
gear
shaft
transmission
outer ring
ring
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PCT/CN2020/089939
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English (en)
French (fr)
Inventor
肖荣亭
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舍弗勒技术股份两合公司
肖荣亭
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Application filed by 舍弗勒技术股份两合公司, 肖荣亭 filed Critical 舍弗勒技术股份两合公司
Priority to PCT/CN2020/089939 priority Critical patent/WO2021226856A1/zh
Priority to CN202080095540.6A priority patent/CN115052777A/zh
Publication of WO2021226856A1 publication Critical patent/WO2021226856A1/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
    • 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
    • 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
    • F16H3/10—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 with one or more one-way clutches as an essential feature

Definitions

  • the transmission in the existing two-speed electric bridge drive system for vehicles often uses a traditional synchronizer to shift gears.
  • the synchronizer can meet the shifting requirements of the transmission, the use of the synchronizer to shift may have the following defects:
  • Power interruption may occur during gear shifting
  • the present invention has been made in view of the shortcomings of the above-mentioned two-speed electric bridge drive system.
  • An object of the present invention is to provide a transmission which reduces or avoids power interruption during the gear shift process and the shift process is smooth.
  • the present invention also provides a two-speed electric bridge drive system including the above-mentioned transmission.
  • the present invention adopts the following technical solutions.
  • a first gear, the first gear is disposed on the first shaft;
  • a clutch mechanism includes a first clutch unit, the first clutch unit includes a one-way overrunning clutch assembly that can make the first gear rotate with the first shaft toward one side in the circumferential direction and can make all
  • the first gear is a tooth claw meshing assembly that rotates with the first shaft toward at least one side of the circumferential direction
  • the first clutch unit When the transmission is in the first gear, the first clutch unit is engaged, so that the first gear is bidirectionally connected to the first shaft via the first clutch unit and can follow the first shaft
  • the first clutch unit When the transmission is in the second gear, the first clutch unit is separated, so that the first gear and the first shaft are decoupled from the transmission.
  • the inner ring When the rotation speed of the outer ring is less than or equal to the rotation speed of the inner ring, the inner ring can be connected to the outer ring via the plurality of driving components, so that the inner ring can drive the outer ring toward The one side of the circumferential direction rotates; when the rotation speed of the outer ring is greater than or equal to the rotation speed of the inner ring, the inner ring and the outer ring are decoupled in transmission.
  • the ring gear is provided on the first shaft in a torsion-resistant manner, and the outer ring and the ring gear are respectively formed with gear teeth protruding toward each other and capable of meshing, so that the gear teeth on the outer ring and In a state where the gear teeth of the ring gear mesh with each other, the outer ring and the ring gear are drivingly coupled.
  • the jaw engagement assembly further includes an armature fixed to the ring gear, and an electromagnetic coil corresponding to the armature,
  • the transmission further includes a second shaft and a second gear, the second shaft is coaxially arranged with the first shaft and can freely rotate relative to each other, and the second gear is arranged in a torsion-resistant manner On the second axis,
  • the clutch mechanism further includes a second clutch unit.
  • the second clutch unit When the transmission is in the first gear, the second clutch unit is separated so that the first shaft and the second shaft can freely rotate relative to each other;
  • the second clutch unit When the transmission is in the second gear, the second clutch unit is engaged, so that the second shaft is bidirectionally connected to the first shaft via the second clutch unit and can rotate with the first shaft .
  • the transmission further includes a second shaft and a second gear, the second shaft and the first shaft are arranged coaxially and rigidly connected to each other or integrally formed, and the second gear is disposed on the second shaft. axis,
  • the second clutch unit is a friction clutch assembly.
  • first clutch unit and the second clutch unit can be manipulated by different actuation mechanisms respectively, or can be manipulated via the same actuation mechanism.
  • the present invention also provides the following two-speed electric bridge drive system, which includes a motor and the transmission described in any one of the above technical solutions.
  • the present invention provides a new type of transmission and a two-speed electric bridge drive system including the transmission.
  • the first clutch unit of the clutch mechanism of the transmission includes a one-way overrunning clutch assembly capable of causing the first gear as a shift gear to rotate with the first shaft toward one side in the circumferential direction, and a one-way overrunning clutch assembly capable of causing the first gear to follow the first gear.
  • a jaw engaging component whose shaft rotates toward at least one side of the circumferential direction.
  • Fig. 1 is a schematic diagram showing the topological structure of a two-speed electric bridge drive system according to a first embodiment of the present invention.
  • Fig. 2a is a partial structural diagram showing the transmission of the two-speed electric bridge drive system in Fig. 1, in which the first clutch unit of the clutch mechanism is in an engaged state and the second clutch unit is in a separated state;
  • Fig. 2b is a diagram showing 2a is a schematic cross-sectional view of the one-way overrunning clutch assembly of the transmission taken along the MM direction;
  • FIG. 2c is a partial structural schematic diagram showing the jaw engagement assembly of the transmission in FIG. 2a viewed along the N direction.
  • FIG. 3 is a partial structural diagram showing the transmission of the two-speed electric bridge drive system in FIG. 1, in which the first clutch unit of the clutch mechanism is in a separated state and the second clutch unit is in an engaged state.
  • FIG. 4 is a schematic diagram showing the topological structure of the two-speed electric bridge drive system according to the second embodiment of the present invention.
  • Fig. 5 is a partial structural diagram showing a transmission of a two-speed electric bridge drive system according to another embodiment of the present invention.
  • transmission coupling refers to a coupling capable of transmitting driving force/torque between two components;
  • axial, radial and “circumferential” refer to the axial and Radial and circumferential directions, and the central axis O is the central axis of the first shaft;
  • bidirectional refers to two directions along the circumferential direction of the first shaft.
  • the two-speed electric bridge drive system includes an electric motor EM and a transmission that are drivingly coupled to each other.
