WO2022041545A1 - 一种三挡平行轴式双电机三行星排混合动力系统 - Google Patents

一种三挡平行轴式双电机三行星排混合动力系统 Download PDF

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Publication number
WO2022041545A1
WO2022041545A1 PCT/CN2020/133357 CN2020133357W WO2022041545A1 WO 2022041545 A1 WO2022041545 A1 WO 2022041545A1 CN 2020133357 W CN2020133357 W CN 2020133357W WO 2022041545 A1 WO2022041545 A1 WO 2022041545A1
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WIPO (PCT)
Prior art keywords
gear
shaft
planetary
hollow shaft
output
Prior art date
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Ceased
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PCT/CN2020/133357
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English (en)
French (fr)
Inventor
陆祖汉
张松
陈涛
杨军
毛正松
林志强
王皓
吴苾曜
曾强
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Guangxi Yuchai Machinery Co Ltd
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Guangxi Yuchai Machinery Co Ltd
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Publication date
Application filed by Guangxi Yuchai Machinery Co Ltd filed Critical Guangxi Yuchai Machinery Co Ltd
Publication of WO2022041545A1 publication Critical patent/WO2022041545A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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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
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears 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
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/445—Differential gearing distribution type
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the invention relates to the technical field of power systems, in particular to a three-gear parallel-shaft dual-motor three-planetary-row hybrid power system.
  • the quality of the vehicle's driving performance depends not only on the engine, but also on the transmission and the rationality of the matching between the transmission and the engine.
  • the automobile transmission can adapt to the different requirements for the traction force and speed of the driving wheel under the conditions of starting, accelerating and overcoming various obstacles.
  • the continuously variable transmission is an ideal transmission system for vehicles, with the ability to continuously change the transmission ratio.
  • Theoretical The engine can always run in an ideal working range to improve the power and economy of the vehicle.
  • a simple planetary gear mechanism is the basis of the speed change mechanism.
  • the speed change mechanism of an automatic transmission consists of two or more rows of planetary gear mechanisms.
  • the sun gear is located in the center of the planetary gear mechanism.
  • the sun gear and the planetary gear are constantly meshed, and the two external gears mesh in opposite directions of rotation.
  • the sun wheel is named for its location.
  • the planetary gear will also rotate around the central axis of the sun gear driven by the planetary carrier, just like the rotation of the earth and the revolution around the sun. When this happens, it is called the transmission mode of the planetary gear mechanism.
  • the planetary gear mechanism has the characteristics of multiple degrees of freedom, and two more motors are used in the hybrid powertrain system to limit its degrees of freedom.
  • the engine speed and torque are completely decoupled by the two electric motors, allowing the engine operating point to be freely controlled, enabling variable speed and maximizing the fuel economy of the hybrid powertrain system.
  • the applied planetary row hybrid powertrain system is mainly a coaxial arrangement scheme of dual motors and dual planetary rows, which mainly has the following problems:
  • the maximum speed of the two drive motors is low, the peak torque is large, and the motor cost is high;
  • the coaxial arrangement scheme results in a large axial length of the powertrain, high requirements for layout space, and poor adaptability to vehicle models;
  • the present invention provides a three-speed parallel shaft type dual-motor three-planetary hybrid power system, which aims to solve the problem that the maximum speed of the motor in the existing hybrid power system is low, the peak torque is large, and the cost of the motor is high; the assembly The axial length is large, and the adaptability of the model is poor.
  • the present invention adopts following technical scheme to realize above-mentioned purpose:
  • a three-speed parallel-shaft dual-motor three-planetary hybrid power system includes an engine, a flexible connector, a casing, a central shaft, a first hollow shaft, a second hollow shaft, an output front shaft, an output rear shaft, and a first planetary row, second planet row, third planet row;
  • the central shaft, the first hollow shaft, the second hollow shaft, the output front shaft, the first planetary row, the second planetary row, the third planetary row, the first motor, and the second motor are all arranged in the housing;
  • the first hollow shaft is sleeved on the central shaft, and the second hollow shaft is sleeved on the first hollow shaft;
  • the output end of the engine and the central shaft are connected in a transmission through a flexible connector
  • the central shaft and the first hollow shaft are connected through a first planetary row, the first planetary row includes a first sun gear, a first planetary gear, and a first planet carrier, and the central shaft is coaxial with the first planet carrier Fixed connection, the first sun gear is fixed on the first hollow shaft, the first planet gear is mounted on the first planet carrier, and the first planet gear meshes with the first sun gear and the ring gear respectively;
  • the second planetary row includes a second sun gear, a second planetary gear, and a second planetary carrier, the second sun gear is fixed on the second hollow shaft, the second planetary carrier is fixed on the housing, the The second planetary gear is mounted on the second planetary carrier, and the second planetary gear meshes with the second sun gear and the ring gear respectively;
  • the third planetary row includes a third sun gear, a third planetary gear, and a third planet carrier, the ring gear and the third sun gear are driven by the output front shaft, the outer ring gear is fixed on the housing, and the The third planetary gear is mounted on the third planetary carrier, the third planetary gear meshes with the outer ring gear and the third sun gear respectively, and the third planetary carrier and the main reducer are connected to the main reducer through the output rear axle.
  • the main reducer is connected with the left wheel and the right wheel through the left half shaft and the right half shaft respectively;
  • a third gear sleeve is arranged between the first hollow shaft and the central shaft;
  • the first hollow shaft is connected with the first motor output shaft through a first reduction gear
  • the output shaft of the second motor is drive-connected with the second hollow shaft through a deceleration mechanism.
