WO2022135407A1 - 一种具有动力断开功能的同轴式纯电动汽车动力系统及汽车 - Google Patents

一种具有动力断开功能的同轴式纯电动汽车动力系统及汽车 Download PDF

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WO2022135407A1
WO2022135407A1 PCT/CN2021/140141 CN2021140141W WO2022135407A1 WO 2022135407 A1 WO2022135407 A1 WO 2022135407A1 CN 2021140141 W CN2021140141 W CN 2021140141W WO 2022135407 A1 WO2022135407 A1 WO 2022135407A1
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WIPO (PCT)
Prior art keywords
gear
intermediate shaft
motor
disconnecting
clutch
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PCT/CN2021/140141
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English (en)
French (fr)
Inventor
熊银斌
刘泓清
王睿
黄华鑫
朱士雷
崔师
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武汉路特斯汽车有限公司
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Publication of WO2022135407A1 publication Critical patent/WO2022135407A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/02—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
    • 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
    • B60K17/16—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
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/22—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or type of main drive shafting, e.g. cardan shaft

Definitions

  • the invention relates to the technical field of electric vehicle power transmission systems, in particular to a coaxial pure electric vehicle power system with a power disconnection function and an automobile.
  • the state has formulated relevant regulations and policies for the power consumption indicators of electric vehicles, such as NEDC (European Cycle Conditions, New Europe Driving Cycle, referred to as "" NEDC”) and WLTC (Worldwide Light-duty Test Cycle, referred to as “WLTC”) energy consumption rate, vehicle energy consumption limits, etc. Therefore, how to reduce the energy consumption rate of the whole vehicle and improve the cruising range of the whole vehicle has become a topic that everyone focuses on.
  • NEDC European Cycle Conditions, New Europe Driving Cycle, referred to as "" NEDC”
  • WLTC Worldwide Light-duty Test Cycle
  • Scheme 1 Through the optimization of the energy recovery strategy of pure electric vehicles, the time and proportion of the motor braking action are appropriately increased, and the cruising range of the vehicle is effectively extended. , Reduce the power consumption of the whole vehicle;
  • Option 2 analyze the energy transmission components that affect the economy of pure electric vehicles, improve the transmission efficiency of motors, electronic controls, batteries, etc.; improve the energy consumption economy of pure electric vehicles.
  • the braking energy recovery efficiency is generally around 10% to 30%, and the braking energy recovery
  • the design requirements for the whole vehicle transmission system are higher, and for a four-wheel drive vehicle, the energy recovery efficiency of a single electric drive system is often higher than the energy recovery efficiency of two electric drive systems;
  • the ordinary electric drive system can be optimized through optimization
  • the design improves the transmission efficiency, but when the whole vehicle is sliding or the whole vehicle is single-drive, because there is no disconnection function, the entire drag torque becomes larger, which will eventually increase the energy consumption of the whole vehicle and reduce the cruising range.
  • the present invention provides a method that can disconnect the transmission path of the intermediate shaft when the whole vehicle is taxiing or the whole vehicle is single-drive, so as to realize the disconnection between the wheel end and the motor end, reduce the drag torque and improve the endurance.
  • a kind of coaxial pure electric vehicle power system with power disconnection function is provided.
  • a coaxial pure electric vehicle power system with a power disconnection function comprising: a motor, a gear, an intermediate shaft assembly, a shift drive mechanism, a differential assembly and an output shaft; the motor is connected with the gear, and the to drive the gear to rotate; the gear and the intermediate shaft assembly form a gear transmission mechanism; the intermediate shaft assembly includes an intermediate shaft and a connecting and disconnecting gear; the shifting drive mechanism is used to make the connecting and disconnecting gear and the The intermediate shaft is connected or disconnected; when the intermediate shaft is connected with the connecting and disconnecting gear, the power is sequentially transmitted through the motor, the gear, the connecting and disconnecting gear, the intermediate shaft and the differential assembly to the output shaft; when the intermediate shaft is disconnected from the connection and disconnection gear, the connection and disconnection gear idles.