  • the motor EM includes a stator and a rotor capable of rotating relative to the stator.
  • the rotor of the electric motor EM is drivingly coupled with the input shaft of the transmission, so that the torque from the rotor of the electric motor EM can be transmitted to the transmission.
  • the transmission has two gears. Using the clutch mechanism C of the transmission, the transmission can be shifted between the two gears, so that the torque from the rotor of the electric motor EM can be transmitted to via the differential DM via different torque transmission paths.
  • the wheel W of the vehicle And the torque from the wheels W of the vehicle can be transmitted to the electric motor EM through the transmission.
  • the transmission of the two-speed electric bridge drive system according to the first embodiment of the present invention includes three shafts, five gears, and a clutch mechanism C.
  • the first shaft S1 is used as the input shaft of the transmission, and is used for transmission coupling with the rotor of the electric motor EM.
  • the second shaft S2 and the first shaft S1 are coaxially arranged and can freely rotate relative to each other.
  • One end of the first shaft S1 and one end of the second shaft S2 are overlapped together via a bearing, for example.
  • the third shaft S3 serves as the output shaft of the transmission, and is used to transmit torque to the differential DM of the vehicle, and then transmit the torque to the wheels W of the vehicle.
  • the third axis S3 is arranged in parallel with the first axis S1 and the second axis S2.
  • the first gear G1 is provided on the first shaft S1.
  • the first gear G1 can rotate freely with respect to the first shaft S1.
  • the first gear G1 is drivingly coupled with the first shaft S1.
  • the first gear G1 cannot move in the axial direction A relative to the first shaft S1.
  • the second gear G2 is arranged on the second shaft S2 in a torsion-resistant manner.
  • the second gear G2 is directly drivingly coupled with the second shaft S2 in two directions and the second gear G2 can rotate in both directions with the second shaft S2.
  • the second gear G2 cannot move in the axial direction A relative to the second shaft S2.
  • the fifth gear G5 is arranged on the third shaft S3 in a torsion-resistant manner.
  • the fifth gear G5 is directly connected to the third shaft S3 in two-way transmission and the fifth gear G5 can rotate in both directions with the third shaft S3.
  • the fifth gear G5 cannot move in the axial direction A relative to the third shaft S3.
  • the fifth gear G5 and the input gear of the differential DM are always in meshing state to form a gear pair that transmits torque to the differential DM.
  • the transmission ratio of the first gear G1 and the third gear G3 is greater than the transmission ratio of the second gear G2 and the fourth gear G4.
  • the first clutch unit When the transmission is in the first gear, the first clutch unit is engaged and the second clutch unit is disengaged, so that the first gear G1 is bidirectionally connected to the first shaft S1 via the first clutch unit and can rotate in both directions with the first shaft S1,
  • the second shaft S2 can freely rotate relative to the first shaft S1; when the transmission is in the second gear, the first clutch unit is separated and the second clutch unit is engaged, so that the transmission coupling between the first gear G1 and the first shaft S1 is released, And the second shaft S2 is bidirectionally drivingly coupled with the first shaft S1 via the second clutch unit, and can be bidirectionally rotated with the first shaft S1.
  • the support 1 preferably has a disc shape and is fixed to the first shaft S1.
  • the support 1 includes a first axial portion 11, a radial portion 12, and a second axial portion 13 formed as one body.
  • the first axial portion 11 is directly fixed to the first shaft S1 and extends along the axial direction A, and the radial portion 12 runs from the end of the first axial portion 11 on the axial side (the right side in FIG. 2a)
  • the radial direction R extends toward the radially outer side, and the second axial portion 13 extends from the end of the radially outer side (the side away from the central axis O in FIG. 2a) of the radial portion 12 to one side along the axial direction A. .
  • the first clutch unit includes a one-way overrunning clutch assembly 2 and a jaw engaging assembly 3.
  • the one-way overrunning clutch assembly 2 includes an outer ring 21 assembled together, an inner ring 22 located radially inside the outer ring 21, and an inner ring 22 located between the outer ring 21 and the inner ring 22.
  • the outer ring 21 is fixed to the first gear G1 from the radially inner side.
  • the inner ring 22 is preferably arranged on the first shaft S1 in a torsion-resistant manner through a spline mechanism, so that the inner ring 22 can rotate together with the first shaft S1.
  • Fig. 2b when the inner ring 22 and the outer ring 21 have relative rotation: In the first case, when the inner ring 22 rotates in the clockwise direction in Fig.
  • the roller 23 is moved by the inner ring 22 It is driven and located at a position where the radial gap between the inner ring 22 and the outer ring 21 is relatively large (the pit on the outer circumference of the inner ring 22 in Figure 2b). At this time, the roller 23 is in the inner ring 22 and the outer ring. There is no transmission effect between 21 and the inner ring 22 and the outer ring 21. There is no transmission connection between the inner ring 22 and the outer ring 21. In the second case, when the inner ring 22 rotates counterclockwise relative to the outer ring 21 in Fig. 2b, the roller 23 is inside.
  • the ring 22 is driven and located at a position where the radial gap between the inner ring 22 and the outer ring 21 is small. At this time, the roller 23 is clamped between the inner ring 22 and the outer ring 21, and the inner ring 22 and the outer ring 21 The connection is driven by rollers 23.
  • the jaw engagement assembly 3 further includes an armature 32 fixed to the ring gear 31 and an electromagnetic coil 33 corresponding to the armature 32 and located on the radially outer side of the armature 32.
  • it further includes a spring 34.
  • the spring 34 is arranged between the ring gear 31 and the support 1 with one end abutting the ring gear 31 and the other end abutting the radial portion 12 of the support 1, so that the spring 34 can align the teeth.
  • the ring 31 always exerts a spring force toward the outer ring 21; the spring 34 is preferably a cylindrical coil spring.
