WO2022207011A1 - 一种车辆动力传动系统以及车辆动力系统 - Google Patents

一种车辆动力传动系统以及车辆动力系统 Download PDF

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Publication number
WO2022207011A1
WO2022207011A1 PCT/CN2022/093642 CN2022093642W WO2022207011A1 WO 2022207011 A1 WO2022207011 A1 WO 2022207011A1 CN 2022093642 W CN2022093642 W CN 2022093642W WO 2022207011 A1 WO2022207011 A1 WO 2022207011A1
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WO
WIPO (PCT)
Prior art keywords
gear
shaft
shafts
output
transmission
Prior art date
Application number
PCT/CN2022/093642
Other languages
English (en)
French (fr)
Inventor
叶光海
赵玉婷
陈史俊
姚文博
施悠笛
苟世全
谭艳军
林霄喆
Original Assignee
浙江吉利控股集团有限公司
无锡星驱动力科技有限公司
无锡星驱科技有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 浙江吉利控股集团有限公司, 无锡星驱动力科技有限公司, 无锡星驱科技有限公司 filed Critical 浙江吉利控股集团有限公司
Priority to EP22738525.9A priority Critical patent/EP4091851A4/en
Priority to KR1020227029018A priority patent/KR20230126180A/ko
Priority to JP2022547858A priority patent/JP2023522814A/ja
Priority to US17/876,233 priority patent/US20230264566A1/en
Publication of WO2022207011A1 publication Critical patent/WO2022207011A1/zh

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • 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
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/007—Physical arrangements or structures of drive train converters specially adapted for the propulsion motors of electric vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/021—Shaft support structures, e.g. partition walls, bearing eyes, casing walls or covers with bearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/91—Electric vehicles
    • 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
    • Y02T10/64—Electric machine technologies in electromobility

Definitions

  • the present application relates to the field of automobile technology, and in particular, to a vehicle power transmission system and a vehicle power system.
  • the main purpose of the present application is to propose a vehicle power transmission system and a vehicle power system, aiming at solving the problem of the large volume of the existing vehicle power system.
  • a vehicle power transmission system proposed in the present application includes two motor output shafts, two power output shafts, and two motor output shafts and two power output shafts respectively correspondingly connected between the two motor output shafts and the two power output shafts.
  • the two transmission mechanisms of the an output shaft; the intermediate transmission gear structure drives and connects the motor output gear and the power output gear; the two power output shafts are extended along the X-axis direction, wherein:
  • the projections of the two motor output shafts are at least partially staggered and overlapped; and/or,
  • the projections of the two transmission mechanisms are at least partially staggered and overlapped.
  • the two motor output shafts are opposite and coaxially arranged along the first direction;
  • each intermediate transmission gear structure includes an intermediate shaft, an intermediate input gear and an intermediate output gear, and the intermediate input gear and the intermediate output gear rotate synchronously through the intermediate shaft ;
  • the two intermediate shafts are arranged in parallel with the two motor output shafts; from the motor output shaft to the power output shaft, at least part of the projections of the intermediate shafts are overlapped and arranged along the extending direction of the intermediate shaft , the projection parts of the two intermediate input gears are arranged overlappingly, and the intermediate input gear and the intermediate output gear of one of the intermediate transmission gear structures are located on the same side of the first direction, and the other intermediate transmission gear
  • the intermediate input gear and the intermediate output gear of the structure are located on the other same side in the first direction.
  • the two motor output shafts are opposite and coaxially arranged along the first direction;
  • each intermediate transmission gear structure includes an intermediate shaft, an intermediate input gear, and an intermediate output gear, and the intermediate input gear and the intermediate output gear are synchronized through the intermediate shaft.
  • the two intermediate shafts are arranged in parallel with the motor output shaft. In the direction from the motor output shaft to the power output shaft, at least part of the projections of the intermediate shafts are overlapped and arranged along the extending direction of the intermediate shaft. , the projected parts of the two intermediate input gears are arranged overlappingly, and the intermediate input gear of one of the intermediate transmission gear structures and the intermediate output gear of the other intermediate transmission gear structure are located in the first direction on the same side.
  • the intermediate shaft is a split structure, the first part of the intermediate shaft is integrally formed with the intermediate input gear, the second part of the intermediate shaft is integrally formed with the intermediate output gear, the The first part of the intermediate shaft is splined to the second part of the intermediate shaft.
  • the two motor output shafts are arranged opposite to each other along the first direction and coaxially; the two intermediate transmission gear structures are at least partially overlapped, and each of the intermediate transmission gear structures includes an intermediate shaft, an intermediate input A gear and an intermediate output gear, the intermediate input gear and the intermediate output gear rotate synchronously through the intermediate shaft, the two intermediate shafts are coaxially nested, and the two intermediate shafts are defined as the first intermediate shaft respectively and a second intermediate shaft, the first intermediate shaft has a through hole, the second intermediate shaft passes through the through hole, and defines the two intermediate input gears as a first intermediate input gear and a second intermediate input gear,
  • the two intermediate output gears are a first intermediate output gear and a second intermediate output gear, the first intermediate input gear and the first intermediate output gear are synchronously connected through the first intermediate shaft, and the second intermediate input gear
  • the gear and the second intermediate output gear are synchronously connected through a second intermediate shaft.
  • first intermediate input gear and the first intermediate output gear are located between the second intermediate input gear and the second intermediate output gear
  • first intermediate shaft and the A needle bearing is provided between the second intermediate shaft
  • a first thrust bearing is provided between the first intermediate input gear and the second intermediate shaft or the second intermediate output gear
  • first intermediate output gear and A second thrust bearing is provided between the second intermediate shaft or the second intermediate input gear.
  • first intermediate input gear and the first intermediate output gear are located in the same side A portion of the first direction of the second intermediate shaft
  • the second intermediate output gear and the first intermediate output gear Two intermediate input gears are located at part B on the other side of the second intermediate shaft in the first direction, there is a first thrust bearing between the first intermediate input gear and the second intermediate shaft, and the first A second thrust bearing is provided between the intermediate output gear and the second intermediate shaft, or a second thrust bearing is provided between the second intermediate output gear and the second intermediate shaft.
  • the two motor output shafts are arranged perpendicular to the second direction, the first direction is perpendicular to the second direction, and the two motor output shafts are located on the same side of the two transmission mechanisms , along the second direction, the two intermediate shafts and the two power output shafts are located between the motor output shafts, the two intermediate shafts are arranged in parallel in the first direction, the axes of the two power output shafts Coaxial arrangement, two power output gears are arranged oppositely.
  • the vehicle power transmission system further includes a housing
  • At least one of the transmission mechanisms includes at least one set of sleeve structures
  • the sleeve structures include a support part, a sleeve bearing and a transmission gear
  • the transmission gear is the motor output gear
  • the power output gear the intermediate output gear
  • the transmission gear has an installation cavity
  • at least part of the sleeve bearing is located in the installation cavity
  • the transmission gear is supported on the support part through the sleeve bearing
  • the support The part is the protruding part of the casing or the supporting part is fixedly connected with the casing.