  • the intermediate shaft assembly further includes a sliding sleeve and a clutch;
  • the shifting drive mechanism includes a cam mechanism; the sliding sleeve is engaged and disengaged from the clutch under the action of the cam mechanism; When the sleeve is engaged with the clutch, the intermediate shaft is connected with the disconnecting gear; when the sliding sleeve is disconnected from the clutch, the intermediate shaft is disconnected from the disconnecting gear.
  • the intermediate shaft assembly further includes a bearing; the connecting and disconnecting gear is sleeved on the intermediate shaft through the bearing.
  • the bearing is a needle bearing.
  • the motor includes a motor shaft, the sliding sleeve is splined with the disconnecting gear, the clutch is splined with the intermediate shaft, and the gear is splined with the motor shaft.
  • the shift drive mechanism further includes a shift motor and a gear pair; the shift motor is used to drive the gear pair; the gear pair is used to drive the cam mechanism to rotate, when the sliding sleeve is facing the When the side close to the clutch moves, the engagement between the sliding sleeve and the clutch is completed, so as to realize the connection between the disconnecting gear and the intermediate shaft.
  • the shift drive mechanism further includes a shift motor and a gear pair; the shift motor is used to drive the gear pair; the gear pair is used to drive the cam mechanism to rotate, when the sliding sleeve is facing the When the side away from the clutch moves, the sliding sleeve is disconnected from the clutch, thereby realizing the disconnection of the disconnecting gear and the intermediate shaft.
  • the rotor of the motor is a hollow shaft structure.
  • the differential assembly includes a differential housing, a final reduction gear, a first planetary gear, a second planetary gear, side gears and a planetary gear shaft.
  • the invention also discloses an automobile, comprising the coaxial pure electric automobile power system with a power disconnection function according to any of the above solutions.
  • the coaxial pure electric vehicle power system with the power disconnection function provided by the present invention has the following beneficial effects:
  • a shifting drive mechanism By adding a shifting drive mechanism to the transmission system, it is used to connect or disconnect the disconnecting gear and the intermediate shaft (when the intermediate shaft is connected to the disconnecting gear, the power is passed through the motor, the The gear, the disconnecting gear, the intermediate shaft and the differential assembly are transmitted to the output shaft; when the intermediate shaft is disconnected from the disconnecting gear, the disconnecting gear is idling), so that
  • braking energy recovery is no longer performed, which reduces the braking energy recovery conditions, reduces the difficulty of structural design, and achieves the purpose of increasing the cruising range; under the same motor, electronic control, and battery transmission efficiency, the The transmission path of the intermediate shaft is opened to realize the disconnection of the wheel end and the motor end, which reduces the drag torque, which can more effectively reduce the energy consumption of the whole vehicle and improve the cruising range.
  • FIG. 1 is a schematic structural diagram of a coaxial pure electric vehicle power system with a power disconnection function provided by an embodiment of the present invention
  • FIG. 2 is a schematic structural diagram of an intermediate shaft assembly in a disconnected state in a coaxial pure electric vehicle power system with a power disconnection function provided by an embodiment of the present invention
  • references herein to "one embodiment” or “an embodiment” refers to a particular feature, structure, or characteristic that may be included in at least one implementation of the present invention.
  • the orientations or positional relationships indicated by the terms “upper”, “lower”, “top”, “bottom”, etc. are based on the orientations or positional relationships shown in the accompanying drawings, only for the purpose of It is convenient to describe the present invention and to simplify the description, rather than indicating or implying that the device or element referred to must have a particular orientation, be constructed and operate in a particular orientation, and therefore should not be construed as limiting the invention.
  • an embodiment of the present invention provides a coaxial pure electric vehicle power system with a power disconnection function, including: a motor 1, a gear 2, an intermediate shaft assembly 3, a shift drive mechanism 4, a differential
  • the motor 1 is connected with the gear 2 to drive the gear 2 to rotate; the gear 2 and the intermediate shaft assembly 3 form a gear 2 transmission mechanism; the intermediate shaft assembly 3.