  • the deceleration mechanism includes a first gear sleeve, a second gear sleeve, a deceleration shaft, a front row deceleration gear, an intermediate deceleration gear and a rear row deceleration gear coaxially arranged on the deceleration shaft; wherein, the front row deceleration gear, The transmission ratio of the intermediate reduction gear and the rear reduction gear are different;
  • the outer ring sleeve of the second hollow shaft is provided with the first gear of the second hollow shaft, the second gear of the second hollow shaft, and the third gear of the second hollow shaft which mesh with the front row reduction gear, the intermediate reduction gear and the rear row reduction gear;
  • the first gear sleeve and the second gear sleeve are in transmission connection with the second hollow shaft, and can slide axially along the second hollow shaft; wherein, the first gear sleeve is arranged on the first gear and the second hollow shaft of the second hollow shaft. Between the second gears, the second gear sleeve is arranged on one side of the third gear of the second hollow shaft.
  • system further comprises a limp input shaft, a limp output shaft, and a first gear of the central shaft;
  • the lame input shaft, the lame output shaft and the first gear of the central shaft are all arranged in the casing;
  • the first gear of the central shaft is arranged on the central shaft;
  • the lameness input shaft is arranged in parallel with the central shaft, and the lameness input shaft and the central shaft are connected through the first gear of the central shaft;
  • the lameness output shaft and the lameness input shaft are coaxially arranged, and a fifth gear sleeve is arranged between the lameness output shaft and the lameness input shaft;
  • the lame output shaft and the second hollow shaft are connected by one of the lame output shaft second gear or lame output shaft third gear, and the lame output shaft second gear and lame output shaft third gear are sleeved on the lame output shaft.
  • the lame output shaft is also provided with a fourth gear sleeve, which can slide axially along the lame output shaft; the fourth gear sleeve is arranged between the lame output shaft second gear and the lame output shaft third gear.
  • first gear sleeve, the second gear sleeve and the second hollow shaft are connected by splines, and the fourth gear sleeve and the limp output shaft are connected by splines. This ensures that the connection between them is reliable and synchronized.
  • the present invention provides a three-speed parallel shaft dual-motor three-planetary hybrid power system, which can reduce the peak torque of the dual-drive motor, significantly reduce the size of the motor, and reduce the cost of the drive motor, which can be improved from the cost. the core competencies of the programme;
  • the present invention provides a three-speed parallel-shaft dual-motor three-planetary hybrid power system, whose dual motors adopt a parallel-shaft arrangement, which can greatly reduce the axial size of the powertrain, and can be used in a limited installation space for buses and coaches. , the layout is more flexible;
  • the present invention provides a three-speed parallel shaft dual-motor three-planetary hybrid power system.
  • the mode with the highest transmission efficiency is the engine directly driving the vehicle, which is Improve the transmission efficiency of the system, and use the engine to directly drive the vehicle, so the third gear sleeve is connected to the first hollow shaft, which can realize the direct drive of the engine and improve the fuel saving rate of the vehicle system;
  • the present invention provides a three-speed parallel-shaft dual-motor three-planetary hybrid power system.
  • the third gear sleeve is connected to the central shaft, so that the two motors can jointly drive the vehicle in a pure electric drive mode. In terms of pure electric drive, only a single motor can work, this solution can reduce the torque and power of the second motor and reduce the system cost;
  • the present invention provides a three-gear parallel-shaft dual-motor three-planetary hybrid power system, which can be applied to different vehicle types, including city buses, highway buses, long-distance buses, new energy trucks, new energy vehicles and other fields. .
  • FIG. 1 is a schematic structural diagram of a three-speed parallel-shaft dual-motor three-planetary hybrid power system according to the present invention.
  • FIG. 2 is a schematic structural diagram of a three-speed parallel-shaft dual-motor three-planetary-row hybrid power system including a limp module according to the present invention.
  • a three-speed parallel-shaft dual-motor three-planetary hybrid power system including an engine 100 , a flexible connector 200 , a housing 300 , and a central shaft 326 , the first hollow shaft 324, the second hollow shaft 319, the output front shaft 314, the output rear shaft 313, the first planetary row, the second planetary row, and the third planetary row;
  • the central shaft 326, the first hollow shaft 324, the second hollow shaft 319, the output front shaft 314, the first planetary row, the second planetary row, the third planetary row, the first motor 402, and the second motor 401 are all arranged in the inside the shell 300;
  • the first hollow shaft 324 is sleeved on the central shaft 326, and the second hollow shaft 319 is sleeved on the first hollow shaft 324;
  • the output end of the engine 100 and the central shaft 326 are connected in a transmission through the flexible connector 200;
  • the central shaft 326 is connected with the first hollow shaft 324 through a first planetary row.
  • the first planetary row includes a first sun gear 327, a first planetary gear 328, and a first planet carrier 315.
  • the first planetary carrier 315 is coaxially and fixedly connected, the first sun gear 327 is fixed on the first hollow shaft 324, the first planetary gear 328 is mounted on the first planetary carrier 315, and the first planetary gears 328 are respectively connected with the first sun gear
  • the wheel 327 meshes with the ring gear 311;
  • the second planetary row includes a second sun gear 329 , a second planetary gear 330 , and a second planetary carrier 316 , the second sun gear 329 is fixed on the second hollow shaft 319 , and the second planetary carrier 316 is fixed on In the housing 300, the second planetary gear 330 is mounted on the second planetary carrier 316, and the second planetary gear 330 meshes with the second sun gear 329 and the ring gear 311 respectively;
  • the third planetary row includes a third sun gear, a third planetary gear, and a third planet carrier.
  • the ring gear 311 and the third sun gear are transmitted through the output front shaft 314, and the outer ring gear 337 is fixed on the housing.
  • the third planetary gear is mounted on the third planetary carrier, the third planetary gear is meshed with the outer ring gear 337 and the third sun gear respectively, and the third planetary carrier and the final gear 500 pass through the output
  • the shaft 313 is drive-connected, and the main reducer 500 is drive-connected to the left wheel 701 and the right wheel 702 through the left half shaft 601 and the right half shaft 602 respectively;
  • a third gear sleeve 325 is arranged between the first hollow shaft 324 and the central shaft 326; the third gear sleeve 325 serves as a two-way brake, which is connected to the second gear 332 of the central shaft, or is connected to the first gear 331 of the first hollow shaft. Engaged to achieve the braking of the central shaft 326 or the first hollow shaft 324, respectively.