  • At least two of the motor output shafts, the two power output shafts, and one of a group of the two intermediate shafts are opposite and correspondingly arranged coaxially, at least in one of the coaxial arrangements.
  • the final gear of the shaft has a first installation cavity
  • the transmission system includes a first bearing, at least part of the first bearing is located in the first installation cavity, and the end of another shaft arranged coaxially passes through the first bearing Bearing support.
  • the present application provides a vehicle power system, the vehicle power system comprising:
  • a vehicle power transmission system comprising two motor output shafts, two power output shafts, and two transmission mechanisms respectively connected between the two motor output shafts and the two power output shafts , each of the transmission mechanisms includes a motor output gear, a power output gear and an intermediate transmission gear structure, the motor output gear is arranged on the motor output shaft, and the power output gear is arranged on the power output shaft; the The intermediate transmission gear structure drives and connects the motor output gear and the power output gear; the two power output shafts are extended along the first direction, wherein: in the first direction, the projection of the two motor output shafts at least partially staggered and overlapped, and/or the projections of the two transmission mechanisms are at least partially staggered and overlapped; and,
  • a drive motor is connected to the motor output shaft or the motor output shaft is the output shaft of the drive motor.
  • the vehicle power transmission system includes two motor output shafts, two power output shafts, and two correspondingly connected between the two motor output shafts and the two power output shafts.
  • the transmission mechanism in this way, the two drive motors provide power respectively, and there is no influence on each other.
  • the differential function or vector control needs to be realized, it is only necessary to adjust the output speed of the two drive motors, thereby Differential speed function or vector control is realized; at the same time, in the first direction, the projections of the two motor output shafts are at least partially staggered and overlapped, and the projections of the two transmission mechanisms are at least partially staggered and overlapped.
  • Such arrangement can further reduce the volume of the vehicle power system, so that the vehicle power system has a smaller volume and a more compact structure.
  • FIG. 1 is a schematic structural diagram of an embodiment of a vehicle power system provided by the application.
  • FIG. 2 is a schematic cross-sectional structure diagram of the vehicle power system in FIG. 1;
  • FIG. 3 is a schematic diagram of an end surface structure of the vehicle power system in FIG. 2 showing a meshing relationship
  • FIG. 4 is a schematic structural diagram of another embodiment of a vehicle power system provided by the application.
  • Fig. 5 is a kind of sectional structure schematic diagram of the vehicle power system in Fig. 4;
  • FIG. 6 is a schematic structural diagram of yet another embodiment of a vehicle power system provided by the application.
  • FIG. 7 is a schematic structural diagram of another embodiment of a vehicle power system provided by the present application.
  • FIG. 8 is a schematic structural diagram of another embodiment of the vehicle power system provided by the application.
  • FIG. 9 is a schematic structural diagram of another embodiment of the vehicle power system provided by the application.
  • FIGS. 1 to 9 are some embodiments of the vehicle power system provided by the present application.
  • the vehicle power system is mainly described below with reference to the specific drawings.
  • a vehicle power system 100 includes a vehicle power transmission system and a drive motor 1 .
  • the drive motor 1 is connected to a motor output shaft 10 of the power transmission system or the motor output shaft 10 of the power transmission system is the output shaft of the drive motor.
  • the vehicle power transmission system includes two motor output shafts 10 , two power output shafts 30 , and two transmission mechanisms respectively correspondingly connected between the two motor output shafts 10 and the two power output shafts 30 , each of the transmission mechanisms includes a motor output gear 14, a power output gear 31 and an intermediate transmission gear structure, the motor output gear 14 is provided on the motor output shaft 10, and the power output gear 31 is provided on the power output
  • the two power output shafts 30 extend along the first direction, which is the X-axis direction in this embodiment, In the X-axis direction, the projections of the two motor output shafts 10 are at least partially staggered and overlapped; and/or, the projections of the two transmission mechanisms are at least partially staggered and overlapped.
  • the vehicle power transmission system includes two motor output shafts 10, two power output shafts 30, and the two motor output shafts 10 and the two power output shafts 30 are respectively connected to the two motor output shafts.
  • the two drive motors 1 provide power respectively, and there is no influence on each other.
  • the differential function or vector control needs to be realized, only the two drives need to be adjusted.
  • the two power output shafts 30 extend along the X-axis direction, and in the X-axis direction, the projections of the two motor output shafts 10 are at least partially staggered and overlapped. , and the projections of the two transmission mechanisms are at least partially staggered and overlapped. This arrangement can further reduce the volume of the vehicle power system 100 , making the vehicle power system 100 smaller in size and more compact in structure.
  • the driving forces of the two drive motors 1 are output through the two motor output shafts 10 , the two motor output gears 14 rotate synchronously with the two motor output shafts 10 respectively, and the two motor output gears 14 Meshes with the two intermediate input gears 21, the two intermediate output gears 22 rotate synchronously with the two intermediate input gears 21 through the two intermediate shafts 20, respectively, and the two intermediate output gears 22 mesh with the two power output gears 31 respectively.
  • the PTO shaft 30 rotates synchronously with the PTO gear 31 , and the two PTO shafts 31 respectively drive external loads connected to the vehicle, and the external loads of the vehicle are the left and right wheels of the vehicle.
  • one of the drive motors 1 transmits power to one of the transmission mechanisms, one of the transmission mechanisms transmits the power to a PTO shaft 30, and the one PTO shaft 30 transmits the power to the left wheel of the vehicle ;
  • Another said drive motor 1 transmits power to another said transmission mechanism, another said transmission mechanism transmits power to another power output shaft 30, and another said power output shaft 30 transmits power to the vehicle's For the right wheel, during this transmission process, the power transmission processes on both sides are independent of each other.
  • differential control the differential lock function and the vector control can be simultaneously realized through the above structure; therefore, in the vehicle power system 100 no additional
  • differential mechanism and vector control mechanism differential control, differential lock function and vector control can be realized, thereby reducing the overall volume and weight of the vehicle power system 100, making the structure more compact and improving the overall power density.
  • the rotational speeds of the two drive motors 1 are the same, so that the rotational speeds of the left and right wheels transmitted to the vehicle are the same, and the vehicle can run smoothly in a straight line; when the vehicle needs to turn, in order to avoid wheel slippage, It is necessary to control the rotational speed of the left and right wheels to be different. At this time, it is only necessary to control the rotational speed of the corresponding drive motor 1 according to the direction of vehicle rotation, so that the differential function and the vector control function can be realized.
  • the two drive motors 1 are defined as the first drive motor 11 and the second drive motor 12
  • the two intermediate shafts 20 are defined as the first intermediate shaft 201 and the second intermediate shaft 202
  • two The motor output shaft 10 is the first motor output shaft and the second motor output shaft
  • the two motor output gears 14 are defined as the first motor output gear 141 and the second motor output gear 142
  • the two intermediate input gears 21 are defined as the first intermediate gear
  • the input gear 211 and the second intermediate input gear 212 define the two intermediate output gears 22 as the first intermediate output gear 221 and the second intermediate output gear 222
  • the power output shaft 302 defines two power output gears 31 as the first power output gear 311 and the second power output gear 312, wherein the one with the first is the same power transmission chain, and the one with the second is the same power transmission chain .