  • the shift drive mechanism 4 is used to connect or disconnect the connecting and disconnecting gear 32 with the intermediate shaft 31; the intermediate shaft 31 and the connecting and disconnecting gear 32 When connecting, power is transmitted to the output shaft 6 through the motor 1, the gear 2, the disconnecting gear 32, the intermediate shaft 31 and the differential assembly 5 in sequence; the intermediate shaft 31 and the When the connection and disconnection gear 32 is disconnected, the connection and disconnection gear 32 idles.
  • the coaxial pure electric vehicle power system with the power disconnection function provided by the embodiment of the present invention is used to connect the disconnecting gear 32 to the intermediate shaft 31 or connect the disconnecting gear 32 to the intermediate shaft 31 by adding a shift drive mechanism 4 to the transmission system.
  • Disconnect when the intermediate shaft 31 is connected with the disconnecting gear 32, the power passes through the motor 1, the gear 2, the disconnecting gear 32, the intermediate shaft 31 and the differential assembly in sequence 5 is transmitted to the output shaft; when the intermediate shaft 31 is disconnected from the connecting and disconnecting gear 32, the connecting and disconnecting gear 32 idles), so that when the whole vehicle is coasting, braking energy recovery is no longer performed, reducing braking
  • the kinetic energy recovery condition reduces the difficulty of structural design and achieves the purpose of increasing the cruising range.
  • the cruising mileage improved by the disconnection function is higher than the cruising range improved by the braking energy recovery under the "NEDC" condition. 3% to 5% higher; under the same transmission efficiency of the motor, electronic control and battery, by disconnecting the transmission path of the intermediate shaft, the wheel end and the motor end are disconnected, reducing the drag torque, and can more effectively reduce the overall The energy consumption of the car increases the cruising range.
  • the intermediate shaft assembly 3 further includes a sliding sleeve 33 and a clutch 34 ;
  • the shifting driving mechanism 4 includes a cam mechanism 41 ;
  • the sliding sleeve 33 is under the action of the cam mechanism 41 .
  • the intermediate shaft assembly 3 further includes a bearing 35 ; the disconnecting gear 32 is sleeved on the intermediate shaft 31 through the bearing 35 .
  • the bearing 35 may be a needle roller bearing; a gasket 36 may also be provided on the side of the bearing 35 close to the motor 1 .
  • the motor 1 includes a motor shaft (not shown in the figure), the sliding sleeve 33 and the disconnecting gear 32 , the clutch 34 and the intermediate shaft 31 and the gear 2 and the motor shaft can be connected by splines.
  • the shift drive mechanism 4 further includes a shift motor 42 and a gear pair 43; the shift motor 42 is used to drive the gear pair 43; the gear pair 43 is used to drive
  • the cam mechanism 41 rotates, and when the sliding sleeve 33 moves toward the side close to the clutch 34 , the engagement between the sliding sleeve 33 and the clutch 34 is completed, so as to realize the disconnection between the gear 32 and the clutch 34 .
  • the connection of the intermediate shaft 31; when the sliding sleeve 33 moves toward the side away from the clutch 34, the disconnection of the sliding sleeve 33 and the clutch 34 is completed, so as to realize the disconnection between the gear 32 and the clutch 34.
  • the recovery rate is finally realized to improve the cruising range.
  • the rotor 11 of the motor 1 may be a hollow shaft structure.
  • the differential assembly 5 includes a differential housing 51 , a final reduction gear 52 , a first planetary gear 53 , a second planetary gear 54 , a side gear 55 and a planetary gear shaft 56 .
  • the shift drive mechanism 4 rotates through the shift motor 42 to drive the gear pair 43 to rotate, thereby driving the cam mechanism 41 to rotate, and the cam mechanism 41 drives the sliding sleeve 33 to move to the right, the sliding sleeve 33 and the clutch 34
  • the connection between the disconnecting gear 32 and the intermediate shaft 31 is realized.