  • the first hollow shaft 324 is connected to the output shaft of the first motor 402 through the first reduction gear 323;
  • the output shaft of the second motor 401 is drive-connected with the second hollow shaft 319 through a deceleration mechanism.
  • the reduction mechanism in this embodiment is a three-speed reduction mechanism, which specifically includes a first gear sleeve 321 , a second gear sleeve 317 , a reduction shaft 800 , a front row reduction gear 308 coaxially arranged on the reduction shaft 800 , the middle The reduction gear 309 and the rear reduction gear 310; wherein, the transmission ratios of the front reduction gear 308, the intermediate reduction gear 309 and the rear reduction gear 310 are all different;
  • the outer ring of the second hollow shaft 319 is sleeved with a second hollow shaft first gear 322, a second hollow shaft second gear 320, a second hollow shaft meshing with the front reduction gear 308, the intermediate reduction gear 309, and the rear reduction gear 310.
  • the third gear 318 of the hollow shaft; the first gear sleeve 321 and the second gear sleeve 317 are connected to the second hollow shaft 319 in a transmission connection, and can slide axially along the second hollow shaft 319; wherein, the first gear sleeve 321 is arranged in Between the first gear 322 of the second hollow shaft and the second gear 320 of the second hollow shaft, the second gear sleeve 317 is disposed on one side of the third gear 318 of the second hollow shaft.
  • the first gear sleeve 321 includes three modes.
  • the first one is: the first gear sleeve 321 can slide to the left to mesh with the first gear 322 of the second hollow shaft, then the second hollow shaft 319 and the second hollow shaft 319
  • the motor 401 is connected through the front row reduction gear 308 to realize the first gear reduction transmission;
  • the second is: the first gear sleeve 321 can slide to the right to mesh with the second hollow shaft and the second gear 320, then the second hollow shaft 319 It is connected with the second motor 401 through the intermediate reduction gear 309 to realize the second gear reduction transmission;
  • the third type is: the first gear sleeve 321 remains in place.
  • the second gear sleeve 317 includes two modes: the first one is: the second gear sleeve 317 slides to the left and meshes with the second hollow shaft third gear 318 , then the second hollow shaft 319 and the second motor 401 is connected by transmission through the rear reduction gear 310 to realize the third gear reduction transmission; the second is: the second gear sleeve 317 remains in place.
  • the system of this embodiment has the following operating modes:
  • the system uses the dual motors of the first motor 402 and the second motor 401 to jointly drive the vehicle in a pure electric drive mode. Compared with the pure electric drive of other planetary schemes, which can only work with a single motor, this scheme can reduce the number of The torque and power of a motor 402 reduce system cost.
  • the third gear sleeve 325 When the third gear sleeve 325 is disengaged from the engagement with the second gear 332 of the central shaft, it slides to mesh with the first gear 331 of the first hollow shaft, and at the same time, the external splines of the third gear sleeve 325 are connected with the housing, thereby forming a pair of Braking of a hollow shaft 324 .
  • the vehicle is directly driven by the engine 100.
  • This mode increases the probability of using the engine to directly drive the entire vehicle, makes the transmission efficiency of the powertrain system higher, reduces the fuel consumption of the system, and improves the fuel saving rate of the entire vehicle system.
  • the system can use city bus and long-distance high-speed bus at the same time.
  • the third gear sleeve 325 does not mesh with the second gear 332 of the central shaft and the first gear 331 of the first hollow shaft, that is, neither the central shaft 326 nor the first hollow shaft 324 is braked.
  • the entire vehicle is driven by the engine 100 and the second motor 401 in a hybrid manner, and the first motor 402 generates electricity.
  • the braking energy can be recovered by the second motor 401, or the first motor 402 and the second motor 401 simultaneously. That is, the second motor 401 controls the speed reduction of the front reduction gear 308 , the intermediate reduction gear 309 , and the rear reduction gear 310 on the reduction shaft 800 respectively corresponding to the high, middle, and low gears, and the second hollow shaft 319 and the second sun.
  • the linkage of the wheels 329 enables different torques to be output by selecting three different gears.
  • the solution of the present invention can reduce the peak torque of the dual drive motors, significantly reduce the size of the motors, and reduce the cost of the drive motors; it can greatly reduce the axial size of the powertrain, and can be arranged in the limited installation space of buses and coaches.
  • the method is more flexible; it can realize the direct drive of the engine and improve the fuel saving rate of the whole vehicle system; at the same time, this scheme can reduce the torque and power of the second motor, and reduce the system cost; it can be applied to different models, including urban bus, Road buses, long-distance buses, new energy trucks, new energy vehicles and other fields.
  • This embodiment exemplarily shows a three-speed reduction structure composed of a front reduction gear 308, an intermediate reduction gear 309, and a rear reduction gear 310.
  • the reduction mechanism may also be a first-speed, Two or three gears or more settings.
  • the system further includes a limp input shaft 302, a limp output shaft 304, and a first gear 301 of the central shaft;
  • the limp input shaft 302 , the limp output shaft 304 and the first gear 301 of the central axis are all arranged in the casing 300 ;
  • the central shaft first gear 301 is arranged on the central shaft 326;
  • the lameness input shaft 302 is arranged in parallel with the central shaft 326, and the lameness input shaft 302 and the central shaft 326 are connected by transmission through the central shaft first gear 301;
  • the lameness output shaft 304 and the lameness input shaft 302 are coaxially arranged, and a fifth gear sleeve 303 is arranged between the lameness output shaft 304 and the lameness input shaft 302; the fifth gear sleeve 303 is simultaneously connected with the lameness input second gear 335, The first gear 336 of the lame output shaft meshes with each other, so that the lame output shaft 304 and the lame input shaft 302 rotate synchronously.
