WO2023206718A1 - 一种同轴电驱桥和汽车 - Google Patents

一种同轴电驱桥和汽车 Download PDF

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Publication number
WO2023206718A1
WO2023206718A1 PCT/CN2022/097258 CN2022097258W WO2023206718A1 WO 2023206718 A1 WO2023206718 A1 WO 2023206718A1 CN 2022097258 W CN2022097258 W CN 2022097258W WO 2023206718 A1 WO2023206718 A1 WO 2023206718A1
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WO
WIPO (PCT)
Prior art keywords
transmission
electric drive
motor
drive axle
gear
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PCT/CN2022/097258
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English (en)
French (fr)
Inventor
邓跃跃
李杉
陆海峰
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特百佳动力科技有限公司
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Application filed by 特百佳动力科技有限公司 filed Critical 特百佳动力科技有限公司
Publication of WO2023206718A1 publication Critical patent/WO2023206718A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/16—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of differential gearing
    • B60K17/165—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of differential gearing provided between independent half axles
    • 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
    • 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
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/86—Optimisation of rolling resistance, e.g. weight reduction 

Definitions

  • the present invention relates to the field of vehicle technology, and in particular to a coaxial electric drive axle and an automobile.
  • the motor and transmission system are important components of the electric drive axle.
  • the main task of the motor is to input power, while the main task of the transmission system is to transfer the power from the drive motor or other equipment through gear meshing and other mechanisms to achieve deceleration and acceleration.
  • the power output of torque or increased speed and reduced torque drives the movement and operation of vehicles or other transportation machinery.
  • the purpose of the present invention is to provide a coaxial electric drive axle and a car that can select an appropriate power combination mode according to vehicle load, road surface conditions, transportation time requirements, etc., to achieve efficient vehicle operation and improve efficiency, reduce energy consumption, and meet the power needs of commercial vehicles with diverse loads and diverse working conditions.
  • the present invention proposes a coaxial electric drive axle, which includes at least one motor, at least one transmission component, a main shaft and two half shafts connected through a differential.
  • the main shaft is fixedly connected to the housing of the differential, and the main shaft is sleeved on the two half shafts;
  • Each motor is drivingly connected to the corresponding transmission component
  • each of the transmission components is drivingly connected to the main shaft or the housing of the differential;
  • the motor, the main shaft and the two half-shafts have the same axis.
  • the rotor of each motor has a through hole for the main shaft to pass through.
  • each of the transmission components includes a sliding sleeve shifting mechanism and at least two gear pairs, and the sliding sleeve shifting mechanism is sleeved on the main shaft or the housing of the differential;
  • the sliding sleeve shifting mechanism When the coaxial electric drive axle is in the transmission mode, the sliding sleeve shifting mechanism is transmission connected with the corresponding gear pair;
  • each of the transmission components includes an intermediate shaft and at least two gear pairs, and at least one of the gear pairs is used for transmission connection between the motor and the intermediate shaft,
  • At least one gear pair is used for transmission connection between the intermediate shaft and the main shaft or the housing of the differential.
  • the transmission assembly when there are two motors, the transmission assembly includes at least three gear pairs, and at least one of the gear pairs is used for transmission connection between the corresponding motor and the intermediate shaft;
  • At least two gear pairs are used for transmission connection between the intermediate shaft and the main shaft or the housing of the differential.
  • each gear pair includes a first gear provided on an intermediate shaft and a second gear provided on the main shaft or the differential housing.
  • the two transmission assemblies are symmetrically located on both sides of the main shaft; and/or,
  • the coaxial electric drive axle further includes a control unit electrically connected to the motor and the sliding sleeve shifting mechanism.
  • the control unit is used to control the transmission assembly and control the sliding sleeve shifting mechanism. Connect with the corresponding gear pair, or control the start and stop of each of the motors;
  • the sliding sleeve shifting mechanism is controlled to disconnect from the corresponding gear pair transmission.
  • the present invention also provides an automobile, including any of the above-mentioned coaxial electric drive axles.
  • the motor transmits power to the first half shaft and the second half shaft through the transmission assembly.
  • the motor rotates through the main shaft. This drives the gear pair on the intermediate shaft to rotate, and then transmits the power to the first half shaft and the second half shaft.
  • the motor, the main shaft, the first half shaft and the second half shaft have the same axis.
  • the coaxial arrangement makes its structure The layout is novel and compact, the power transmission chain is short, and the transmission efficiency is high.
  • the two motors can be driven individually or jointly to achieve multiple power output modes.
  • the vehicle operates efficiently and satisfies the power of diverse loads and diverse working conditions of commercial vehicles. need.
  • Figure 1 is a schematic structural diagram of a coaxial electric drive bridge in an embodiment of the present invention
  • Figure 2 is a schematic structural diagram of a transmission assembly in an embodiment of the present invention.
  • Figure 3 is a schematic structural diagram of first-speed power transmission driven by the first motor in the embodiment of the present invention.