  • the electric drive When the electric drive receives the VCU shift (combination) requirement, first identify and calculate, determine the required motor speed, and then adjust the motor speed until the motor speed matches the wheel end speed (based on the design of the dog-tooth differential, The speed difference between the motor (connecting and disconnecting gear 32) and the wheel end (intermediate shaft 31-dog teeth differential) is about 50-100rpm/min. After the motor speed regulation is completed, the feedback information is received, and then the gear shift stage is entered to complete the entire shift process. .
  • the shifting drive mechanism 2 rotates through the shifting motor 42 , which drives the gear pair 43 to rotate, and then drives the cam mechanism 41 to rotate.
  • the cam mechanism 41 drives the sliding sleeve 33 to move to the left, and the sliding sleeve 33 and the clutch 34
  • the disconnection of the disconnection gear 32 and the intermediate shaft 31 is realized.
  • the connection and disconnection gear 32 is idly sleeved on the intermediate shaft 31 through the bearing 35 , the connection and disconnection gear 32 is idling, and finally the connection and disconnection gear 32 is disconnected from the intermediate shaft 31 .
  • the working condition is generally that the whole vehicle only needs one electric drive (Condition 1) or enters the taxiing condition (Condition 2), which needs to be disconnected to reduce drag loss or improve the braking energy recovery rate.
  • the whole vehicle when coasting, the whole vehicle generally performs braking energy recovery, and the braking energy recovery rate of one electric drive is greater than the energy recovery rate of two electric drives, because the greater the load, the greater the braking energy recovery. higher rate.