  • the lame output shaft 304 is connected with the second hollow shaft 319 through one of the lame output shaft second gear 305 or the lame output shaft third gear 307, the lame output shaft second gear 305 and the lame output shaft third gear 305.
  • the gear 307 is sleeved on the limp output shaft 304;
  • the lame output shaft 304 is also provided with a fourth gear sleeve 306, which can slide axially along the lame output shaft 304; the fourth gear sleeve 306 is arranged on the lame output shaft second gear 305 and the lame output shaft third gear 307 between.
  • the fourth gear sleeve 306 includes three modes: the first is: the fourth gear sleeve 306 can slide to the left and engage with the second gear 305 of the limp output shaft to realize the limp forward mode; the second is : the fourth gear sleeve 306 slides to the right and meshes with the third gear 307 of the limp output shaft, then the limp back mode can be realized; the third is: the fourth gear sleeve 306 remains in place.
  • the power route in this mode is: the power of the engine 100 meshes with the limp input first gear 334 through the first gear 301 of the central shaft, and is transmitted to the limp input shaft 302, and then the power is input to the limp output shaft 304 through the fifth gear sleeve 303,
  • the second gear 305 of the limp output shaft on the limp output shaft 304 meshes with the front reduction gear 308, and the front reduction gear 308 meshes with the first gear 322 of the second hollow shaft. So far, the power is transmitted to the second hollow shaft 319 to drive the whole machine.
  • the car moves forward, thus realizing the limp forward mode.
  • the power route of this mode is: the power of the engine 100 meshes with the limp input first gear 334 through the first gear 301 of the central shaft, and is transmitted to the limp input shaft 302, and then the power is input to the limp output shaft 304 through the fifth gear sleeve 303, and then limp.
  • the limp output shaft third gear 307 on the output shaft 304 is connected with the second hollow shaft second gear 320 through the intermediate reduction gear 309. At this time, the power is input to the second hollow shaft 319, thereby realizing the limp back mode.
  • the power route of this mode is as follows: the power of the engine 100 meshes with the limp input first gear 334 through the first gear 301 of the central shaft, and is transmitted to the limp input shaft 302, and then the power is input to the limp output shaft 304 through the fifth gear sleeve 303 for output, thereby Realize mechanical power take-off mode.
  • This mode is: the second motor 401 provides power, and the output end of the second motor 401 is connected with the second gear 305 of the limp output shaft through the front reduction gear 308, so that the power is transmitted to the limp output shaft 304, thus realizing the electric power take-off mode .