  • the two motor output shafts 10 are arranged opposite and coaxially along the X-axis direction; the intermediate transmission gear structures are at least partially overlapped.
  • the intermediate transmission gear structure includes an intermediate shaft 20 , an intermediate input gear 21 and an intermediate output gear 22 , the intermediate input gear 21 and the intermediate output gear 22 rotate synchronously through the intermediate shaft 20 , and the two intermediate shafts 20 are arranged in parallel with the motor output shaft 10; the direction from the motor output shaft 10 to the power output shaft 30, that is, the second direction, is the Z-axis direction in this embodiment, the Z-axis direction and the X-axis direction Vertically, the X, Y, and Z axes form a Cartesian coordinate system.
  • the projections of the intermediate shaft 20 are overlapped and arranged along the extending direction of the intermediate shaft 20 ; as shown in FIG. 3 , the projections of the two intermediate input gears 21 are partially overlapped and arranged; in one implementation
  • the first part of the intermediate shaft is integrally formed with the intermediate input gear 21
  • the second part of the intermediate shaft is integrally formed with the intermediate output gear 22
  • the first part of the intermediate shaft is integrally formed with the intermediate output gear 22.
  • a portion is splined to the second portion of the intermediate shaft.
  • the intermediate input gear, the intermediate shaft and the intermediate shaft output gear can also be integrally constructed.
  • the vehicle power system 100 is divided into two equal parts: A part and B part, wherein the intermediate input gear 21 and the intermediate output gear 22 of one transmission mechanism are located on the same side of the X-axis direction.
  • part A the intermediate input gear and the intermediate output gear of the other transmission mechanism are located on the other same side in the X-axis direction as part B.
  • the first intermediate input gear 211 and the first intermediate output gear 221 on the first transmission mechanism are located in the left part A
  • the The second intermediate input gear 212 and the second intermediate output gear 222 of the second transmission mechanism are located in the B part on the right side; in this way, the first transmission mechanism and the second transmission mechanism are symmetrically arranged, so that The arrangement not only facilitates the stability of the system, but also reduces the volume of the vehicle power system 100 to a certain extent.
  • the two motor output shafts 10 are opposite and coaxially arranged along the X-axis direction; the intermediate transmission gear structures are at least partially overlapped.
  • the intermediate transmission gear structure includes an intermediate shaft 20 , an intermediate input gear 21 and an intermediate output gear 22 , the intermediate input gear 21 and the intermediate output gear 22 rotate synchronously through the intermediate shaft 20 , and the two intermediate shafts 20 are arranged in parallel with the motor output shaft 10; as shown in FIG. 5, in the direction from the motor output shaft 10 to the power output shaft 30, at least part of the projection of the intermediate shaft 20 is overlapped and arranged; as shown in FIG.
  • the projected parts of the two intermediate input gears are arranged overlapping;
  • the intermediate shaft is a split structure, the first part of the intermediate shaft is integrally formed with the intermediate input gear, and the intermediate shaft
  • the second part is integrally formed with the intermediate output gear, and the first part of the intermediate shaft is connected with the second part of the intermediate shaft through splines.
  • the intermediate input gear is connected to the intermediate shaft and the intermediate shaft.
  • the output gear can also be an integral structure, which is not limited here, and the specific situation can be selected according to the layout of the design parts.
  • the vehicle powertrain 100 is divided into two equal parts in the X-axis direction, wherein the intermediate input gear of the transmission mechanism of one and the intermediate output gear of the other transmission mechanism are located on the same side in the X-axis direction, The left part or the right part as shown in the picture.
  • the first intermediate input gear 211 of the first transmission mechanism and the second intermediate output gear 222 of the second transmission mechanism are located at the left part along the X-axis direction, and the first transmission mechanism
  • the first intermediate output gear 221 of the second transmission mechanism and the second intermediate input gear 212 of the second transmission mechanism are located in the right part of the X-axis direction.
  • the two motor output shafts 10 are opposite and coaxially arranged along the X-axis direction; the intermediate transmission gear structures are at least partially overlapped.
  • the two intermediate shafts are coaxially nested, and the extension direction of the two power output shafts 30 is defined as the X-axis direction, and the extension direction of the motor output shaft 10 is the same as the X-axis direction.
  • Each of the motor output shafts 10 is arranged opposite and coaxially; in the direction from the motor output shaft 10 to the power output shaft 30, the first intermediate shaft 201 has a through hole, and the second intermediate shaft 202 passes through the through hole,
  • the two intermediate input gears are defined as the first intermediate input gear 211 and the second intermediate input gear 212
  • the two intermediate output gears are the first intermediate output gear 221 and the second intermediate output gear 222
  • the first intermediate output gear 221 is connected through a synchronous transmission through the first intermediate shaft 201
  • the second intermediate input gear 212 and the second intermediate output gear 222 are connected through a transmission through the second intermediate shaft 202 .
  • the second intermediate shaft 202 passes through the first intermediate shaft 201 , that is, the first intermediate shaft 201 and the second intermediate shaft 202 are arranged in a coaxial inlaid manner, which is further reduced in size.
  • the axial distance of the transmission mechanism is reduced, thereby reducing the volume of the vehicle power system 100 and making the structure more compact.
  • the first intermediate input gear 211 and the first intermediate output gear 221 are located between the second intermediate input gear 212 and the second intermediate output gear 222 . It should be noted that in this embodiment, in the example, since the rotational speed between the first intermediate shaft 201 and the second intermediate shaft 202 is relatively small, the performance requirements for the bearing are correspondingly small, so the bearing can choose a needle roller bearing or a thrust bearing, Therefore, the weight of the vehicle power system 100 can be reduced to a certain extent.
  • a needle bearing 61 is provided between the first intermediate shaft 201 and the second intermediate shaft 202 , and the first intermediate input gear 211 and the second intermediate shaft 202 are provided with The first thrust bearing 63; in another embodiment, there is a needle bearing 61 between the first intermediate shaft 201 and the second intermediate shaft 202, the second intermediate output gear 222 and the second intermediate shaft There is a first thrust bearing 63 between the shafts 202, and in yet another embodiment, a second thrust bearing 64 is provided between the first intermediate output gear 221 and the second intermediate shaft 202, and in yet another embodiment, A second thrust bearing 64 is provided between the second intermediate input gear 212 and the second intermediate shaft 202 .