  • the armature 32 can overcome the spring force of the spring 34 under the action of the magnetic field of the electromagnetic coil 33 to separate the gear teeth 31T of the ring gear 31 and the gear teeth 21T of the outer ring 21,
  • the spring 34 can make the gear teeth 31T of the ring gear 31 and the gear teeth 21T of the outer ring 21 mesh.
  • the first shaft S1 and the first gear G1 achieve a transmission connection, so that the first shaft S1 can drive the first gear G1 toward the circumferential side via the overrunning clutch assembly 2 and the jaw meshing assembly 3 It rotates, and the first shaft S1 can drive the first gear G1 to rotate toward the other side in the circumferential direction via the jaw meshing assembly 3.
  • the outer ring 21 of the jaw engaging assembly 3 and the gear teeth of the ring gear 31 are separated from each other.
  • the transmission can use the first clutch unit and the second clutch unit to switch between the first gear and the second gear, thereby realizing the gear shift of the transmission.
  • the torque transmission path from the motor EM is as follows: motor EM ⁇ first shaft S1 ⁇ support 1 and jaw engagement assembly 3 (or beyond Clutch assembly 2 and support 1 and jaw meshing assembly 3) ⁇ first gear G1 ⁇ third gear G3 ⁇ third shaft S3 ⁇ fifth gear G5 ⁇ differential DM ⁇ wheel W; when torque is transmitted from wheel W to When the motor EM is used, the torque transmission path from the wheel W is as follows: wheel W ⁇ differential DM ⁇ fifth gear G5 ⁇ third shaft S3 ⁇ third gear G3 ⁇ first gear G1 ⁇ support 1 and jaw meshing assembly 3 (or beyond the clutch assembly 2 and the support 1 and the jaw engagement assembly 3) ⁇ first shaft S1 ⁇ motor EM
  • the solenoid 33 is energized so that the armature 32 overcomes the spring force of the spring 34 under the action of the magnetic field, so that the jaws engage
  • the gear teeth 21T of the outer ring 21 of the mechanism 3 and the gear teeth 31T of the ring gear 31 are separated from each other; at the same time, the pressure plate 41 of the friction clutch assembly 4 is gradually pressed against the friction plate through the action of the actuating assembly; the friction clutch assembly 4 is gradually engaged
  • the first shaft S1 can still be unidirectionally transmitted through the overrunning clutch assembly 2 and the first gear G1 Coupling, so that the transmission still transmits torque through the first gear, which avoids power interruption during the shift; further, when the rotation speed of the outer ring 21 of the overrunning clutch assembly 2 is equal to
  • 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. The differences between the two will be described below. Place.
  • the first shaft S1 and the second shaft S2 are formed as the same shaft, and this shaft serves as an output shaft.
  • the arrangement of the first gear G1 and the first clutch unit is the same as that of the first embodiment, but different from the first embodiment, the second gear G2 is arranged on the second shaft S2 in a non-torsion-proof manner, and the friction clutch assembly 4
  • the friction disc 42 of is disposed on the second gear G2 instead of the second shaft S2 through the friction disc support 43.
  • the fourth shaft S4 is used as the input shaft and is always connected to the motor EM in transmission
  • the third gear G3 and the fourth gear G4 are arranged on the fourth shaft S4 in a torsion-resistant manner
  • the third gear G3 is always meshed with the first gear G1, thereby A gear pair corresponding to the first gear is formed
  • the fourth gear G4 is always meshed with the second gear G2, thereby forming a gear pair corresponding to the second gear.
  • the fifth gear G5 is arranged on the first shaft S1 in a torsion-resistant manner and is always in mesh with the input gear of the differential DM.
  • the structure in the second embodiment is different from the first embodiment as above, it can be understood that the two-speed electric bridge drive system according to the second embodiment and the two-speed electric bridge drive system according to the first embodiment can realize The same effect.
  • the actuating device of the second clutch unit and the actuating device of the first clutch unit are independent and separate actuating devices, the manipulation of the two clutch units needs to be performed by two actuating devices respectively. .
  • the two actuating devices can be manipulated in linkage. As shown in Figure 5, the armature moves to the left to engage the first clutch unit but separates the second clutch unit, and the armature moves to the right to make the first clutch unit Disconnect but engage the second clutch unit. In this way, only one control device or execution device can be used to control the two clutch units.
  • the one-way overrunning clutch assembly is a roller-type one-way overrunning clutch assembly
  • the present invention is not limited to this, the one-way overrunning clutch assembly can also be a block-type one-way overrunning clutch Components and rocker-type unidirectional overrunning clutch components. Therefore, the rollers can be replaced by other types of drive components.
  • the shift mechanism C in the transmission according to the present invention not only shifts smoothly without power interruption, but is also less affected by the moment of inertia, and can be carried out under the condition of a relatively high moment of inertia. Shift gears.
  • the one-way overrunning clutch assembly 2 can transmit torque when the vehicle is moving forward in the first gear (forward driving), that is, the torque of the first shaft S1 is transmitted to the first gear G1 ;
  • the jaw engagement assembly 3 can play a role in transmitting torque, that is, transmitting the torque of the first shaft S1 to the first gear G1.