  • Figure 4 is a schematic structural diagram of second-speed power transmission driven by the first motor in the embodiment of the present invention.
  • Figure 5 is a schematic structural diagram of third-speed power transmission driven by the second motor in the embodiment of the present invention.
  • Figure 6 is a schematic structural diagram of fourth-speed power transmission driven by the second motor in the embodiment of the present invention.
  • Figure 7 is a schematic structural diagram of fifth-speed power transmission under joint driving of the first motor and the second motor in the embodiment of the present invention.
  • Figure 8 is a schematic structural diagram of six-speed power transmission under joint driving of the first motor and the second motor in the embodiment of the present invention.
  • Figure 9 is a schematic structural diagram of a sliding sleeve type shift mechanism in an embodiment of the present invention.
  • connection should be understood in a broad sense.
  • connection or integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can be an internal connection between two components.
  • connection or integral connection
  • connection or integral connection
  • connection can be a mechanical connection or an electrical connection
  • it can be a direct connection or an indirect connection through an intermediate medium
  • it can be an internal connection between two components.
  • specific meanings of the above terms in the present invention can be understood on a case-by-case basis.
  • the coaxial electric drive axle includes at least one motor, at least one transmission assembly 3, a main shaft 4 and two half shafts connected through a differential 14.
  • the two motors there are two motors, namely the first motor 1 and the second motor 2, and the two half-shafts are the first half-shaft 15 and the second half-shaft 16, respectively.
  • the main shaft 4 is fixedly connected to the housing of the differential 14, and the main shaft 4 is sleeved on the two half shafts;
  • Each motor is drivingly connected to a corresponding transmission component.
  • the first motor 1 and the second motor 2 sandwich the transmission component 3 in the middle and are arranged symmetrically. Both sides of the first motor 1 are connected to the transmission component 3 and the first half respectively.
  • the shaft 15 is connected, and both sides of the second motor 2 are connected to the transmission assembly 3 and the second half shaft 16 respectively.
  • the transmission assembly 3 is drivingly connected to the main shaft 4 or the housing of the differential 14,
  • the motor, the main shaft and the two half shafts have the same axis.
  • the first motor 1, the second motor 2, the first half shaft 15, the second half shaft 16 and the main shaft 4 have the same axis. axis.
  • the first motor 1 drives the main shaft 4 to rotate, and the main shaft 4 transmits power to the first half shaft 15 and the second half shaft 16 through the transmission assembly 3.
  • the second motor 2 drives the main shaft 4 to rotate, and the main shaft 4 in turn transmits power to the first half shaft 15 and the second half shaft 16 through the transmission assembly 3.
  • the assembly 3 transmits power to the first half shaft 15 and the second half shaft 16 , that is, the motor transmits power to the first half shaft 15 and the second half shaft 16 through the transmission assembly 3 .
  • the first half shaft 15 and the second half shaft 16 The half shaft 16 is splined to the differential 14 to output power, which is ultimately transmitted to the wheels to realize power output and drive the vehicle.
  • the first motor 1, the second motor 2, the first half shaft 15, and the second half shaft 16 It has the same axis as the main shaft 4, so that the structure is compact, the power transmission chain is short, and the transmission efficiency is high.
  • the rotor of each motor has a through hole for the main shaft 4 to pass through
  • the transmission assembly 3 includes a sliding sleeve shifting mechanism 13 and at least two gear pairs.
  • the sliding sleeve shifting mechanism 13 is sleeved on the main shaft 4 or the housing of the differential 14;
  • the sliding sleeve shifting mechanism 13 When the coaxial electric drive axle is in the transmission mode, the sliding sleeve shifting mechanism 13 is connected to the corresponding gear pair transmission; when the coaxial electric drive axle is in the clutch mode, the sliding sleeve shifting mechanism 13 is disconnected from the corresponding gear pair transmission.
  • Each transmission assembly 3 includes an intermediate shaft and at least two gear pairs. At least one gear pair is used for transmission connection between the motor and the intermediate shaft.
  • At least one gear pair is used for transmission connection between the intermediate shaft and the main shaft 4 or the housing of the differential 14 .
  • the transmission assembly 3 includes at least three gear pairs, and at least one gear pair is used for transmission connection between the corresponding motor and the intermediate shaft;
  • At least two gear pairs are used to connect the countershaft to the main shaft or differential housing.
  • Each gear pair includes a first gear provided on the countershaft and a second gear provided on the main shaft 4 or the differential 14 housing.
  • the coaxial electric drive axle also includes a control unit electrically connected to the motor and the sliding sleeve shifting mechanism 13.
  • the control unit is used to control the transmission assembly 3, control the sliding sleeve shifting mechanism 13 to be connected to the corresponding gear pair, or control the starting of each motor. stop;
  • the transmission assembly 3 includes two intermediate shafts, namely a first intermediate shaft 11 and a second intermediate shaft 12.
  • the main shaft 4, the first intermediate shaft 11 and the second intermediate shaft 12 are arranged in parallel. 4 is integrated with the differential 14, and the first intermediate shaft 11 and the second intermediate shaft 12 are symmetrically arranged on both sides of the main shaft 4,
  • the transmission assembly 3 includes: gear one Z1, gear three Z3, gear five Z5 and gear seven Z7 respectively provided on the first intermediate shaft 11 and the second intermediate shaft 12.
  • the main shaft 4 is provided with gear two Z2 and gear four Z4.