  • the vehicle power system 100 is divided into two equal parts along the X-axis direction, wherein the first intermediate input gear 211 and the first intermediate output gear 221 are located along the X-axis direction of the second intermediate shaft 202
  • the same side of the second intermediate shaft 202 that is, the left part in the figure, the second intermediate output gear 222 and the second intermediate input gear 212 are located on the other side of the second intermediate shaft 202 along the X-axis direction , that is, on the right side in the figure, there is a needle bearing 61 between the first intermediate shaft 201 and the second intermediate shaft 202 , the first intermediate input gear 211 and the second intermediate shaft 202
  • two motor output shafts 10 are arranged perpendicular to the Z-axis direction, and the X-axis direction is perpendicular to the Z-axis direction.
  • the two transmission mechanisms are located between the two motor output shafts 10; along the Z-axis direction, the two intermediate shafts 20 are located between the motor output shafts 10; In the X-axis direction, the two motor output shafts 10 are located between the power output shafts 30 .
  • the axes of the two intermediate shafts 20 are arranged coaxially in the X-axis direction, the axes of the two power output shafts 30 are arranged coaxially, and the two power output gears 31 are arranged opposite to each other.
  • At least one of the transmission mechanisms includes at least one set of nested structures, and the nested structures include a support portion 53 , a nested bearing 52 and a transmission gear, and the transmission gear is the motor at least one of the output gear 14 , the power output gear 31 , the intermediate output gear 22 and the intermediate input gear 21 , the transmission gear has a second installation cavity 51 , and at least part of the sleeve bearing 52 is located in the second installation cavity 51 , The transmission gear is supported on the support portion 53 through the sleeve bearing 52 , and the support portion 53 is a protruding portion of the housing or the support portion is fixedly connected to the housing.
  • At least one of the two motor output shafts, the two power output shafts, and the two intermediate shafts are opposite and correspondingly coaxially disposed, and at least the end gear on one of the coaxially disposed shafts has a first An installation cavity 41, the transmission system includes a first bearing 42, at least part of the first bearing 42 is located in the first installation cavity 41, and the end of another shaft arranged coaxially is supported by the first bearing .

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • General Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Gear Transmission (AREA)
  • Motor Power Transmission Devices (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Arrangement Of Transmissions (AREA)

Abstract