  • the spring 34 can also be set as a tension spring, so that the jaw engagement assembly 3 opens when the solenoid 33 is not energized, and does not transmit torque, especially when the jaw engagement assembly 3 is reversing (the vehicle is driving in reverse) In the case of transmitting torque.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Structure Of Transmissions (AREA)
  • Gear-Shifting Mechanisms (AREA)
  • Mechanical Operated Clutches (AREA)

Abstract

一种变速器及包括该变速器的两挡电桥驱动系统，该变速器的离合机构（C）的第一离合单元包括能够使得作为挡位齿轮的第一齿轮（G1）随着第一轴（S1）朝向周向一侧转动的单向超越离合组件（2）和能够使得第一齿轮（G1）随着第一轴（S1）朝向周向的至少一侧转动的牙嵌啮合组件（3）。在通过该变速器进行换挡的过程中，牙嵌啮合组件（3）能够在换挡过程的初始阶段分离而单向超越离合组件（2）能够在换挡过程中保证变速器仍然提供动力，不会产生动力中断现象或者动力中断时间较短并且换挡平稳，另外该离合机构（C）在转动惯量较高的情况下仍然可以实现换挡工作。

Description

变速器及两挡电桥驱动系统 技术领域
本发明涉及车辆领域，更具体地涉及车辆用变速器及包括该变速器的两挡电桥驱动系统。
背景技术
现有的用于车辆的两挡电桥驱动系统中的变速器经常采用传统的同步器进行换挡。虽然该同步器能够满足变速器的换挡要求，但是利用同步器换挡可能存在如下缺陷：
1.在换挡过程中可能产生动力中断现象；
2.换挡过程不平稳；以及
3.只有在转动惯量较低的条件下才能够实现换挡。
发明内容
鉴于上述两挡电桥驱动系统的缺陷而做出了本发明。本发明的一个目的在于提供一种变速器，其在换挡过程中减少或避免了动力中断且换挡过程平稳。本发明还提供了一种包括上述变速器的两挡电桥驱动系统。
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变速器，其包括：
第一轴；
第一齿轮，所述第一齿轮设置于所述第一轴；以及
离合机构，所述离合机构包括第一离合单元，所述第一离合单元包括能够使得所述第一齿轮随着所述第一轴朝向周向一侧转动的单向超越离合组件和能够使得所述第一齿轮随着所述第一轴朝向周向的至少一侧转动的牙 嵌啮合组件，
当所述变速器处于第一挡位时，所述第一离合单元接合，使得所述第一齿轮经由所述第一离合单元与所述第一轴双向传动联接并能够随着所述第一轴转动；当所述变速器处于第二挡位时，所述第一离合单元分离，使得所述第一齿轮与所述第一轴解除传动联接。
优选地，所述单向超越离合组件为滚子式单向超越离合组件、嵌块式单向超越离合组件或摇杆式单向超越离合组件。
更优选地，所述单向超越离合组件包括外圈、位于所述外圈的径向内侧的内圈以及位于所述外圈和所述内圈之间的多个驱动部件，所述外圈固定于所述第一齿轮，所述内圈以抗扭的方式设置于所述第一轴，
当所述外圈的转速小于或等于所述内圈的转速时，所述内圈能够经由所述多个驱动部件与所述外圈传动联接，使得所述内圈能够带动所述外圈朝向所述周向一侧转动；当所述外圈的转速大于或等于所述内圈的转速时，所述内圈与所述外圈解除传动联接。
更优选地，所述牙嵌啮合组件包括所述外圈和与该外圈对应且在所述第一轴的轴向上能够相对于所述外圈相对运动的齿圈，
所述齿圈以抗扭的方式设置于所述第一轴，所述外圈和所述齿圈分别形成有朝向彼此凸出且能够啮合的轮齿，使得在所述外圈的轮齿与所述齿圈的轮齿彼此啮合的状态下，所述外圈和所述齿圈传动联接。
更优选地，所述牙嵌啮合组件还包括固定于所述齿圈的衔铁、与所述衔铁对应的电磁线圈，
在所述电磁线圈通电的状态下所述衔铁能够使得所述齿圈的轮齿和所述外圈的轮齿分离或啮合。
更优选地，所述变速器还包括固定于所述第一轴的支撑件，所述齿圈以 抗扭的方式设置于所述支撑件且能够相对于所述支撑件在所述轴向上运动，所述牙嵌啮合组件还包括弹簧，所述弹簧的一端连接或抵接于所述齿圈且另一端连接或抵接于所述支撑件。
更优选地，所述变速器还包括第二轴和第二齿轮，所述第二轴与所述第一轴同轴布置且能够彼此相对地自由转动，所述第二齿轮以抗扭的方式设置于所述第二轴，
所述离合机构还包括第二离合单元，当所述变速器处于第一挡位时，所述第二离合单元分离，使得所述第一轴和所述第二轴能够彼此相对地自由转动；当所述变速器处于第二挡位时，所述第二离合单元接合，使得所述第二轴经由所述第二离合单元与所述第一轴双向传动联接并能够随着所述第一轴转动。
更优选地，所述变速器还包括第二轴和第二齿轮，所述第二轴与所述第一轴同轴布置且彼此刚性连接或者一体形成，所述第二齿轮设置于所述第二轴，
所述离合机构还包括第二离合单元，当所述变速器处于第一挡位时，所述第二离合单元分离，使得所述第二齿轮能够相对于所述第二轴自由转动；当所述变速器处于第二挡位时，所述第二离合单元接合，使得所述第二齿轮经由所述第二离合单元与所述第二轴双向传动联接并能够随着所述第二轴转动。