  • the motor When the whole vehicle judges that the electric drive needs to be disconnected based on the strategy, the motor first reduces the torque. After the torque reduction is completed, the feedback signal is sent to the electric drive. After the gear shift is completed, the motor needs to be decelerated based on the needs of the entire vehicle. When the speed drops to the target speed, the entire gear shift is completed. At this time, the electric drive does not perform power output, because after disconnection, no braking energy recovery is performed. At the same time, due to disconnection, the drag loss of the entire electric drive is reduced (reduces the drag loss of disconnecting gears, gears and motors). ) to achieve the purpose of increasing the cruising range.
  • An embodiment of the present invention further discloses an automobile, which includes the coaxial pure electric vehicle power system with a power disconnection function according to any of the above embodiments.

Abstract

一种具有动力断开功能的同轴式纯电动汽车动力系统及汽车，包括：电机（1）、齿轮（2）、中间轴组件（3）、换档驱动机构（4）、差速器组件（5）和输出轴（6）；电机（1）与齿轮（2）连接，用于驱动齿轮转动；齿轮（2）与中间轴组件（3）、差速器组件（5）组成齿轮传动机构；中间轴组件（3）包括中间轴（31）和接断齿轮（32）；换档驱动机构（4）用于使接断齿轮（32）与中间轴（31）连接或断开；中间轴与接断齿轮连接时，动力依次通过电机、齿轮、接断齿轮、中间轴和差速器组件传递到输出轴；中间轴与接断齿轮断开时，接断齿轮空转。通过断开中间轴传递路径，实现了轮端与电机端断开，降低了拖曳扭矩，有效的降低了整车能耗，提高了续航里程。

Description

一种具有动力断开功能的同轴式纯电动汽车动力系统及汽车 技术领域
本发明涉及电动汽车动力传递系统技术领域，具体涉及一种具有动力断开功能的同轴式纯电动汽车动力系统及汽车。
背景技术
在当前国际石油储能不足、能源安全问题严峻，环境污染日益严峻的背景下，新能源领域的关键技术不断发展，轻量化、电气化的新能源汽车取代传统燃油车早就不存在技术问题，其中部分国家已经制定禁售燃油车期限，而电动汽车作为新能源汽车中的重要项目，近些年来一直有受到国家的扶持与帮助。发展纯电动汽车已经是当今世界各国面临的大趋势，是科技发展推动的必经之路，虽然，目前电动车的发展还面临着种种困难，其中类似于传统汽油车油耗指标，电耗也是考核电动车性能的一项重要参数，也是衡量新能源汽车补贴的关键指标，国家对电动车整车电耗指标制定了相关的法规政策，如NEDC(欧洲循环工况，New Europe Driving Cycle，简称“NEDC”)和WLTC(全球轻型车统一测试循环，Worldwide Light-duty Test Cycle，简称“WLTC”)能量消耗率、整车能耗限值等。所以如何降低整车能量消耗率，提高整车续航里程已成为一个大家重点关注的话题。
近年来，一般通过以下两种方案降耗提效，方案一：通过对纯电动汽车的能量回收策略的优化，适当的提高了电机制动起作用的时间及比例有效的延长了整车续航里程、降低了整车电耗；方案二：对影响纯电动汽车经济性的能量传递各部件进行分析，提高电机、电控、电池等传递效率；改善纯电动汽车的能耗经济性。
虽然通过制动能量回收和提高电机、电控、电池等传递效率可以提高续航里程，但是存在以下不足：第一方面，制动能量回收效率一般在10％～30％左右，而且制动能量回收对整车传动系统设计要求更高，同时对于一台四驱车，往往单个电驱系统能量回收的效率高于两个电驱系统 能量回收的效率；第二方面，普通电驱系统虽然可以通过优化设计提高传递效率，但是在整车滑行工况或者整车单驱的时候，由于没有断开功能，导致整个拖曳扭矩变大，最终会增加整车能耗，降低续航里程。