  • first gear sleeve 321 , the second gear sleeve 317 and the second hollow shaft 319 are connected by splines, and the fourth gear sleeve 306 and the limp output shaft 304 are connected by splines. This ensures that the connection between them is reliable and synchronized.
  • first motor 402 and the first hollow shaft 324 may also be connected in a transmission through one of a chain or a belt.
  • the first gear sleeve 321 , the second gear sleeve 317 , the third gear sleeve 325 , the fourth gear sleeve 306 , and the fifth gear sleeve 303 can all realize sliding switching through electronic control.
  • the system provided by the present invention adopts the parallel shaft arrangement of double motors, and is connected with different planetary row sun gears respectively through deceleration mechanisms, which can greatly reduce the axial length of the power assembly, reduce the layout space of the power assembly, and improve the power assembly. Scope of application for different models.
  • the connection method between the double planetary row and the engine By designing the connection method between the double planetary row and the engine, the use probability of the engine directly driving the vehicle is improved, the transmission efficiency of the powertrain system is higher, and the fuel consumption of the system is reduced.
  • the power of the engine can be decoupled, part of it is transmitted to the rear axle, and the other part is transmitted to the first motor for power generation. Through different mode switching, it can meet the needs of different working conditions.

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

Abstract

一种三挡平行轴式双电机三行星排混合动力系统，其包括发动机（100）、柔性连接器（200）、壳体（300）、中心轴（326）、第一空心轴（324）、第二空心轴（319）、输出前轴（314）、输出后轴（313），第一行星排、第二行星排、第三行星排；所述中心轴（326）、第一空心轴（324）、第二空心轴（319）、输出前轴（314）、第一行星排、第二行星排、第三行星排、第一电机（402）、第二电机（401）均设置在壳体（300）内，所述第一空心轴（324）套设于中心轴（326）上，所述第二空心轴（319）套设于第一空心轴（324）上。解决了现有混合动力总成系统中的电机最高转速较低，峰值扭矩较大，电机成本高；轴向长度较大，对布置空间要求高，车型适应性差等问题。

Description

一种三挡平行轴式双电机三行星排混合动力系统 技术领域
本发明涉及动力系统技术领域，尤其涉及一种三挡平行轴式双电机三行星排混合动力系统。
背景技术
车辆行驶性能的好坏不仅取决于发动机，而且也依赖于变速器以及变速器与发动机的匹配合理性有关。汽车变速器能够适应汽车起步、加速以及克服各种障碍条件下对驱动车轮牵引力和车速的不同要求，随着科技的发展，无级变速器是车辆理想的传动系统，具有连续改变传动比的能力，理论上可以使发动机始终在理想的工作区间运行，以提高车辆的动力性和经济性。
简单的行星齿轮机构是变速机构的基础，通常自动变速器的变速机构都由两排或三排以上行星齿轮机构组成。简单的行星齿轮机构中，位于行星齿轮机构中心的是太阳轮，太阳轮和行星轮常啮合，两个外齿轮啮合旋转方向相反。正如太阳位于太阳系的中心一样，太阳轮也因其位置而得名。行星轮除了可以绕行星架支承轴旋转外，在有些工况下，还会在行星架的带动下，围绕太阳轮的中心轴线旋转，这就像地球的自转和绕着太阳的公转一样，当出现这种情况时，就称为行星齿轮机构作用的传动方式。
因而，行星齿轮机构具有多自由度的特点，在混合动力总成系统中多利用两个电机来限制其自由度。通过两个电机分别对发动机的转速和转矩完全解耦，使发动机工作点可以自由控制，实现变速，并最大限度地提高混合动力总成系统燃油经济性。
目前，市场上多采用两个或两个以上行星轮系进行组合，虽然采用多个行星轮系使得混动力系统结构组合更加自由，但也造成混动系统构型复杂多样，并增加系统内功率流向以及系统效率的影响因素的复杂性和多样性。比如，现有的新能源城市公交客车，应用的行星排混合动力总成系统主要是双电机双行星排的同轴布置方案，主要存在以下几个问题：
1.两个驱动电机的最高转速较低，峰值扭矩较大，电机成本高；
2.同轴布置方案造成动力总成轴向长度较大，对布置空间要求高，车型适应性差；
3.仅能单独应用于城市公交客车，无法同时适配于长途客车，虽然能实现发动机直接驱动车辆，但发动机直接驱动车辆的应用概率很低，车型适配性较差。
4.由于受挡位的限制，无法适用功率、扭矩需求较大的车型，车型适配性较差。