一种车辆动力传动系统以及车辆动力系统（100），所述车辆动力传动系统包括两个电机输出轴（10）、两个动力输出轴（30）以及分别对应连接于两个所述电机输出轴（10）和两个所述动力输出轴（30）之间的两个传动机构，每个所述传动机构包括电机输出齿轮（14）、动力输出齿轮（31）以及中间传动齿轮结构，所述电机输出齿轮（14）设于所述电机输出轴（10）上，所述动力输出齿轮（31）设于所述动力输出轴（30）；所述中间传动齿轮结构传动连接所述电机输出齿轮（14）和所述动力输出齿轮（31）；两个所述动力输出轴（30）沿第一方向延伸，其中：在第一方向上，两个电机输出轴（10）的投影至少部分交错重叠设置；和/或，两个所述传动机构的投影至少部分交错重叠设置。

Description

一种车辆动力传动系统以及车辆动力系统
本申请要求于2022年2月21号申请的、申请号为202210159507.6的中国专利申请的优先权，其全部内容通过引用结合于此。
技术领域
本申请涉及汽车技术领域，特别涉及车辆动力传动系统以及车辆动力系统。
 背景技术
目前，随着新能源车行业的发展，电动车已成为发展趋势。电动车的性能越来越受关注，受限于电机技术发展，当前单电机要达到高功率时，体积与重量都会增加很多，这限制了高性能电动车的发展，同时，在消费者越来越关注性能的背景下，矢量控制，差速锁等动力配置的需求日益增长，现有传动系统多是采用单电机进行控制，因此为了保证传动系统能够实现差速、差速锁和矢量控制等功能，需要在传动系统内设置额外的机械机构（例如减速机构、差速机构和矢量调节机构等），如此一来，增大了传动系统自身的体积和重量，导致车辆耗能增加。
 技术问题
本申请的主要目的是提出一种车辆动力传动系统以及车辆动力系统，旨在解决现有车辆动力系统体积较大的问题。
 技术解决方案
为实现上述目的，本申请提出的一种车辆动力传动系统，包括两个电机输出轴、两个动力输出轴以及分别对应连接于两个所述电机输出轴和两个所述动力输出轴之间的两个传动机构，每个所述传动机构包括电机输出齿轮、动力输出齿轮以及中间传动齿轮结构，所述电机输出齿轮设于所述电机输出轴上，所述动力输出齿轮设于所述动力输出轴；所述中间传动齿轮结构传动连接所述电机输出齿轮和所述动力输出齿轮；两个所述动力输出轴均沿X轴方向延伸设置，其中：
在第一方向上，两个所述电机输出轴的投影至少部分交错重叠设置；和/或，
两个所述传动机构的投影至少部分交错重叠设置。
在一实施方式中，两个所述电机输出轴沿第一方向相对且同轴设置；
两个所述中间传动齿轮结构至少部分重叠设置，各所述中间传动齿轮结构包括中间轴、中间输入齿轮以及中间输出齿轮，所述中间输入齿轮和所述中间输出齿轮通过所述中间轴同步转动；两个所述中间轴与两个所述电机输出轴平行设置；自所述电机输出轴至所述动力输出轴方向，至少部分所述中间轴的投影重叠设置，沿所述中间轴延伸方向，两个所述中间输入齿轮的投影部分重叠设置，其中之一所述中间传动齿轮结构的所述中间输入齿轮和所述中间输出齿轮位于第一方向的同一侧，另一所述中间传动齿轮结构的所述中间输入齿轮和所述中间输出齿轮位于第一方向的另一同侧。
在一实施方式中，两个所述电机输出轴沿第一方向相对且同轴设置；
两个所述中间传动齿轮结构至少部分重叠设置，各所述中间传动齿轮结构均包括中间轴、中间输入齿轮以及中间输出齿轮，所述中间输入齿轮和所述中间输出齿轮通过所述中间轴同步转动，两个所述中间轴均与所述电机输出轴平行设置，在所述电机输出轴至所述动力输出轴方向，至少部分所述中间轴的投影重叠设置，沿所述中间轴延伸方向，两个所述中间输入齿轮的投影部分重叠设置，其中之一所述中间传动齿轮结构的所述中间输入齿轮和另一所述中间传动齿轮结构的所述中间输出齿轮位于所述第一方向的同一侧。
在一实施方式中，所述中间轴为分体结构，所述中间轴的第一部分与所述中间输入齿轮一体成形，所述中间轴的第二部分与所述中间输出齿轮一体成形，所述中间轴的第一部分与所述中间轴的第二部分通过花键连接。
在一实施方式中，两个所述电机输出轴沿第一方向相对且同轴设置；两个所述中间传动齿轮结构至少部分重叠设置，各所述中间传动齿轮结构均包括中间轴、中间输入齿轮以及中间输出齿轮，所述中间输入齿轮和所述中间输出齿轮通过所述中间轴同步转动，两个所述中间轴同轴嵌套设置，定义两个所述中间轴分别为第一中间轴和第二中间轴，所述第一中间轴具有通孔，所述第二中间轴穿过所述通孔，定义两个所述中间输入齿轮为第一中间输入齿轮和第二中间输入齿轮，两个中间输出齿轮为第一中间输出齿轮和第二中间输出齿轮，所述第一中间输入齿轮和所述第一中间输出齿轮通过所述第一中间轴同步传动连接，所述第二中间输入齿轮和所述第二中间输出齿轮通过第二中间轴同步传动连接。
在一实施方式中，其中所述第一中间输入齿轮和所述第一中间输出齿轮位于所述第二中间输入齿轮和所述第二中间输出齿轮之间，所述第一中间轴和所述第二中间轴之间设有滚针轴承，所述第一中间输入齿轮和所述第二中间轴或所述第二中间输出齿轮之间具有第一推力轴承，所述第一中间输出齿轮和所述第二中间轴或所述第二中间输入齿轮之间具有第二推力轴承。
在一实施方式中，其中所述第一中间输入齿轮和所述第一中间输出齿轮位于所述第二中间轴的第一方向的同一侧A部分，所述第二中间输出齿轮和所述第二中间输入齿轮位于所述第二中间轴的所述第一方向的另一侧B部分，所述第一中间输入齿轮和所述第二中间轴之间具有第一推力轴承，所述第一中间输出齿轮和所述第二中间轴之间设有第二推力轴承或者所述第二中间输出齿轮和所述第二中间轴之间具有第二推力轴承。
在一实施方式中，两个所述电机输出轴与第二方向垂直设置，所述第一方向与所述第二方向垂直，两个所述电机输出轴位于两个所述传动机构的同一侧，沿第二方向上，两个所述中间轴和两个所述动力输出轴位于所述电机输出轴之间，两个所述中间轴在第一方向平行设置，两个动力输出轴的轴线同轴设置，两个动力输出齿轮相对设置。
在一实施方式中，所述车辆动力传递系统还包括壳体；
至少一个所述传动机构包括至少一组套装结构，所述套装结构包括支撑部、套装轴承以及传动齿轮，所述传动齿轮为所述电机输出齿轮、所述动力输出齿轮、所述中间输出齿轮以及所述中间输入齿轮中的至少一个，所述传动齿轮具有安装腔，至少部分所述套装轴承位于所述安装腔内，所述传动齿轮通过所述套装轴承支撑于所述支撑部，所述支撑部为所述壳体的凸出部或所述支撑部与所述壳体固定连接。
在一实施方式中，至少两个所述电机输出轴、两个所述动力输出轴、两个所述中间轴的一组之一相对并对应同轴设置，至少位于同轴设置的其中之一轴的末端齿轮具有第一安装腔，所述传动系统包括第一轴承，所述第一轴承的至少部分位于所述第一安装腔内，同轴设置的另一轴的末端通过所述第一轴承支撑。
此外，本申请一种车辆动力系统，所述车辆动力系统包括：
车辆动力传动系统，所述车辆动力传动系统包括两个电机输出轴、两个动力输出轴以及分别对应连接于两个所述电机输出轴和两个所述动力输出轴之间的两个传动机构，每个所述传动机构包括电机输出齿轮、动力输出齿轮以及中间传动齿轮结构，所述电机输出齿轮设于所述电机输出轴上，所述动力输出齿轮设于所述动力输出轴；所述中间传动齿轮结构传动连接所述电机输出齿轮和所述动力输出齿轮；两个所述动力输出轴均沿第一方向延伸设置，其中：在第一方向上，两个所述电机输出轴的投影至少部分交错重叠设置，和/或，两个所述传动机构的投影至少部分交错重叠设置；以及，
驱动电机，所述驱动电机与所述电机输出轴连接或者所述电机输出轴为所述驱动电机的输出轴。
 有益效果