发明内容
针对背景技术中的技术问题，本发明提供了一种能够实现在整车滑行或者整车单驱的时候，断开中间轴传递路径，实现轮端与电机端断开，降低拖曳扭矩，提高续航里程的一种具有动力断开功能的同轴式纯电动汽车动力系统。
本发明是通过以下技术方案实现的：
一种具有动力断开功能的同轴式纯电动汽车动力系统，包括：电机、齿轮、中间轴组件、换档驱动机构、差速器组件和输出轴；所述电机与所述齿轮连接，用于驱动所述齿轮转动；所述齿轮与所述中间轴组件组成齿轮传动机构；所述中间轴组件包括中间轴和接断齿轮；所述换档驱动机构用于使所述接断齿轮与所述中间轴连接或断开；所述中间轴与所述接断齿轮连接时，动力依次通过所述电机、所述齿轮、所述接断齿轮、所述中间轴和所述差速器组件传递到所述输出轴；所述中间轴与所述接断齿轮断开时，所述接断齿轮空转。
进一步地，所述中间轴组件还包括滑套和离合器；所述换档驱动机构包括凸轮机构；所述滑套在所述凸轮机构的作用下完成与所述离合器的接合与分离；所述滑套与所述离合器接合时，所述中间轴与所述接断齿轮连接；所述滑套与所述离合器断开时，所述中间轴与所述接断齿轮断开。
进一步地，所述中间轴组件还包括轴承；所述接断齿轮通过所述轴承套接于所述中间轴上。
进一步地，所述轴承为滚针轴承。
进一步地，所述电机包括电机轴，所述滑套与所述接断齿轮花键连接；所述离合器与所述中间轴花键连接；所述齿轮与所述电机轴花键连接。
进一步地，所述换档驱动机构还包括换档电机和齿轮副；所述换档电机用于驱动所述齿轮副；所述齿轮副用于带动所述凸轮机构转动，在所述滑套向着靠近所述离合器的一侧运动时，完成所述滑套与所述离合器的接合，从而实现所述接断齿轮与所述中间轴的连接。
进一步地，所述换档驱动机构还包括换档电机和齿轮副；所述换档电机用于驱动所述齿轮副；所述齿轮副用于带动所述凸轮机构转动，在所述滑套向着远离所述离合器的一侧运动时，完成所述滑套与所述离合器的断开，从而实现所述接断齿轮与所述中间轴的断开。
进一步地，所述电机的转子为空心轴结构。
进一步地，所述差速器组件包含差速器壳体、主减速齿轮、第一行星齿轮、第二行星齿轮齿轮、半轴齿轮和行星齿轮轴。
本发明还公开了一种汽车，包括上述任一方案所述的具有动力断开功能的同轴式纯电动汽车动力系统。
采用上述技术方案，本发明提供的具有动力断开功能的同轴式纯电动汽车动力系统具有如下有益效果：
通过在传动系统中加入换档驱动机构，用于使所述接断齿轮与所述中间轴连接或断开(所述中间轴与所述接断齿轮连接时，动力依次通过所述电机、所述齿轮、所述接断齿轮、所述中间轴和所述差速器组件传递到所述输出轴；所述中间轴与所述接断齿轮断开时，所述接断齿轮空转)，使得在整车滑行时候，不再进行制动能量回收，减少制动能量回收工况，降低结构设计难度，同时达到提高续航里程的目的；在同样的电机、电控、电池传递效率下，通过断开中间轴传递路径，实现了轮端与电机端断开，降低了拖曳扭矩，可以更加有效的降低整车能耗，提高了续航里程。
附图说明
为了更清楚地说明本发明的技术方案，下面将对实施例描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本 发明的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其它附图。
图1为本发明实施例提供的一种具有动力断开功能的同轴式纯电动汽车动力系统的结构示意图；
图2为本发明实施例提供的一种具有动力断开功能的同轴式纯电动汽车动力系统中中间轴组件呈断开状态时的结构示意图；
图中：1-电机、11-转子、2-齿轮、3-中间轴组件、31-中间轴、32-接断齿轮、33-滑套、34-离合器、35-轴承、36-垫片、4-换档驱动机构、41-凸轮机构、42-换档电机、43-齿轮副、5-差速器组件、51-差速器壳体、52-主减速齿轮、53-第一行星齿轮、54-第二行星齿轮、55-半轴齿轮、56-行星齿轮轴、6-输出轴。
具体实施方式
下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述。显然，所描述的实施例仅仅是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有作出创造性劳动的前提下所获得的所有其他实施例，都属于本发明保护的范围。