更优选地，所述第二离合单元为摩擦离合组件。
更优选地，所述第一离合单元和所述第二离合单元能够分别通过不同的致动机构被操纵，或者能够经由同一个致动机构被操纵。
本发明还提供了一种如下的两挡电桥驱动系统，其包括电机和以上技术方案中任意一项技术方案所述的变速器。
通过采用上述技术方案，本发明提供了一种新型的变速器及包括该变速器的两挡电桥驱动系统。该变速器的离合机构的第一离合单元包括能够使得作为挡位齿轮的第一齿轮随着第一轴朝向周向一侧转动的单向超越离合组件和能够使得第一齿轮随着所述第一轴朝向周向的至少一侧转动的牙嵌啮合组件。这样，在通过该变速器进行换挡的过程中，牙嵌啮合组件能够在换挡过程的初始阶段分离而单向超越离合组件能够在换挡过程中保证变速器仍然提供动力，因而不会产生动力中断现象或者动力中断时间较短并且换挡平稳，另外该离合机构在转动惯量较高的情况下仍然可以实现换挡工作。同时，第二离合单元采用摩擦离合器，在换挡过程中通过滑摩过程能够减缓换挡冲击的发生，提高换挡平顺性和乘客的舒适度。
附图说明
图1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拓扑结构示意图。
图2a是示出了图1中的两挡电桥驱动系统的变速器的局部结构示意图，其中离合机构的第一离合单元处于接合状态而第二离合单元处于分离状态；图2b是示出了图2a中的变速器的单向超越离合组件的沿着M-M方向截取的剖视示意图；图2c是示出了图2a中的变速器的牙嵌啮合组件的沿着N方向看的局部结构示意图。
图3是示出了图1中的两挡电桥驱动系统的变速器的局部结构示意图，其中离合机构的第一离合单元处于分离状态而第二离合单元处于接合状态。
图4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拓扑结构示意图。
图5是示出了根据本发明的另一种实施方式两挡电桥驱动系统的变速器 的局部结构示意图。
附图标记说明
EM电机 DM差速器 W车轮
S1第一轴 S2第二轴 S3第三轴 S4第四轴
G1第一齿轮 G2第二齿轮 G3第三齿轮 G4第四齿轮 G5第五齿轮
C离合机构 1支撑件 11第一轴向部分 12径向部分 13第二轴向部分 2单向超越离合组件 21外圈 21T轮齿 22内圈 23滚子 3牙嵌啮合组件 31齿圈 31T轮齿 32衔铁 33电磁线圈 34弹簧 4摩擦离合组件 41压板 42摩擦盘 43摩擦盘支撑件
A轴向 R径向 O中心轴线。
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”表示两个部件之间能够传递驱动力/扭矩地联接；“轴向”、“径向”和“周向”是指作为变速器的第一轴的轴向、径向和周向，并且中心轴线O为第一轴的中心轴线；“双向”是指沿着第一轴的周向的两个方向。
以下将首先结合说明书附图说明根据本发明的第一实施方式的两挡电桥驱动系统的结构。
(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1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彼此传动联接的电机EM和变速器。电机EM包括定子和能够相对于定子转动的转 子。电机EM的转子与变速器的输入轴传动联接，使得来自电机EM的转子的扭矩能够传递到变速器。变速器具有两个挡位，利用变速器的离合机构C能够使得变速器在两个挡位之间实现换挡，从而使得来自电机EM的转子的扭矩能够经由不同的扭矩传递路径经由差速器DM传递到车辆的车轮W。而且来自车辆的车轮W的扭矩能够通过变速器传递到电机EM。以下将具体说明该两挡电桥驱动系统的变速器的具体结构。
如图1、图2a至图2c和图3所示，根据本发明的第一实施方式的两挡电桥驱动系统的变速器包括三个轴、五个齿轮以及离合机构C。
在本实施方式中，第一轴S1作为变速器的输入轴，用于与电机EM的转子传动联接。第二轴S2和第一轴S1同轴布置且能够相对于彼此自由转动。第一轴S1的一端与第二轴S2的一端例如经由轴承搭接在一起。第三轴S3作为变速器的输出轴，用于向车辆的差速器DM传递扭矩，进而将扭矩传递到车辆的车轮W。第三轴S3与第一轴S1和第二轴S2平行地布置。
在本实施方式中，第一齿轮G1设置于第一轴S1。当第一齿轮G1不参与传递扭矩时，第一齿轮G1能够相对于第一轴S1 自由转动，当第一齿轮G1参与传递扭矩时，第一齿轮G1与第一轴S1传动地联接。优选地，第一齿轮G1在轴向A上不能相对于第一轴S1运动。
第二齿轮G2以抗扭的方式设置于第二轴S2。也就是说，第二齿轮G2与第二轴S2双向直接传动联接并且第二齿轮G2能够随着第二轴S2双向转动。优选地，第二齿轮G2在轴向A上不能相对于第二轴S2运动。
第三齿轮G3以抗扭的方式设置于第三轴S3。也就是说，第三齿轮G3与第三轴S3双向直接传动联接并且第三齿轮G3能够随着第三轴S3双向转动。优选地，第三齿轮G3在轴向A上不能相对于第三轴S3运动。进一步地，第三齿轮G3与第一齿轮G1始终处于啮合状态，以构成对应变速器的第一挡位的齿轮副。
第四齿轮G4以抗扭的方式设置于第三轴S3。也就是说，第四齿轮G4与 第三轴S3双向直接传动联接并且第四齿轮G4能够随着第三轴S3双向转动。优选地，第四齿轮G4在轴向A上不能相对于第三轴S3运动。进一步地，第四齿轮G4与第二齿轮G2始终处于啮合状态，以构成对应变速器的第二挡位的齿轮副。