在本申请技术方案中，所述车辆动力传动系统包括两个电机输出轴，两个动力输出轴以及分别对应连接于两个所述电机输出轴和两个所述动力输出轴之间的两个传动机构，如此一来，两个所述驱动电机分别提供动力，相互之间不存在影响，当需要实现差速功能或者实现矢量控制时，只需要调整两个所述驱动电机的输出转速，从而实现差速功能或者矢量控制；同时，在第一方向上，两个电机输出轴的投影至少部分交错重叠设置，且两个所述传动机构的投影至少部分交错重叠设置。如此设置能够进一步地缩小所述车辆动力系统的体积，使得所述车辆动力系统的体积更加小，结构更加紧凑。
 附图说明
为了更清楚地说明本申请实施例或现有技术中的技术方案，下面将对实施例或现有技术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申请的一些实施例，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示出的结构获得其他的附图。
图1为本申请提供的车辆动力系统的一实施例的结构简图示意图；
图2为图1中车辆动力系统的一种截面结构示意图；
图3为图2中车辆动力系统的一个显示啮合关系的端面结构示意图；
图4为本申请提供的车辆动力系统的另一实施例的结构简图示意图；
图5为图4中车辆动力系统的一种截面结构示意图；
图6为本申请提供的车辆动力系统的再一实施例的结构简图示意图；
图7为本申请提供的车辆动力系统的又一实施例的结构简图示意图；
图8为本申请提供的车辆动力系统的另外一实施例的结构简图示意图；
图9为本申请提供的车辆动力系统的另外一实施例的结构简图示意图。
附图标号说明：
标号 名称 标号 名称
100 车辆动力系统 21 中间输入齿轮
1 驱动电机 211 第一中间输入齿轮
11 第一驱动电机 212 第二中间输入齿轮
12 第二驱动电机 22 中间输出齿轮
10 电机输出轴 221 第一中间输出齿轮
20 中间轴 222 第二中间输出齿轮
30 动力输出轴 31 动力输出齿轮
14 电机输出齿轮 201 第一中间轴
41 第一安装腔 202 第二中间轴
42 第一轴承 61 滚针轴承
43 推力轴承 311 第一动力输出齿轮
51 第二安装腔 312 第二动力输出齿轮
52 套装轴承 301 第一动力输出轴
53 支撑部 302 第二动力输出轴
141 第一电机输出齿轮 142 第二电机输出齿轮
63 第一推力轴承 64 第二推力轴承
本申请目的的实现、功能特点及优点将结合实施例，参照附图做进一步说明。
 本发明的实施方式
下面将结合本申请实施例中的附图，对本申请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申请的一部分实施例，而不是全部的实施例。基于本申请中的实施例，本领域普通技术人员在没有作出创造性劳动前提下所获得的所有其他实施例，都属于本申请保护的范围。
需要说明，若本申请实施例中有涉及方向性指示（诸如上、下、左、右、前、后……），则该方向性指示仅用于解释在某一特定姿态（如附图所示）下各部件之间的相对位置关系、运动情况等，如果该特定姿态发生改变时，则该方向性指示也相应地随之改变。
另外，若本申请实施例中有涉及“第一”、“第二”等的描述，则该“第一”、“第二”等的描述仅用于描述目的，而不能理解为指示或暗示其相对重要性或者隐含指明所指示的技术特征的数量。由此，限定有“第一”、“第二”的特征可以明示或者隐含地包括至少一个该特征。另外，全文中出现的“和/或”的含义，包括三个并列的方案，以“A和/或B”为例，包括A方案、或B方案、或A和B同时满足的方案。另外，各个实施例之间的技术方案可以相互结合，但是必须是以本领域普通技术人员能够实现为基础，当技术方案的结合出现相互矛盾或无法实现时应当认为这种技术方案的结合不存在，也不在本申请要求的保护范围之内。
目前，随着新能源车行业的发展，电动车已成为发展趋势。电动车的性能越来越受关注，受限于电机技术发展，当前单电机要达到高功率时，体积与重量都会增加很多，这限制了高性能电动车的发展，同时，在消费者越来越关注性能的背景下，矢量控制，差速锁等动力配置的需求日益增长，现有传动系统多是采用单电机进行控制，因此为了保证传动系统能够实现差速、差速锁和矢量控制等功能，需要在传动系统内设置额外的机械机构（例如减速机构、差速机构和矢量调节机构等），如此一来，增大了传动系统自身的体积和重量，导致耗能增加。
鉴于此，本申请提供车辆动力系统，图1至图9为本申请提供的车辆动力系统的一些实施例，以下结合具体的附图主要对所述车辆动力系统进行说明。
请参阅图1至图3，一种车辆动力系统100，包括车辆动力传动系统以及驱动电机1，所述驱动电机1与动力传动系统的电机输出轴10连接或者动力传动系统的电机输出轴10为所述驱动电机的输出轴。所述车辆动力传动系统包括两个电机输出轴10，两个动力输出轴30，以及分别对应连接于两个所述电机输出轴10和两个所述动力输出轴30之间的两个传动机构，每个所述传动机构包括电机输出齿轮14、动力输出齿轮31以及中间传动齿轮结构，所述电机输出齿轮14设于所述电机输出轴10上，所述动力输出齿轮31设于所述动力输出轴30；所述中间传动齿轮结构传动连接所述电机输出齿轮14和所述动力输出齿轮31；两个所述动力输出轴30沿第一方向，在本实施方式中为X轴方向延伸，在X轴方向上，两个电机输出轴10的投影至少部分交错重叠设置；和/或，两个所述传动机构的投影至少部分交错重叠设置。
在本申请技术方案中，所述车辆动力传动系统包括两个电机输出轴10，两个动力输出轴30，以及分别对应连接于两个所述电机输出轴10和两个所述动力输出轴30之间的两个传动机构，如此一来，两个所述驱动电机1分别提供动力，相互之间不存在影响，当需要实现差速功能或者实现矢量控制时，只需要调整两个所述驱动电机1的输出转速，从而实现差速功能或者矢量控制；同时，两个所述动力输出轴30沿X轴方向延伸，在X轴方向上，两个电机输出轴10的投影至少部分交错重叠设置，且两个所述传动机构的投影至少部分交错重叠设置，如此设置能够进一步地缩小所述车辆动力系统100的体积，使得所述车辆动力系统100的体积更加小，结构更加紧凑。
需要说明的是，在本申请中，两个驱动电机1的驱动力经过两个电机输出轴10输出，两个电机输出齿轮14分别与两个电机输出轴10同步转动，两个电机输出齿轮14与两个中间输入齿轮21啮合，两个中间输出齿轮22通过两个中间轴20与两个中间输入齿轮21分别同步转动，两个中间输出齿轮22分别与两个动力输出齿轮31啮合，两个动力输出轴30与动力输出齿轮31同步转动，两个动力输出轴31分别驱动连接至车辆的外部负载，车辆的外部负载为车辆的左车轮和右车轮。
在本实施例中，一个所述驱动电机1将动力传递给一个所述传动机构，一个所述传动机构将动力传递给一个动力输出轴30，一个动力输出轴30将动力传递给车辆的左车轮；另一个所述驱动电机1将动力传递给另一个所述传动机构，另一个所述传动机构将动力传递给另外一个动力输出轴30，另外一个所述动力输出轴30将动力传递给车辆的右车轮，在此传递过程中，两侧的动力传递过程相互独立，如此一来，通过上述结构可以同时实现差速控制、差速锁功能和矢量控制；故，在本车辆动力系统100无需额外的设置减速机构、差速机构和矢量控制机构即可实现差速控制、差速锁功能和矢量控制，从而减小了所述车辆动力系统100总体体积和重量，使得结构更加紧凑，提升了整体的功率密度。