此处所称的“一个实施例”或“实施例”是指可包含于本发明至少一个实现方式中的特定特征、结构或特性。在本发明的描述中，需要理解的是，术语“上”、“下”、“顶”、“底”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本发明和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本发明的限制。
如图1所示，本发明实施例提供了一种具有动力断开功能的同轴式纯电动汽车动力系统，包括：电机1、齿轮2、中间轴组件3、换档驱动机构4、差速器组件5和输出轴6；所述电机1与所述齿轮2连接，用于驱动所述齿轮2转动；所述齿轮2与所述中间轴组件3组成齿轮2传动机构；所述中间轴组件3包括中间轴31和接断齿轮32；所述换档驱动机 构4用于使所述接断齿轮32与所述中间轴31连接或断开；所述中间轴31与所述接断齿轮32连接时，动力依次通过所述电机1、所述齿轮2、所述接断齿轮32、所述中间轴31和所述差速器组件5传递到所述输出轴6；所述中间轴31与所述接断齿轮32断开时，所述接断齿轮32空转。
本发明实施例提供的具有动力断开功能的同轴式纯电动汽车动力系统，通过在传动系统中加入换档驱动机构4，用于使所述接断齿轮32与所述中间轴31连接或断开(所述中间轴31与所述接断齿轮32连接时，动力依次通过所述电机1、所述齿轮2、所述接断齿轮32、所述中间轴31和所述差速器组件5传递到所述输出轴；所述中间轴31与所述接断齿轮32断开时，所述接断齿轮32空转)，使得在整车滑行时候，不再进行制动能量回收，减少制动能量回收工况，降低结构设计难度，同时达到提高续航里程的目的，通过分析，同等条件下，通过断开功能提高的续航里程比通过制动能量回收提高续航里程在“NEDC”工况下高出3％～5％；在同样的电机、电控、电池传递效率下，通过断开中间轴传递路径，实现了轮端与电机端断开，降低了拖曳扭矩，可以更加有效的降低整车能耗，提高了续航里程。
在本发明另一实施例中，所述中间轴组件3还包括滑套33和离合器34；所述换档驱动机构4包括凸轮机构41；所述滑套33在所述凸轮机构41的作用下完成与所述离合器34的接合与分离；所述滑套33与所述离合器34接合时，所述中间轴31与所述接断齿轮32连接；所述滑套33与所述离合器34断开时，所述中间轴31与所述接断齿轮32断开；其中，所述离合器34可以为狗牙离合器。
在本发明另一实施例中，所述中间轴组件3还包括轴承35；所述接断齿轮32通过所述轴承35套接于所述中间轴31上。具体地，所述轴承35可以为滚针轴承；所述轴承35靠近所述电机1的一侧还可以设有垫片36。
在本发明另一实施例中，所述电机1包括电机轴(图中未示出)所述滑套33与所述接断齿轮32，所述离合器34与所述中间轴31以及所述齿轮2与所述电机轴均可以采用花键连接。
在本发明另一实施例中，所述换档驱动机构4还包括换档电机42和齿轮副43；所述换档电机42用于驱动所述齿轮副43；所述齿轮副43用于带动所述凸轮机构41转动，在所述滑套33向着靠近所述离合器34的一侧运动时，完成所述滑套33与所述离合器34的接合，从而实现所述接断齿轮32与所述中间轴31的连接；在所述滑套33向着远离所述离合器34的一侧运动时，完成所述滑套33与所述离合器34的断开，从而实现所述接断齿轮32与所述中间轴31的断开；此时，接断齿轮32与中间轴31断开，接断齿轮32空转，实现轮端与电机1端的断开，降低拖拽损耗，降低能耗，提高制动能量回收率，最终实现提高续航里程。
在本发明另一实施例中，所述电机1的转子11可以为空心轴结构。
在本发明另一实施例中，所述差速器组件5包含差速器壳体51、主减速齿轮52、第一行星齿轮53、第二行星齿轮54、半轴齿轮55和行星齿轮轴56。
下面以具体工况对本发明作出更为详细的说明。
结合工况：
如图1所示，所述换挡驱动机构4通过换档电机42转动，带动齿轮副43转动，进而带动凸轮机构41转动，凸轮机构41带动滑套33向右移动，滑套33与离合器34结合，实现接断齿轮32与中间轴31的连接。此时的动力传输路径：换档电机42->齿轮副43->凸轮机构41->中间轴31->接断齿轮32->主减速齿轮52->差速器壳体51->行星齿轮轴404->行星齿轮53(54)->半轴齿轮55->(输出轴6->左驱动轴，右驱动轴)->车轮。
当电驱接到VCU换挡(结合)需求，先识别与计算，判断所需的电机转速，然后进行电机调速，到电机的转速与轮端的转速匹配(基于狗牙差速器的设计，电机(接断齿轮32)与轮端(中间轴31-狗牙差速器)的转速差大致50～100rpm/min，电机调速完成后反馈信息，然后进入换挡阶段，完成整个换挡过程。
断开工况：