  • gear six Z6 and gear eight Z8, gear two Z2 and gear four Z4 are supported on the differential 14 housing through bearings
  • gear six Z6 is connected to the rotor shaft of the first motor 1
  • gear eight Z8 is connected to the rotor shaft of the second motor 2
  • the rotor shaft is connected, and the shifting mechanism 13 is arranged on the main shaft 4, which can realize power transmission in two gears; both sides of the transmission assembly 3 are connected to the first motor 1 and the second motor 2 respectively, and the gears six Z6 and Z6 of the transmission assembly 3
  • Gear eight Z8 is connected to the rotor shafts of the first motor 11 and the second motor 12 respectively, and transmits the power to the transmission assembly 3 to realize power input.
  • the first gear pair composed of gear one Z1 and gear two Z2 forms the first gear
  • the second gear pair composed of gear three Z3 and gear four Z4 forms the second gear
  • each power transmission route will eventually transmit the power to the third gear.
  • the half shaft 15 and the second half shaft 16 are then transmitted to the wheels to achieve power output and drive the vehicle;
  • a sliding sleeve shift mechanism 13 is provided between the second gear Z2 and the fourth gear Z4, and the sliding sleeve slides to achieve different gears. Switching, depending on the power, can achieve 2 transmission gears, and cooperate with 2 power motors, so that the electric drive axle can achieve up to 6 power output modes.
  • the two motors can be set to the same power and torque, or they can be set to different powers and torques; the two motors can be driven individually or jointly.
  • the first motor 1 and the second motor 2 are set to different Power and torque can be combined into up to 6 power output modes, which can flexibly respond to various application conditions of the vehicle. It is especially suitable for vehicles with a large load variation range and diverse and complex working conditions.
  • the specific 6 power output modes are as follows:
  • the power input by the second motor 2 passes through the gear eight Z8, the seventh gear Z7, the first intermediate shaft 11, and the second gear of the transmission assembly 3.
  • the second countershaft 12, the first gear Z1, and the second gear Z2 form the third gear.
  • the power is transmitted to the differential 14 through the sliding sleeve shift mechanism 13, and then the power is transmitted through the first half shaft 15 and the second half shaft 16. output to wheel;
  • the power input by the second motor 2 passes through gear eight Z8, gear seven Z7, the first intermediate shaft 11, and the second gear of the transmission assembly 3.
  • the second countershaft 12, the third gear Z3, and the fourth gear Z4 form a 4-speed transmission.
  • the power is transmitted to the differential 14 through the sliding sleeve shift mechanism 13, and then the power is transmitted through the first half shaft 15 and the second half shaft 16. output to wheel;
  • the first motor 1, the second motor 2, the first half shaft 15, the second half shaft 16 and the main shaft 4 have the same axis, so that the structure is compact, the power transmission chain is short, and the power transmission chain is short.
  • the two motors can be set to the same power and torque, or they can be set to different power and torque; the two motors can be driven individually or jointly, and can form up to 6 power output modes, which can flexibly cope with various applications of the vehicle.
  • This two-speed transmission electric drive axle is used in electric commercial vehicles, which can not only meet the maximum traction requirements of electric commercial vehicles when climbing hills, but also meet the maximum vehicle speed requirements.
  • the sliding sleeve type shift mechanism includes a sliding sleeve 21.
  • the sliding sleeve 21 is sleeved on the shaft through splines, so that the sliding sleeve The sleeve 21 slides between the engaging teeth of the third gear 22 and the fourth gear 23 .
  • the outer surface of the sliding sleeve 21 is provided with external teeth, and the inner surfaces of the third gear 22 and the fourth gear 23 are provided with internal teeth; when the sliding sleeve 21 slides to the position where transmission is required, the external teeth of the sliding sleeve 21 can be connected with the third gear.
  • the engagement teeth of the gear 22 or the fourth gear 23 mesh to perform power transmission.
  • the main shaft 4 and the axle differential 14 can be designed in an integrated manner, with a simple structure, space saving, and a more compact structure.
  • the gears on the first intermediate shaft 11 and the second intermediate shaft 12 can be designed in a unified manner, with a simple composition and structure, which is beneficial to production management and reduction of related costs.
  • the motor and transmission components 3 are fixedly installed on the axle housing through brackets, which can ensure a stable and reliable working environment for the motor, transmission system and other related components, and safe and efficient operation.
  • the axle housing should also have the structure and interface for installing brakes, brake chambers, mounting brackets and ABS sensor components to meet the functional requirements of travel and parking brakes.
  • the motor can be a permanent magnet synchronous motor, a switched reluctance motor or an induction motor. It can have a series of different powers and torques, and is configured according to different vehicle models and application conditions.
  • the invention also provides an automobile, including the above-mentioned coaxial electric drive axle.
  • coaxial dual motor + two-speed transmission system of the present disclosure can achieve up to 6 different gear requirements, and can be applied to electric drive axle assemblies of commercial vehicles, and can also be applied to other electric commercial vehicles. Functionally similar to an electric drive axle for transport vehicles.
  • the coaxial dual-motor commercial vehicle electric drive axle of the present disclosure can choose to set different specific speed ratios according to different vehicles, different working conditions and loads, so as to achieve the optimal power and torque transmission of the vehicle and meet the needs of the vehicle. Requirements for traction, speed and efficiency to achieve the lowest vehicle energy consumption requirements.