当车辆平稳的行驶过程中，两个所述驱动电机1的转速相同，使得传递到车辆的左车轮和右车轮的转速相同，车辆得以平稳直线行驶；当车辆需要转弯时，为了避免车轮打滑，需要控制左右车轮的转速不同，此时只需要根据车辆转动的方向控制相对应的所述驱动电机1的转速即可，如此一来即可实现差速功能和矢量控制功能。
为了便于描述，在本申请中，定义两个驱动电机1为第一驱动电机11和第二驱动电机12，定义两个中间轴20为第一中间轴201和第二中间轴202，定义两个电机输出轴10为第一电机输出轴和第二电机输出轴，定义两个电机输出齿轮14为第一电机输出齿轮141和第二电机输出齿轮142，定义两个中间输入齿轮21为第一中间输入齿轮211和第二中间输入齿轮212，定义两个中间输出齿轮22为第一中间输出齿轮221和第二中间输出齿轮222，定义两个动力输出轴30为第一动力输出轴301和第二动力输出轴302，定义两个动力输出齿轮31为第一动力输出齿轮311和第二动力输出齿轮312，其中，带有第一的为同一动力传动链，带有第二的为同一动力传动链。
请参阅图1至图5，为了减小两个所述传动机构的体积，两个所述电机输出轴10沿X轴方向相对并同轴设置；所述中间传动齿轮结构至少部分重叠设置。具体地，所述中间传动齿轮结构包括中间轴20、中间输入齿轮21以及中间输出齿轮22，所述中间输入齿轮21、中间输出齿轮22通过所述中间轴20同步转动，两个所述中间轴20均与所述电机输出轴10平行设置；在所述电机输出轴10至所述动力输出轴30方向，即第二方向，在本实施方式中为Z轴方向，Z轴方向与X轴方向垂直，X轴、Y轴和Z轴构成直角坐标系。如图2所示，至少部分所述中间轴20的投影重叠设置，沿所述中间轴20延伸方向；如图3所示，两个所述中间输入齿轮21的投影部分重叠设置；在一实施例中，如图2所示，所述中间轴的第一部分与所述中间输入齿轮21一体成形，所述中间轴的第二部分与所述中间输出齿轮22一体成形，所述中间轴的第一部分与所述中间轴的第二部分通过花键连接。当然，中间输入齿轮与中间轴以及中间轴输出齿轮也可以为一体结构。沿X轴方向将车辆动力系统100分成相等的两部分：A部分和B部分，其中之一传动机构的所述中间输入齿轮21和所述中间输出齿轮22位于所述X轴方向的同一侧如A部分，另一传动机构的中间输入齿轮和中间输出齿轮位于所述X轴方向的另一同侧如B部分。进一步地，如图1和图2所示，在沿所述X轴方向，所述第一传动机构上的第一中间输入齿轮211和第一中间输出齿轮221位于左侧的A部分，所述第二传动机构的第二中间输入齿轮212和第二中间输出齿轮222位于右侧的B部分；如此一来，所述第一传动机构和所述第二传动机构两者之间对称布设，这样布置不仅有利于系统的稳定，而且还能够在一定的程度上减小所述车辆动力系统100的体积。
参见图4和图5，两个所述电机输出轴10沿X轴方向相对并同轴设置；所述中间传动齿轮结构至少部分重叠设置。具体地，所述中间传动齿轮结构包括中间轴20、中间输入齿轮21以及中间输出齿轮22，所述中间输入齿轮21、中间输出齿轮22通过所述中间轴20同步转动，两个所述中间轴20均与所述电机输出轴10平行设置；如图5所示，在电机输出轴10至动力输出轴30方向，至少部分所述中间轴20的投影重叠设置；如图3所示，沿所述中间轴20延伸方向，两个所述中间输入齿轮的投影部分重叠设置；所述中间轴为分体结构，所述中间轴的第一部分与所述中间输入齿轮一体成形，所述中间轴的第二部分与所述中间输出齿轮一体成形，所述中间轴的第一部分与所述中间轴的第二部分通过花键连接，当然，所述中间输入齿轮与所述中间轴以及所述中间轴输出齿轮也可以为一体结构，此处不做限定，具体情况可以根据设计零件布设进行选择。沿X轴方向将车辆动力系统100分成相等的两部分，其中之一所述传动机构的所述中间输入齿轮和另一传动机构的所述中间输出齿轮位于沿所述X轴方向的同一侧，如图面所示的左侧部分或右侧部分。如图4和图5所示，所述第一传动机构的第一中间输入齿轮211和第二传动机构的第二中间输出齿轮222位于沿X轴方向的左侧部分，所述第一传动机构的第一中间输出齿轮221和第二传动机构的第二中间输入齿轮212位于X轴方向的右侧部分。
参见图7和图8，两个所述电机输出轴10沿X轴方向相对并同轴设置；所述中间传动齿轮结构至少部分重叠设置。具体的，两个所述中间轴同轴嵌套设置，定义所述两个动力输出轴30的延伸方向为X轴方向，所述电机输出轴10的延伸方向与所述X轴方向相同，两个所述电机输出轴10相对并同轴设置；在所述电机输出轴10至所述动力输出轴30方向，所述第一中间轴201具有通孔，第二中间轴202穿过通孔，定义两个中间输入齿轮为第一中间输入齿轮211和第二中间输入齿轮212，两个中间输出齿轮为第一中间输出齿轮221和第二中间输出齿轮222，所述第一中间输入齿轮211和所述第一中间输出齿轮221通过所述第一中间轴201同步传动连接，所述第二中间输入齿轮212和所述第二中间输出齿轮222通过所述第二中间轴202通过传动连接。在本实施例中，所述第二中间轴202穿设所述第一中间轴201，即将所述第一中间轴201和所述第二中间轴202设置为同轴镶嵌的方式，进一步地缩小了所述传动机构的轴向距离，从而减小所述车辆动力系统100的体积，使得结构更加紧凑。
参见图7，所述第一中间输入齿轮211和所述第一中间输出齿轮221位于所述第二中间输入齿轮212和所述第二中间输出齿轮222之间，需要说明的是，在本实施例中，由于所述第一中间轴201和所述第二中间轴202之间的转速较小，对于轴承的性能要求也相应的较小，因此所述轴承可选择滚针轴承或者推力轴承，从而能够在一定的程度上降低所述车辆动力系统100的重量。具体地，在一实施例中，所述第一中间轴201和所述第二中间轴202之间具有滚针轴承61，所述第一中间输入齿轮211和所述第二中间轴202设有第一推力轴承63；在另外一实施例中，所述第一中间轴201和所述第二中间轴202之间具有滚针轴承61，所述第二中间输出齿轮222和所述第二中间轴202之间具有第一推力轴承63，在再一实施例中，所述第一中间输出齿轮221和所述第二中间轴202之间具有第二推力轴承64，在又一实施例中，所述第二中间输入齿轮212和所述第二中间轴202之间具有第二推力轴承64。
参见图8，沿X轴方向将车辆动力系统100分成相等的两部分，其中所述第一中间输入齿轮211和所述第一中间输出齿轮221位于所述第二中间轴202的沿X轴方向的同一侧，即位于图示中的左侧部分，所述第二中间输出齿轮222和所述第二中间输入齿轮212位于所述第二中间轴202的沿所述X轴方向的另一侧，即位于图示中的右侧部分，所述第一中间轴201和所述第二中间轴202之间具有滚针轴承61，所述第一中间输入齿轮211和所述第二中间轴202之间具有第一推力轴承63，所述第一中间输出齿轮221和所述第二中间轴202之间具有第二推力轴承64。
参见图6，两个电机输出轴10与所述Z轴方向垂直设置，所述X轴方向与所述Z轴方向垂直。沿Z轴方向，两个所述传动机构位于两个所述电机输出轴10之间；沿所述Z轴方向，两个所述中间轴20位于所述电机输出轴10之间；沿所述X轴方向，两个所述电机输出轴10位于所述动力输出轴30之间。两个所述中间轴20的轴线在X轴方向同轴设置，两个动力输出轴30的轴线同轴设置，两个动力输出齿轮31相对设置。