发明内容
针对上述问题，本发明提供一种三挡平行轴式双电机三行星排混合动力系统，旨在解决现有的混合动力系统中电机最高转速较低，峰值扭矩较大，电机成本高；总成轴向长度较大，车型适应性差等问题。
本发明采取以下技术方案实现上述目的：
一种三挡平行轴式双电机三行星排混合动力系统，包括发动机、柔性连接器、壳体、中心轴、第一空心轴、第二空心轴、输出前轴、输出后轴，第一行星排、第二行星排、第三行星排；
所述中心轴、第一空心轴、第二空心轴、输出前轴、第一行星排、第二行星排、第三行星排、第一电机、第二电机均设置在壳体内；
所述第一空心轴套设于中心轴上，所述第二空心轴套设于第一空心轴上；
所述发动机输出端与中心轴通过柔性连接器传动连接；
所述中心轴与第一空心轴通过第一行星排传动连接，所述第一行星排包括第一太阳轮、第一行星轮、第一行星架，所述中心轴与第一行星架同轴固定连接，第一太阳轮固设于第一空心轴，第一行星轮安装在第一行星架上，所述第一行星轮分别与第一太阳轮和齿圈相啮合；
所述第二行星排包括第二太阳轮、第二行星轮、第二行星架，所述第二太阳轮固设于第二空心轴，所述第二行星架固设于壳体，所述第二行星轮安装在第二行星架上，所述第二行星轮分别与第二太阳轮和齿圈相啮合；
所述第三行星排包括第三太阳轮、第三行星轮、第三行星架，所述齿圈与第三太阳轮通过输出前轴传动，所述外齿圈固设于壳体，所述第三行星轮安装在第三行星架上，所述第三行星轮分别与外齿圈、第三太阳轮相啮合，所述第三行星架与主减速器通过输出后轴传动连接，所述主减速器与左车轮、右车轮分别通过左半轴、右半轴传动连接；
所述第一空心轴与中心轴之间设置有第三齿轮套；
所述第一空心轴与第一电机输出轴通过第一减速齿轮传动连接；
所述第二电机输出轴通过减速机构与第二空心轴传动连接。
进一步的，所述减速机构包括第一齿轮套、第二齿轮套、减速轴、在减速轴上同轴布设的前排减速齿轮、中间减速齿轮和后排减速齿轮；其中，前排减速齿轮、中间减速齿轮和后排减速齿轮的传动比均不相同；
第二空心轴的外环套设有与前排减速齿轮、中间减速齿轮、后排减速齿轮啮合的第二空 心轴第一齿轮、第二空心轴第二齿轮、第二空心轴第三齿轮；所述第一齿轮套、第二齿轮套与第二空心轴传动连接、且可沿第二空心轴轴向滑动；其中，第一齿轮套设置于第二空心轴第一齿轮、第二空心轴第二齿轮之间，第二齿轮套设置于第二空心轴第三齿轮的一侧。
进一步的，所述系统还包括跛行输入轴、跛行输出轴、中心轴第一齿轮；
所述跛行输入轴、跛行输出轴、中心轴第一齿轮均设置在壳体内；
所述中心轴第一齿轮设置于中心轴上；
所述跛行输入轴与中心轴平行设置，所述跛行输入轴与中心轴通过中心轴第一齿轮传动连接；
所述跛行输出轴与跛行输入轴同轴设置，所述跛行输出轴与跛行输入轴之间设置有第五齿轮套；
所述跛行输出轴与第二空心轴通过跛行输出轴第二齿轮或者跛行输出轴第三齿轮中的一种传动连接，所述跛行输出轴第二齿轮和跛行输出轴第三齿轮套设于跛行输出轴；
所述跛行输出轴上还设置有第四齿轮套，且其可沿跛行输出轴轴向滑动；第四齿轮套设置于跛行输出轴第二齿轮与跛行输出轴第三齿轮之间。
进一步的，所述第一齿轮套、第二齿轮套与第二空心轴为花键连接，第四齿轮套与跛行输出轴为为花键连接。这样可以保证它们之间的连接可靠和同步性。
本发明的有益效果是：
1.本发明提供的一种三挡平行轴式双电机三行星排混合动力系统，能够使得双驱动电机的峰值扭矩减少，电机尺寸明显减小，驱动电机的成本可减少，可从成本上提升该方案的核心竞争力；
2.本发明提供的一种三挡平行轴式双电机三行星排混合动力系统，其双电机采用平行轴布置方式，可大幅减少动力总成的轴向尺寸，在有限的公交客车安装空间内，布置方式更灵活；
3.本发明提供的一种三挡平行轴式双电机三行星排混合动力系统，双行星排混联方案和行星排输出的各驱动模式中，传动效率最高的模式是发动机直接驱动车辆，为提高系统传动效率，多用发动机直接驱动车辆，故将第三齿轮套与第一空心轴相连，可实现发动机直接驱动，提高整车系统节油率；
4.本发明提供的一种三挡平行轴式双电机三行星排混合动力系统，第三齿轮套与中心轴相连，能实现双电机共同以纯电驱动方式驱动车辆，相比其他行星排方案的纯电动驱动时只 能单电机工作而言，本方案能减小第二电机的扭矩、功率，减小系统成本；
5、本发明提供的一种三挡平行轴式双电机三行星排混合动力系统，能适用于不同车型，包括可用于城市公交客车、公路客车、长途客车、新能源卡车、新能源汽车等领域。
附图说明
图1为：本发明所述一种三挡平行轴式双电机三行星排混合动力系统结构示意图。
图2为：本发明所述一种三挡平行轴式双电机三行星排混合动力系统含跛行模块的结构示意图。
图中：100-发动机；200-柔性连接器；300-壳体；301-中心轴第一齿轮；302-跛行输入轴；303-第五齿轮套；304-跛行输出轴；305-跛行输出轴第二齿轮；306-第四齿轮套；307-跛行输出轴第三齿轮；308-前排减速齿轮；309-中间减速齿轮；310-后排减速齿轮；311-齿圈；312-第三行星排；313-输出后轴；314-输出前轴；315-第一行星架；316-第二行星架；317-第二齿轮套；318-第二空心轴第三齿轮；319-第二空心轴；320-第二空心轴第二齿轮；321-第一齿轮套；322-第二空心轴第一齿轮；323-第一减速齿轮；324-第一空心轴；325-第三齿轮套；326-中心轴；327-第一太阳轮；328-第一行星轮；329-第二太阳轮；330-第二行星轮；331-第一空心轴第一齿轮；332-中心轴第二齿轮；333-第一空心轴第二齿轮；334-跛行输入第一齿轮；335-跛行输入第二齿轮；336-跛行输出轴第一齿轮；337-外齿圈；401-第二电机；402-第一电机；500-主减速器；601-左半轴；602-右半轴；701-左车轮；702-右车轮；800-减速轴。
具体实施方式
下面结合附图和具体实施方式对本发明进行详细说明。
如图1、图2所示，为本发明的一个实施方式，提供一种三挡平行轴式双电机三行星排混合动力系统，包括发动机100、柔性连接器200、壳体300、中心轴326、第一空心轴324、第二空心轴319、输出前轴314、输出后轴313，第一行星排、第二行星排、第三行星排；
所述中心轴326、第一空心轴324、第二空心轴319、输出前轴314、第一行星排、第二行星排、第三行星排、第一电机402、第二电机401均设置在壳体300内；
所述第一空心轴324套设于中心轴326上，所述第二空心轴319套设于第一空心轴324上；
所述发动机100输出端与中心轴326通过柔性连接器200传动连接；
所述中心轴326与第一空心轴324通过第一行星排传动连接，所述第一行星排包括第一太阳轮327、第一行星轮328、第一行星架315，所述中心轴326与第一行星架315同轴固定连接，第一太阳轮327固设于第一空心轴324，第一行星轮328安装在第一行星架315上，所述第一行星轮328分别与第一太阳轮327和齿圈311相啮合；