第五齿轮G5以抗扭的方式设置于第三轴S3。也就是说，第五齿轮G5与第三轴S3双向直接传动联接并且第五齿轮G5能够随着第三轴S3双向转动。优选地，第五齿轮G5在轴向A上不能相对于第三轴S3运动。进一步地，第五齿轮G5与差速器DM的输入齿轮始终处于啮合状态，以构成向差速器DM传递扭矩的齿轮副。
在本实施方式中，第一齿轮G1与第三齿轮G3的传动比大于第二齿轮G2与第四齿轮G4的传动比。
在本实施方式中，离合机构C用于变速器的挡位切换。具体地，离合机构C包括支撑件1、第一离合单元和第二离合单元。在不同的挡位，能够选择性地使第一离合单元接合或者使第二离合单元接合。当变速器处于第一挡位时，第一离合单元接合且第二离合单元分离，使得第一齿轮G1经由第一离合单元与第一轴S1双向传动联接并能够随着第一轴S1双向转动，第二轴S2能够相对于第一轴S1自由转动；当变速器处于第二挡位时，第一离合单元分离且第二离合单元接合，使得第一齿轮G1与第一轴S1的传动联接解除，并且使得第二轴S2经由第二离合单元与第一轴S1双向传动联接并能够随着第一轴S1双向转动。
进一步地，支撑件1优选具有圆盘形状且固定于第一轴S1。支撑件1包括形成为一体的第一轴向部分11、径向部分12和第二轴向部分13。第一轴向部分11直接固定于第一轴S1且沿着轴向A延伸，径向部分12从第一轴向部分11的轴向一侧(图2a中的右侧)的端部沿着径向R朝向径向外侧延伸，第二轴向部分13从径向部分12的径向外侧(图2a中远离中心轴线O的那侧)的端部沿着轴向A朝向轴向一侧延伸。
进一步地，第一离合单元包括单向超越离合组件2和牙嵌啮合组件3。
具体地，如图2a和图2b所示，单向超越离合组件2包括组装在一起的外圈21、位于外圈21的径向内侧的内圈22以及位于外圈21和内圈22之间的多个滚子23。外圈21从径向内侧固定于第一齿轮G1。内圈22优选地通过花键机构以抗扭的方式设置于第一轴S1，使得内圈22能够随着第一轴S1一起转动。如图2b所示，当内圈22与外圈21存在相对转动：第一种情形，当内圈22相对于外圈21沿图2b中的顺时针方向转动时，滚子23被内圈22带动并位于内圈22与外圈21之间的径向空隙较大的位置处(图2b中的内圈22的外周上的凹坑处)，此时滚子23在内圈22与外圈21之间不起到传动作用，内圈22与外圈21不存在传动联接；第二种情形，当内圈22相对于外圈21沿图2b中的逆时针转动时，滚子23被内圈22带动并位于内圈22与外圈21之间的径向空隙较小的位置处，此时滚子23被卡持与内圈22与外圈21之间，内圈22与外圈21通过滚子23传动地联接。
如图2a和图2c所示，牙嵌啮合组件3包括上述外圈21和与该外圈21对应且在轴向A上能够相对于外圈21运动的齿圈31。齿圈31例如通过花键机构从径向外侧以抗扭的方式设置于支撑件1的第一轴向部分11，从而使得齿圈31能够随着第一轴S1一起转动的同时能够相对于第一轴S1在轴向A上进行相对运动。外圈21和齿圈31分别形成有朝向彼此凸出且能够啮合的轮齿21T、31T，使得在第一离合单元接合的状态下外圈21的轮齿21T与齿圈31的轮齿31T彼此啮合且在第一离合单元分离的状态下外圈21的轮齿21T与齿圈31的轮齿31T彼此分离。外圈21的轮齿21T与齿圈31的轮齿31T在接合的情况下能够使扭矩在外圈21与齿圈31之间双向地传递，此时轮齿21T、31T的截面形状可以是矩形、等腰梯形、等腰三角形等形状，当然也可以采用其他截面形状的轮齿，只要其使扭矩能够在外圈21与齿圈31之间双向传递；或者，外圈21的轮齿21T与齿圈31的轮齿31T在接合的情况下能够使扭矩在外圈21与齿圈31之间单向地传递。而对于扭矩在外圈21与齿圈31之间单向传递的方式，外 圈21的轮齿21T与齿圈31的轮齿31T均具有锯齿形状，使得在外圈21的轮齿21T与齿圈31的轮齿31T彼此啮合的情况下，齿圈31仅能够朝向周向另一侧(图2c中的上侧)带动外圈21一起转动，而在齿圈31随着第一轴S1朝向周向一侧(图2c中的下侧)转动时齿圈31不能带动外圈21一起转动。
牙嵌啮合组件3还包括固定于齿圈31的衔铁32、与衔铁32对应且位于衔铁32的径向外侧的电磁线圈33。优选地还包括弹簧34，弹簧34设置于齿圈31与支撑件1之间，其一端抵接于齿圈31且另一端抵接于支撑件1的径向部分12，使得弹簧34能够对齿圈31始终施加朝向外圈21的弹簧力；弹簧34优选为圆柱螺旋弹簧。进一步地，在电磁线圈33通电的状态下衔铁32能够在电磁线圈33的磁场的作用下克服弹簧34的弹簧力使得齿圈31的轮齿31T和外圈21的轮齿21T分离，在电磁线圈33未通电的状态下弹簧34能够使得齿圈31的轮齿31T和外圈21的轮齿21T啮合。
这样，当第一离合单元接合时，第一轴S1与第一齿轮G1实现传动联接，使得第一轴S1能够经由超越离合组件2和牙嵌啮合组件3带动第一齿轮G1朝向周向一侧转动，并且第一轴S1能够经由牙嵌啮合组件3带动第一齿轮G1朝向周向另一侧转动。当第一离合单元分离时，牙嵌啮合组件3的外圈21和齿圈31的轮齿彼此分离。