参见图1、图2、图4以及图5，至少一个所述传动机构包括至少一组套装结构，所述套装结构包括支撑部53、套装轴承52以及传动齿轮，所述传动齿轮为所述电机输出齿轮14、动力输出齿轮31、中间输出齿轮22以及中间输入齿轮21中的至少一个，所述传动齿轮具有第二安装腔51，至少部分所述套装轴承52位于所述第二安装腔51，所述传动齿轮通过所述套装轴承52支撑于所述支撑部53，所述支撑部53为所述壳体的凸出部或所述支撑部与所述壳体固定连接。
参见图9，至少所述两个电机输出轴、两个动力输出轴、两个中间轴的一组之一相对并对应同轴设置，至少位于同轴设置的其中之一轴的末端齿轮具有第一安装腔41，所述传动系统包括第一轴承42，所述第一轴承42的至少部分位于所述第一安装腔41内，同轴设置的另一轴的末端通过所述第一轴承支撑。
以上所述仅为本申请的可选实施例，并非因此限制本申请的专利范围，凡是在本申请的构思下，利用本申请说明书及附图内容所作的等效结构变换，或直接/间接运用在其他相关的技术领域均包括在本申请的专利保护范围内。

Claims (11)

  1. 一种车辆动力传动系统，包括两个电机输出轴、两个动力输出轴以及分别对应连接于两个所述电机输出轴和两个所述动力输出轴之间的两个传动机构，每个所述传动机构包括电机输出齿轮、动力输出齿轮以及中间传动齿轮结构，所述电机输出齿轮设于所述电机输出轴上，所述动力输出齿轮设于所述动力输出轴；所述中间传动齿轮结构传动连接所述电机输出齿轮和所述动力输出齿轮；两个所述动力输出轴均沿第一方向延伸设置，其中：
    在第一方向上，两个所述电机输出轴的投影至少部分交错重叠设置；和/或，
    两个所述传动机构的投影至少部分交错重叠设置。
  2. 如权利要求1所述的车辆动力传动系统，其中，两个所述电机输出轴沿第一方向相对且同轴设置；
    两个所述中间传动齿轮结构至少部分重叠设置，各所述中间传动齿轮结构包括中间轴、中间输入齿轮以及中间输出齿轮，所述中间输入齿轮和所述中间输出齿轮通过所述中间轴同步转动；两个所述中间轴与两个所述电机输出轴平行设置；自所述电机输出轴至所述动力输出轴方向，至少部分所述中间轴的投影重叠设置，沿所述中间轴延伸方向，两个所述中间输入齿轮的投影部分重叠设置，其中之一所述中间传动齿轮机构的所述中间输入齿轮和所述中间输出齿轮位于第一方向的同一侧，另一所述中间传动齿轮机构的所述中间输入齿轮和所述中间输出齿轮位于第一方向的另一同侧。
  3. 如权利要求1所述的车辆动力传动系统，其中，两个所述电机输出轴沿第一方向相对且同轴设置；
    两个所述中间传动齿轮结构至少部分重叠设置，各所述中间传动齿轮结构均包括中间轴、中间输入齿轮以及中间输出齿轮，所述中间输入齿轮和所述中间输出齿轮通过所述中间轴同步转动，两个所述中间轴均与所述电机输出轴平行设置，在所述电机输出轴至所述动力输出轴方向，至少部分所述中间轴的投影重叠设置，沿所述中间轴延伸方向，两个所述中间输入齿轮的投影部分重叠设置，其中之一所述中间传动齿轮机构的所述中间输入齿轮和另一所述中间传动齿轮机构的所述中间输出齿轮位于所述第一方向的同一侧。
  4. 如权利要求2或3所述的车辆动力传动系统，其中，所述中间轴为分体结构，所述中间轴的第一部分与所述中间输入齿轮一体成形，所述中间轴的第二部分与所述中间输出齿轮一体成形，所述中间轴的第一部分与所述中间轴的第二部分通过花键连接。
  5. 如权利要求1所述的车辆动力传动系统，其中，两个所述电机输出轴沿第一方向相对且同轴设置；两个所述中间传动齿轮结构至少部分重叠设置，各所述中间传动齿轮结构均包括中间轴、中间输入齿轮以及中间输出齿轮，所述中间输入齿轮和所述中间输出齿轮通过所述中间轴同步转动，两个所述中间轴同轴嵌套设置，定义两个所述中间轴分别为第一中间轴和第二中间轴，所述第一中间轴具有通孔，所述第二中间轴穿过所述通孔，定义两个所述中间输入齿轮为第一中间输入齿轮和第二中间输入齿轮，两个中间输出齿轮为第一中间输出齿轮和第二中间输出齿轮，所述第一中间输入齿轮和所述第一中间输出齿轮通过所述第一中间轴同步传动连接，所述第二中间输入齿轮和所述第二中间输出齿轮通过第二中间轴同步传动连接。
  6. 如权利要求5所述的车辆动力传动系统，其中，所述第一中间输入齿轮和所述第一中间输出齿轮位于所述第二中间输入齿轮和所述第二中间输出齿轮之间，所述第一中间轴和所述第二中间轴之间设有滚针轴承，所述第一中间输入齿轮和所述第二中间轴或所述第二中间输出齿轮之间具有第一推力轴承，所述第一中间输出齿轮和所述第二中间轴或所述第二中间输入齿轮之间具有第二推力轴承。
  7. 如权利要求5所述的车辆动力传动系统，其中，所述第一中间输入齿轮和所述第一中间输出齿轮位于所述第一中间轴的第一方向的同一侧，所述第二中间输出齿轮和所述第二中间输入齿轮位于所述第二中间轴的所述第一方向的另一侧，所述第一中间输入齿轮和所述第二中间轴之间具有第一推力轴承，所述第一中间输出齿轮和所述第二中间轴之间设有第二推力轴承或者所述第二中间输出齿轮和所述第二中间轴之间具有第二推力轴承。
  8. 如权利要求1所述的车辆动力传动系统，其中，两个所述电机输出轴与第二方向垂直设置，所述第一方向与所述第二方向垂直。沿第二方向，两个所述传动机构位于两个所述电机输出轴之间；沿第二方向，两个所述中间轴位于所述电机输出轴之间；沿第一方向，两个所述电机输出轴位于所述动力输出轴之间。两个所述中间轴的轴线在第一方向同轴设置，两个动力输出轴的轴线同轴设置，两个动力输出齿轮相对设置。
  9. 如权利要求2至8任一项所述的车辆动力传动系统，其中，所述车辆动力传递系统还包括壳体；
    至少一个所述传动机构包括至少一组套装结构，所述套装结构包括支撑部、套装轴承以及传动齿轮，所述传动齿轮为所述电机输出齿轮、所述动力输出齿轮、所述中间输出齿轮以及所述中间输入齿轮中的至少一个，所述传动齿轮具有安装腔，至少部分所述套装轴承位于所述安装腔内，所述传动齿轮通过所述套装轴承支撑于所述支撑部，所述支撑部为所述壳体的凸出部或所述支撑部与所述壳体固定连接。
  10. 如权利要求2至8任一项所述的车辆动力传动系统，其中，至少两个所述电机输出轴、两个所述动力输出轴、两个所述中间轴的一组之一相对并对应同轴设置，至少位于同轴设置的其中之一轴的末端齿轮具有第一安装腔，所述传动系统包括第一轴承，所述第一轴承的至少部分位于所述第一安装腔内，同轴设置的另一轴的末端通过所述第一轴承支撑。
  11. 一种车辆动力系统，包括：
    车辆动力传动系统，所述车辆动力传动系统为如权利要求1至10任意一项所述的车辆动力传动系统；以及，
    驱动电机，所述驱动电机与所述电机输出轴连接或者所述电机输出轴为所述驱动电机的输出轴。
PCT/CN2022/093642 2022-02-21 2022-05-18 一种车辆动力传动系统以及车辆动力系统 WO2022207011A1 (zh)

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KR1020227029018A KR20230126180A (ko) 2022-02-21 2022-05-18 차량 동력 전달 시스템 및 차량 동력 시스템
JP2022547858A JP2023522814A (ja) 2022-02-21 2022-05-18 車両動力伝達システム及び車両動力システム
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