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

Abstract

一种同轴电驱桥和汽车，包括至少一个电机(1,2)、至少一个传动组件(3)、主轴(4)以及通过差速器(14)连接的两个半轴(15,16)，每个电机(1,2)与相应传动组件(3)传动连接，当同轴电驱桥处于传动模式，每个传动组件(3)与主轴(4)或差速器(14)的壳体传动连接；电机(1,2)、主轴(4)以及两个半轴(15,16)具有相同的轴线。该同轴电驱桥及汽车，电机(1,2)通过传动组件(3)将动力传输到第一半轴(15)和第二半轴(16)上，电机(1,2)、主轴(4)以及半轴(15,16)具有相同的轴线，使得其结构布局新颖、紧凑，动力传递链简短，传递效率高，多个电机(1,2)可以单独驱动，也可以联合驱动，实现多种动力输出模式，车辆高效运行，满足商用车多样化载荷和多样化工况的动力需求。

Description

一种同轴电驱桥和汽车 技术领域
本发明涉及车辆技术领域，尤其是涉及一种同轴电驱桥和汽车。
背景技术
电机和变速系统是电驱桥的重要组成部分，电机主要任务是输入动力，而变速系统主要任务是通过啮合齿轮传动，将来自驱动电机或其它设备的动力，通过齿轮啮合等机构，实现减速增扭或增速减扭的动力输出，从而驱动车辆或其它运输机械的运动和作业。
目前市场上大多数电驱桥系统都是单一速比，只能提供单一动力流模式，不能同时兼顾速度和牵引力；只有一个速比，只能有一个动力流；速比设定小一些，可获得要求的车速，但是爬坡的牵引力将不足；设置较大的速比，则导致车速较低，影响效率。而市场上现有的一些电驱桥配置两档变速系统，虽然能够提供两种动力流模式，但是对于路面条件多变、载荷多变的长途牵引车辆，只能满足一部分工况的高效率需求，还会出现许多工况下，不能兼顾车速、牵引力以及高效率。因此，有必要设计一种新的电驱桥去解决上述问题。
发明内容
鉴于现有技术中的问题，本发明的目的在于提供一种同轴电驱桥和汽车，可以根据车辆载荷、路面情况、运输时间需求等，选择合适的动力组合模式，实现车辆高效运行，提高效率，降低能源消耗，满足商用车多样化载荷和多样化工况的动力需求。
为了达到上述目的，本发明提出一种同轴电驱桥，包括至少一个电机、至少一个传动组件、主轴以及通过差速器连接的两个半轴，
所述主轴与所述差速器的壳体固定连接，所述主轴套设在所述两个半轴上；
每个所述电机与相应所述传动组件传动连接，
当所述同轴电驱桥处于传动模式，每个所述传动组件与所述主轴或所述差速器的壳体传动连接；
所述电机、所述主轴以及所述两个半轴具有相同的轴线。
优选的，每个所述电机的转子具有供所述主轴穿过的通孔。
优选的，每个所述传动组件包括滑套换挡机构和至少两个齿轮副，所述滑套换挡机构套设在所述主轴或所述差速器的壳体上；
当所述同轴电驱桥处在传动模式，所述滑套换挡机构与相应所述齿轮副传动连接；
当所述同轴电驱桥处在离合模式，所述滑套换挡机构与相应所述齿轮副传动断开。
优选的，每个所述传动组件包括中间轴、至少两个齿轮副，至少一个所述齿轮副用于所述电机与所述中间轴传动连接，
当所述同轴电驱桥处在传动模式，至少一个齿轮副用于所述中间轴与所述主轴或所述差速器的壳体传动连接。