进一步地，第二离合单元包括摩擦离合组件4。该摩擦离合组件4包括设置于支撑件1的第二轴向部分13的三个压板41、设置于相邻的压板41之间的两个摩擦盘42以及固定于第二轴S2的摩擦盘支撑件43。在未示出的致动组件的作用下，压板41能够压抵于摩擦盘42，使得支撑件1和摩擦盘支撑件43联接在一起，从而使得第一轴S1和第二轴S2实现传动联接，此时摩擦离合组件4处于接合状态；对应地，当压板41未压抵于摩擦盘42的情况下，支撑件1和摩擦盘支撑件43未实现联接，从而使得第一轴S1和第二轴S2解除传动联接，此时摩擦离合组件4处于分离状态。
通过采用上述的结构，变速器能够利用第一离合单元和第二离合单元在 第一挡位和第二挡位之间进行切换，从而实现变速器的换挡。
如图2a所示，当第一离合单元接合且第二离合单元分离时，第一齿轮G1与第一轴S1经由第一离合单元传动联接，变速器处于第一挡位。如图1和图2a所示，当扭矩从电机EM传递到车轮W时，来自电机EM的扭矩的传递路径如下：电机EM→第一轴S1→支撑件1和牙嵌啮合组件3(或者超越离合组件2以及支撑件1和牙嵌啮合组件3)→第一齿轮G1→第三齿轮G3→第三轴S3→第五齿轮G5→差速器DM→车轮W；当扭矩从车轮W传递到电机EM时，来自车轮W的扭矩的传递路径如下：车轮W→差速器DM→第五齿轮G5→第三轴S3→第三齿轮G3→第一齿轮G1→支撑件1和牙嵌啮合组件3(或者超越离合组件2以及支撑件1和牙嵌啮合组件3)→第一轴S1→电机EM。
如图3所示，当第一离合单元分离且第二离合单元接合时，第二轴S2与第一轴S1经由第二离合单元传动联接，变速器处于第二挡位。如图1和图3所示，当扭矩从电机EM传递到车轮W时，来自电机EM的扭矩的传递路径如下：电机EM→第一轴S1→支撑件1→摩擦离合组件4→第二轴S2→第二齿轮G2→第四齿轮G4→第三轴S3→第五齿轮G5→差速器DM→车轮W；当扭矩从车轮W传递到电机EM时，来自车轮W的扭矩的传递路径如下：车轮W→差速器DM→第五齿轮G5→第三轴S3→第四齿轮G4→第二齿轮G2→第二轴S2→摩擦离合组件4→支撑件1→第一轴S1→电机EM。
另外，需要说明的是，在例如从第一挡位向第二挡位换挡的过程中，对电磁线圈33通电使得衔铁32在磁场的作用下克服弹簧34的弹簧力，从而使得牙嵌啮合机构3的外圈21的轮齿21T和齿圈31的轮齿31T彼此分离；同时，通过致动组件的作用使得摩擦离合组件4的压板41逐渐压抵摩擦盘；在摩擦离合组件4逐渐接合的过程中(处于滑摩状态)，当超越离合组件2的外圈21的转速仍然不大于内圈22的转速时第一轴S1仍然能够经由该超越离合组件2与第一齿轮G1单向传动联接，使得变速器仍然通过第一挡位传递扭矩，这样避 免了在换挡过程中的动力中断；进一步地，当超越离合组件2的外圈21的转速等于或超过内圈22的转速时第一轴S1与第一齿轮G1解除传动联接，此时第一轴S1经由摩擦离合组件4与第二轴S2实现传动联接，从而完成换挡。
以上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，以下将说明两者之间的不同之处。
如图4所示，第一轴S1和第二轴S2形成为同一轴，并且该轴作为输出轴。第一齿轮G1和第一离合单元的设置方式与第一实施方式相同，但是与第一实施方式不同地，第二齿轮G2以非抗扭的方式设置于第二轴S2，并且摩擦离合组件4的摩擦盘42通过摩擦盘支撑件43设置于第二齿轮G2而非第二轴S2。
另外，第四轴S4作为输入轴与电机EM始终传动联接，第三齿轮G3和第四齿轮G4以抗扭的方式设置于第四轴S4，第三齿轮G3与第一齿轮G1始终啮合，从而构成对应第一挡位的齿轮副，第四齿轮G4与第二齿轮G2始终啮合，从而构成对应第二挡位的齿轮副。第五齿轮G5以抗扭的方式设置于第一轴S1并且与差速器DM的输入齿轮始终处于啮合状态。
虽然第二实施方式中的结构与第一实施方式具有如上不同之处，但是可以理解，根据第二实施方式的两挡电桥驱动系统与根据第一实施方式的两挡电桥驱动系统能够实现相同的作用。
虽然在上述的实施方式中，第二离合单元的致动装置与第一离合单元的致动装置为独立且分离的致动装置，对两个离合单元的操纵需要分别通过两个致动装置进行。但是，更进一步地，两个致动装置可以联动地被操纵，如图5所示，衔铁向左移动使第一离合单元接合但是使第二离合单元分离，衔铁向右移动使第一离合单元分离但是使第二离合单元接合。以此方式，可以 仅仅采用一个控制装置或执行装置来对两个离合单元进行操控。
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，以下进行补充说明。
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，当作为输入轴的第一轴S1或第四轴S4随着电机EM的转子例如朝向周向一侧转动时，两挡电桥驱动系统可以用于前进驱动；当第一轴S1或第四轴S4随着电机EM的朝向周向另一侧转动时，两挡电桥驱动系统可以用于倒车驱动。
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。上述支撑件1、第一离合单元和第二离合单元可以模块化为双离合机构。
iii.虽然在以上的具体实施方式中说明了单向超越离合组件是滚子式单向超越离合组件，但是本发明不限于此，该单向超越离合组件还可以是嵌块式单向超越离合组件和摇杆式单向超越离合组件。因而，滚子可以由其它类型的驱动部件代替。
iv.通过以上的结构可知，根据本发明的变速器中的换挡机构C不仅换挡平稳不会出现动力中断现象，而且受到转动惯量的影响较小，可以在相对高的转动惯量的条件下进行换挡。