所述第二行星排包括第二太阳轮329、第二行星轮330、第二行星架316，所述第二太阳轮329固设于第二空心轴319，所述第二行星架316固设于壳体300，所述第二行星轮330安装在第二行星架316上，所述第二行星轮330分别与第二太阳轮329和齿圈311相啮合；
所述第三行星排包括第三太阳轮、第三行星轮、第三行星架，所述齿圈311与第三太阳轮通过输出前轴314传动，所述外齿圈337固设在于壳体300，所述第三行星轮安装在第三行星架上，所述第三行星轮分别与外齿圈337、第三太阳轮相啮合，所述第三行星架与主减速器500通过输出后轴313传动连接，所述主减速器500与左车轮701、右车轮702分别通过左半轴601、右半轴602传动连接；
所述第一空心轴324与中心轴326之间设置有第三齿轮套325；第三齿轮套325作为双向制动，其与中心轴第二齿轮332，或者与第一空心轴第一齿轮331啮合，分别实现对中心轴326或第一空心轴324的制动。
所述第一空心轴324与第一电机402输出轴通过第一减速齿轮323传动连接；
所述第二电机401输出轴通过减速机构与第二空心轴319传动连接。
具体的，本实施例中的减速机构为三挡减速机构，具体包括第一齿轮套321、第二齿轮套317、减速轴800、在减速轴800上同轴布设的前排减速齿轮308、中间减速齿轮309和后排减速齿轮310；其中，前排减速齿轮308、中间减速齿轮309和后排减速齿轮310的传动比均不相同；
第二空心轴319的外环套设有与前排减速齿轮308、中间减速齿轮309、后排减速齿轮310啮合的第二空心轴第一齿轮322、第二空心轴第二齿轮320、第二空心轴第三齿轮318；所述第一齿轮套321、第二齿轮套317与第二空心轴319传动连接、且可沿第二空心轴319轴向滑动；其中，第一齿轮套321设置于第二空心轴第一齿轮322、第二空心轴第二齿轮320之间，第二齿轮套317设置于第二空心轴第三齿轮318的一侧。
如图1所示，第一齿轮套321包括三种模式，第一种是：第一齿轮套321可向左滑动与第二空心轴第一齿轮322啮合，则第二空心轴319与第二电机401通过前排减速齿轮308传动连接，实现其中第一挡减速传动；第二种是：第一齿轮套321可向右滑动与第二空心轴第二齿轮320啮合，则第二空心轴319与第二电机401通过中间减速齿轮309传动连接，实现 其中第二挡减速传动；第三种是：第一齿轮套321保持原位不动。
如图1所示，第二齿轮套317包括两种模式：第一种是：第二齿轮套317向左滑动与第二空心轴第三齿轮318啮合，则第二空心轴319与第二电机401通过后排减速齿轮310传动连接，实现其中的第三挡减速传动；第二种是：第二齿轮套317保持原位不动。
因此本实施例的系统有如下的运行模式：
(1)纯电动模式
当第三齿轮套325滑动到与中心轴第二齿轮332相啮合，同时第三齿轮套325的外花键与壳体连接，从而形成对中心轴326的制动。此时，系统以第一电机402和第二电机401的双电机共同以纯电驱动方式驱动车辆，相比其他行星排方案的纯电动驱动时只能单电机工作而言，该方案能减小第一电机402的扭矩、功率，减小系统成本。
(2)纯发动机模式
当第三齿轮套325脱离与中心轴第二齿轮332的啮合，滑动到与第一空心轴第一齿轮331相啮合，同时第三齿轮套325的外花键与壳体连接，从而形成对第一空心轴324的制动。这时，由发动机100直接驱动车辆，这样的模式提高发动机直接驱动整车运行的使用概率，使动力总成系统的传动效率更高，降低系统的燃油消耗，提高整车系统节油率，该系统能同时使用到城市公交客车和长途高速客车。
(3)混合驱动模式
该模式下，第三齿轮套325均不与中心轴第二齿轮332，第一空心轴第一齿轮331相啮合，即不对中心轴326，也不对第一空心轴324制动。这时，整车通过发动机100和第二电机401混合驱动，而第一电机402进行发电。
(4)回馈制动
当进行刹车时，可通过第二电机401，或者第一电机402和第二电机401同时回收制动能量。即第二电机401通过对减速轴800上的前排减速齿轮308、中间减速齿轮309、后排减速齿轮310分别对应高、中、低三挡减速控制，以及第二空心轴319与第二太阳轮329的联动，从而实现通过选择三种不同的挡位输出不同扭矩。
因而，本发明的方案，能够双驱动电机的峰值扭矩减少，电机尺寸明显减小，驱动电机的成本可减少；可大幅减少动力总成的轴向尺寸，在有限的公交客车安装空间内，布置方式更灵活；可实现发动机直接驱动，提高整车系统节油率；同时本方案能减小第二电机的扭矩、功率，减小系统成本；能适用于不同车型，包括可用于城市公交客车、公路客车、长途客车、 新能源卡车、新能源汽车等领域。
本实施例示例性的示出了前排减速齿轮308、中间减速齿轮309、后排减速齿轮310组成的三挡减速架构，根据其他实施例或实际应用中，该减速机构还可以为一挡、两挡或者三挡以上的设置。
如图2所示，在另一些实施例中，所述系统还包括跛行输入轴302、跛行输出轴304、中心轴第一齿轮301；
所述跛行输入轴302、跛行输出轴304、中心轴第一齿轮301均设置在壳体300内；
所述中心轴第一齿轮301设置于中心轴326上；
所述跛行输入轴302与中心轴326平行设置，所述跛行输入轴302与中心轴326通过中心轴第一齿轮301传动连接；
所述跛行输出轴304与跛行输入轴302同轴设置，所述跛行输出轴304与跛行输入轴302之间设置有第五齿轮套303；第五齿轮套303同时与跛行输入第二齿轮335、跛行输出轴第一齿轮336相啮合，实现跛行输出轴304与跛行输入轴302同步转动。
所述跛行输出轴304与第二空心轴319通过跛行输出轴第二齿轮305或者跛行输出轴第三齿轮307中的一种传动连接，所述跛行输出轴第二齿轮305和跛行输出轴第三齿轮307套设于跛行输出轴304；
所述跛行输出轴304上还设置有第四齿轮套306，且其可沿跛行输出轴304轴向滑动；第四齿轮套306设置于跛行输出轴第二齿轮305与跛行输出轴第三齿轮307之间。
如图2所示，第四齿轮套306包括三种模式：第一种是：第四齿轮套306可以向左滑动与跛行输出轴第二齿轮305相啮合，实现跛行前进模式；第二种是：第四齿轮套306向右滑动与跛行输出轴第三齿轮307相啮合，则可以实现跛行后退模式；第三种是：第四齿轮套306原位保持不动。
在本实施例中除了上述实施例的运行模式，还有以下具体的运行模式：
(1)跛行前进模式
该模式下的动力路线为：发动机100动力经过中心轴第一齿轮301与跛行输入第一齿轮334啮合，传到跛行输入轴302，而后通过第五齿轮套303动力输入到跛行输出轴304，通过跛行输出轴304上的跛行输出轴第二齿轮305与前排减速齿轮308的啮合，而前排减速齿轮308与第二空心轴第一齿轮322啮合，至此动力传入第二空心轴319驱动整车前进，从而实现跛行前进模式。