如图2所示，所述换挡驱动机构2通过换档电机42转动，带动齿轮副43转动，进而带动凸轮机构41转动，凸轮机构41带动滑套33向左移动，滑套33与离合器34结合，实现接断齿轮32与中间轴31的断开。接断齿轮32通过轴承35空套在中间轴31上，接断齿轮32进行空转，最终通过实现接断齿轮32与中间轴31断开。此时工况一般是整车只需要一个电驱驱动(工况1)或者进入滑行工况(工况2)，需要断开降低拖拽损耗或者提高制动能量回收率。
实际工况中，在高速90km/h的工况中，两个电驱同时驱动效率为80％。一个电驱驱动的效率为89％。
另一种实际工况中，滑行时，整车一般会进行制动能量回收，而一个电驱进行制动能量回收率大于两个电驱进行能量回收率，因为负载越大，制动能量回收率越高。
当整车基于策略，判断需要电驱进行断开时，电机首先进行降扭，待降扭完成后，反馈信号给电驱，电驱接到断开需求，进行换挡(断开)，带换挡完成后，基于整车需要进行电机降速处理，到转速降到目标转速，整个换挡完成。此时电驱不进行动力输出，由于断开后，也不进行制动能量回收，同时由于断开，降低了整个电驱的拖拽损耗(减少了接断齿轮、齿轮和电机的拖拽损耗)，实现提高续航里程的目的。
本发明实施例还公开了一种汽车，所述汽车包括上述任一实施例所述的具有动力断开功能的同轴式纯电动汽车动力系统。
以上所述是本发明的优选实施例及具体实施方式，应当指出，对于本技术领域的普通技术人员来说，在不脱离本发明原理的前提下，还可以做出若干改进和润饰，这些改进和润饰也视为本发明的保护范围。

Claims (10)

  1. 一种具有动力断开功能的同轴式纯电动汽车动力系统，其特征在于，包括：电机、齿轮、中间轴组件、换档驱动机构、差速器组件和输出轴；
    所述电机与所述齿轮连接，用于驱动所述齿轮转动；
    所述齿轮与所述中间轴组件组成齿轮传动机构；
    所述中间轴组件包括中间轴和接断齿轮；
    所述换档驱动机构用于使所述接断齿轮与所述中间轴连接或断开；
    所述中间轴与所述接断齿轮连接时，动力依次通过所述电机、所述齿轮、所述接断齿轮、所述中间轴和所述差速器组件传递到所述输出轴；
    所述中间轴与所述接断齿轮断开时，所述接断齿轮空转。
  2. 根据权利要求1所述的具有动力断开功能的同轴式纯电动汽车动力系统，其特征在于，所述中间轴组件还包括滑套和离合器；
    所述换档驱动机构包括凸轮机构；
    所述滑套在所述凸轮机构的作用下完成与所述离合器的接合与分离；
    所述滑套与所述离合器接合时，所述中间轴与所述接断齿轮连接；
    所述滑套与所述离合器断开时，所述中间轴与所述接断齿轮断开。
  3. 根据权利要求2所述的具有动力断开功能的同轴式纯电动汽车动力系统，其特征在于，所述中间轴组件还包括轴承；
    所述接断齿轮通过所述轴承套接于所述中间轴上。
  4. 根据权利要求3所述的具有动力断开功能的同轴式纯电动汽车动力系统，其特征在于，所述轴承为滚针滚针轴承。
  5. 根据权利要求2所述的具有动力断开功能的同轴式纯电动汽车动力系统，其特征在于，所述电机包括电机轴，所述滑套与所述接断齿轮花键连接；
    所述离合器与所述中间轴花键连接；
    所述齿轮与所述电机轴花键连接。
  6. 根据权利要求2所述的具有动力断开功能的同轴式纯电动汽车动力系统，其特征在于，所述换档驱动机构还包括换档电机和齿轮副；
    所述换档电机用于驱动所述齿轮副；
    所述齿轮副用于带动所述凸轮机构转动，在所述滑套向着靠近所述离合器的一侧运动时，完成所述滑套与所述离合器的接合，从而实现所述接断齿轮与所述中间轴的连接。
  7. 根据权利要求2所述的具有动力断开功能的同轴式纯电动汽车动力系统，其特征在于，所述换档驱动机构还包括换档电机和齿轮副；
    所述换档电机用于驱动所述齿轮副；
    所述齿轮副用于带动所述凸轮机构转动，在所述滑套向着远离所述离合器的一侧运动时，完成所述滑套与所述离合器的断开，从而实现所述接断齿轮与所述中间轴的断开。
  8. 根据权利要求1至7任一所述的具有动力断开功能的同轴式纯电动汽车动力系统，其特征在于，所述电机的转子为空心轴结构。
  9. 根据权利要求1至7任一所述的具有动力断开功能的同轴式纯电动汽车动力系统，其特征在于，所述差速器组件包含差速器壳体、主减速齿轮、第一行星齿轮、第二行星齿轮齿轮、半轴齿轮和行星齿轮轴。
  10. 一种汽车，其特征在于，包括如权利要求1至9任一所述的具有动力断开功能的同轴式纯电动汽车动力系统。
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