v.可以理解，参照图2a，单向超越离合组件2可以在车辆在第一挡位前进(正向行驶)时起到传递扭矩的作用，即将第一轴S1的扭矩传递到第一齿轮G1；在倒车(车辆反向行驶)时，牙嵌啮合组件3可以起到传递扭矩的作用，即将第一轴S1的扭矩传递到第一齿轮G1。
vi.弹簧34还可以设置为拉伸弹簧，使得牙嵌啮合组件3在电磁线圈33不通电的情况下打开，不传递扭矩，特别是在牙嵌啮合组件3在倒车(车辆反向行驶)时起到传递扭矩的作用的情况下。

Claims (10)

  1. 一种变速器，其包括：
    第一轴(S1)；
    第一齿轮(G1)，所述第一齿轮(G1)设置于所述第一轴(S1)；以及
    离合机构(C)，所述离合机构(C)包括第一离合单元，所述第一离合单元包括能够使得所述第一齿轮(G1)随着所述第一轴(S1)朝向周向一侧转动的单向超越离合组件(2)和能够使得所述第一齿轮(G1)随着所述第一轴(S1)朝向周向的至少一侧转动的牙嵌啮合组件(3)，
    当所述变速器处于第一挡位时，所述第一离合单元接合，使得所述第一齿轮(G1)经由所述第一离合单元与所述第一轴(S1)双向传动联接并能够随着所述第一轴(S1)转动；当所述变速器处于第二挡位时，所述第一离合单元分离，使得所述第一齿轮(G1)与所述第一轴(S1)解除传动联接。
  2. 根据权利要求1所述的变速器，其特征在于，所述单向超越离合组件(2)为滚子式单向超越离合组件、嵌块式单向超越离合组件或摇杆式单向超越离合组件。
  3. 根据权利要求1所述的变速器，其特征在于，所述单向超越离合组件(2)包括外圈(21)、位于所述外圈(21)的径向内侧的内圈(22)以及位于所述外圈(21)和所述内圈(22)之间的多个驱动部件，所述外圈(21)固定于所述第一齿轮(G1)，所述内圈(22)以抗扭的方式设置于所述第一轴(S1)，
    当所述外圈(21)的转速小于或等于所述内圈(22)的转速时，所述内圈(22)能够经由所述多个驱动部件与所述外圈(21)传动联接，使得所述内圈(22)能够带动所述外圈(21)朝向所述周向一侧转动；当所述外圈(21)的转速大于或等于所述内圈(22)的转速时，所述内圈(22)与所述外圈(21)解除传动联接。
  4. 根据权利要求3所述的变速器，其特征在于，所述牙嵌啮合组件(3)包括所述外圈(21)和与该外圈(21)对应且在所述第一轴(S1)的轴向(A)上能够相对于所述外圈(21)相对运动的齿圈(31)，所述齿圈(31)以抗扭的方式设置于所述第一轴(S1)，所述外圈(21)和所述齿圈(31)分别形成有朝向彼此凸出且能够啮合的轮齿(21T、31T)，使得在所述外圈(21)的轮齿(21T)与所述齿圈(31)的轮齿(31T)彼此啮合的状态下，所述外圈(21)和所述齿圈(31)传动联接；
    所述牙嵌啮合组件(3)还包括固定于所述齿圈(31)的衔铁(32)、与所述衔铁(32)对应的电磁线圈(33)，在所述电磁线圈(33)通电的状态下所述衔铁(32)能够使得所述齿圈(31)的轮齿(31T)和所述外圈(21)的轮齿(21T)分离或啮合。
  5. 根据权利要求4所述的变速器，其特征在于，所述变速器还包括固定于所述第一轴(S1)的支撑件(1)，所述齿圈(31)以抗扭的方式设置于所述支撑件(1)且能够相对于所述支撑件(1)在所述轴向(A)上运动，所述牙嵌啮合组件(3)还包括弹簧(34)，所述弹簧(34)的一端连接或抵接于所述齿圈(31)且另一端连接或抵接于所述支撑件(1)。
  6. 根据权利要求1至5中任一项所述的变速器，其特征在于，所述变速器还包括第二轴(S2)和第二齿轮(G2)，所述第二轴(S2)与所述第一轴(S1)同轴布置且能够彼此相对地自由转动，所述第二齿轮(G2)以抗扭的方式设置于所述第二轴(S2)，
    所述离合机构(C)还包括第二离合单元，当所述变速器处于第一挡位时，所述第二离合单元分离，使得所述第一轴(S1)和所述第二轴(S2)能够彼此相对地自由转动；当所述变速器处于第二挡位时，所述第二离合单元接合，使得所述第二轴(S2)经由所述第二离合单元与所述第一轴(S1)双 向传动联接并能够随着所述第一轴(S1)转动。
  7. 根据权利要求1至5中任一项所述的变速器，其特征在于，所述变速器还包括第二轴(S2)和第二齿轮(G2)，所述第二轴(S2)与所述第一轴(S1)同轴布置且彼此刚性连接或者一体形成，所述第二齿轮(G2)设置于所述第二轴(S2)，
    所述离合机构(C)还包括第二离合单元，当所述变速器处于第一挡位时，所述第二离合单元分离，使得所述第二齿轮(G2)能够相对于所述第二轴(S2)自由转动；当所述变速器处于第二挡位时，所述第二离合单元接合，使得所述第二齿轮(G2)经由所述第二离合单元与所述第二轴(S2)双向传动联接并能够随着所述第二轴(S2)转动。
  8. 根据权利要求6或7所述的变速器，其特征在于，所述第二离合单元为摩擦离合组件。
  9. 根据权利要求6至8中任一项所述的变速器，其特征在于，所述第一离合单元和所述第二离合单元能够分别通过不同的致动机构被操纵，或者能够经由同一个致动机构被操纵。
  10. 一种两挡电桥驱动系统，其包括电机和根据权利要求1至9中任一项所述的变速器。
PCT/CN2020/089939 2020-05-13 2020-05-13 变速器及两挡电桥驱动系统 WO2021226856A1 (zh)

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