(2)跛行后退模式
该模式的动力路线为：发动机100动力经过中心轴第一齿轮301与跛行输入第一齿轮334啮合，传到跛行输入轴302，而后通过第五齿轮套303动力输入到跛行输出轴304，而后跛行输出轴304上的跛行输出轴第三齿轮307与第二空心轴第二齿轮320通过中间减速齿轮309传动连接，这时，动力就输入到第二空心轴319，从而实现跛行后退模式。
(3)机械取力模式
该模式的动力路线如下：发动机100动力经过中心轴第一齿轮301与跛行输入第一齿轮334啮合，传到跛行输入轴302，而后通过第五齿轮套303动力输入到跛行输出轴304输出，从而实现机械取力模式。
(4)电动取力模式
该模式为：由第二电机401提供动力，第二电机401输出端与跛行输出轴第二齿轮305通过前排减速齿轮308传动连接，从而动力传入跛行输出轴304，因此实现电动取力模式。
进一步的，所述第一齿轮套321、第二齿轮套317与第二空心轴319为花键连接，第四齿轮套306与跛行输出轴304为为花键连接。这样可以保证它们之间的连接可靠和同步性。
另外，在一些具体实施例中，第一电机402与第一空心轴324也可通过链条或皮带中的一种实现传动连接。
在其他实施例中，第一齿轮套321、第二齿轮套317、第三齿轮套325、第四齿轮套306、第五齿轮套303均可通过电控方式实现滑动切换。
本发明提供的系统，采用双电机平行轴布置，且分别通过减速机构与不同的行星排太阳轮连接，能大幅减少动力总成的轴向长度，减少动力总成的布置空间，提高动力总成对不同车型的适用范围。通过设计双行星排与发动机的连接方式，提高发动机直接驱动整车运行的使用概率，使动力总成系统的传动效率更高，降低系统的燃油消耗。通过双行星排共用齿圈，可将发动机的动力解耦，一部分传递给后桥，另一部分传递给第一电机进行发电。通过不同的模式切换，满足不同工况的使用需求。

Claims (4)

  1. 一种三挡平行轴式双电机三行星排混合动力系统，其特征在于，包括发动机(100)、柔性连接器(200)、壳体(300)、中心轴(326)、第一空心轴(324)、第二空心轴(319)、输出前轴(314)、输出后轴(313)，第一行星排、第二行星排、第三行星排；
    所述中心轴(326)、第一空心轴(324)、第二空心轴(319)、输出前轴(314)、第一行星排、第二行星排、第三行星排、第一电机(402)、第二电机(401)均设置在壳体(300)内；
    所述第一空心轴(324)套设于中心轴(326)上，所述第二空心轴(319)套设于第一空心轴(324)上；
    所述发动机(100)输出端与中心轴(326)通过柔性连接器(200)传动连接；
    所述中心轴(326)与第一空心轴(324)通过第一行星排传动连接，所述第一行星排包括第一太阳轮(327)、第一行星轮(328)、第一行星架(315)，所述中心轴(326)与第一行星架(315)同轴固定连接，第一太阳轮(327)固设于第一空心轴(324)，第一行星轮(328)安装在第一行星架(315)上，所述第一行星轮(328)分别与第一太阳轮(327)和齿圈(311)相啮合；
    所述第二行星排包括第二太阳轮(329)、第二行星轮(330)、第二行星架(316)，所述第二太阳轮(329)固设于第二空心轴(319)，所述第二行星架(316)固设于壳体(300)，所述第二行星轮(330)安装在第二行星架(316)上，所述第二行星轮(330)分别与第二太阳轮(329)和齿圈(311)相啮合；
    所述第三行星排包括第三太阳轮、第三行星轮、第三行星架，所述齿圈(311)与第三太阳轮通过输出前轴(314)传动，所述外齿圈(337)固设在于壳体(300)，所述第三行星轮安装在第三行星架上，所述第三行星轮分别与外齿圈(337)、第三太阳轮相啮合，所述第三行星架与主减速器(500)通过输出后轴(313)传动连接，所述主减速器(500)与左车轮(701)、右车轮(702)分别通过左半轴(601)、右半轴(602)传动连接；
    所述第一空心轴(324)与中心轴(326)之间设置有第三齿轮套(325)；
    所述第一空心轴(324)与第一电机(402)输出轴通过第一减速齿轮(323)传动连接；
    所述第二电机(401)输出轴通过减速机构与第二空心轴(319)传动连接。
  2. 根据权利要求1所述的系统，其特征在于：所述减速机构包括第一齿轮套(321)、第二齿轮套(317)、减速轴(800)、在减速轴(800)上同轴布设的前排减速齿轮(308)、中间减速齿轮(309)和后排减速齿轮(310)；其中，前排减速齿轮(308)、中间减速齿轮(309)和后排减速齿轮(310)的传动比均不相同；
    第二空心轴(319)的外环套设有与前排减速齿轮(308)、中间减速齿轮(309)、后排减速齿轮(310)啮合的第二空心轴第一齿轮(322)、第二空心轴第二齿轮(320)、第二空心轴第三齿轮(318)；所述第一齿轮套(321)、第二齿轮套(317)与第二空心轴(319)传动连接、且可沿第二空心轴(319)轴向滑动；其中，第一齿轮套(321)设置于第二空心轴第一齿轮(322)、第二空心轴第二齿轮(320)之间，第二齿轮套(317)设置于第二空心轴第三齿轮(318)的一侧。
  3. 根据权利要求1或2所述的系统，其特征在于：
    所述系统还包括跛行输入轴(302)、跛行输出轴(304)、中心轴第一齿轮(301)；
    所述跛行输入轴(302)、跛行输出轴(304)、中心轴第一齿轮(301)均设置在壳体(300)内；
    所述中心轴第一齿轮(301)设置于中心轴(326)上；
    所述跛行输入轴(302)与中心轴(326)平行设置，所述跛行输入轴(302)与中心轴(326)通过中心轴第一齿轮(301)传动连接；
    所述跛行输出轴(304)与跛行输入轴(302)同轴设置，所述跛行输出轴(304)与跛行输入轴(302)之间设置有第五齿轮套(303)；
    所述跛行输出轴(304)与第二空心轴(319)通过跛行输出轴第二齿轮(305)或者跛行输出轴第三齿轮(307)中的一种传动连接，所述跛行输出轴第二齿轮(305)和跛行输出轴第三齿轮(307)套设于跛行输出轴(304)；
    所述跛行输出轴(304)上还设置有第四齿轮套(306)，且其可沿跛行输出轴(304)轴向滑动；第四齿轮套(306)设置于跛行输出轴第二齿轮(305)与跛行输出轴第三齿轮(307)之间。
  4. 根据权利要求3所述的系统，其特征在于，所述第一齿轮套(321)、第二齿轮套(317)与第二空心轴(319)为花键连接，第四齿轮套(306)与跛行输出轴(304)为花键连接。
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