优选的，当所述电机为两个，所述传动组件包括至少三个齿轮副，至少一个所述齿轮副用于相应所述电机与所述中间轴传动连接；
当所述同轴电驱桥处在传动模式，至少两个齿轮副用于所述中间轴与所述主轴或所述差速器的壳体传动连接。
优选的，每个所述齿轮副包括设在中间轴上的第一齿轮、以及设在所述主轴或所述差速器壳体的第二齿轮。
优选的，所述传动组件为两个，两个所述传动组件对称设在所述主轴的两侧；和/或，
所述电机为两个，两个所述电机对称设在所述差速器的两侧。
优选的，所述同轴电驱桥还包括与所述电机和所述滑套换挡机构电连接的控制单元，所述控制单元用于控制所述传动组件，控制所述滑套换挡机构与相应所述齿轮副传动连接，或控制各个所述电机启停；
在离合模式，控制所述滑套换挡机构与相应所述齿轮副传动断开。
本发明还提供一种汽车，包括以上所述的任一同轴电驱桥。
与现有技术相比，本发明的同轴电驱桥及汽车，电机通过传动组件将动力传输到第一半轴和第二半轴上，当有两个电机驱动时，电机通过主轴旋转，从而带动中间轴上的齿轮副旋转，继而将动力传输到第一半轴和第二半轴上，电机、主轴以及第一半轴和第二半轴具有相同的轴线，同轴布置使得其结构布局新颖、紧凑，动力传递链简短，传递效率高，两个电机可以单独驱动，也可以联合驱动，实现多种动力输出模式，车辆高效运行，满足商用车多样化载荷和多样化工况的动力需求。
附图说明
图1为本发明实施例中的同轴电驱桥的结构示意图；
图2为本发明实施例中的传动组件的结构示意图；
图3为本发明实施例中第一电机驱动下的一档动力传递的结构示意图；
图4为本发明实施例中第一电机驱动下的二档动力传递的结构示意图；
图5为本发明实施例中第二电机驱动下的三档动力传递的结构示意图；
图6为本发明实施例中第二电机驱动下的四档动力传递的结构示意图；
图7为本发明实施例中第一电机和第二电机联合驱动下的五档动力传递的结构示意图；
图8为本发明实施例中第一电机和第二电机联合驱动下的六档动力传递的结构示意图；
如图9为本发明实施例中滑套式换档机构的结构示意图。
具体实施方式
下面将结合附图和具体实施方式对本发明的技术方案进行清楚、完 整地描述，但是本领域技术人员将会理解，下列所描述的实施例是本发明一部分实施例，而不是全部的实施例，仅用于说明本发明，而不应视为限制本发明的范围。基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动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。实施例中未注明具体条件者，按照常规条件或制造商建议的条件进行。所用试剂或仪器未注明生产厂商者，均为可以通过市售购买获得的常规产品。
在本发明的描述中，需要说明的是，术语“中心”、“上”、“下”、“左”、“右”、“竖直”、“水平”、“内”、“外”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。此外，术语“第一”、“第二”、“第三”仅用于描述目的，而不能理解为指示或暗示相对重要性。
在本发明的描述中，需要说明的是，除非另有明确的规定和限定，术语“安装”、“相连”、“连接”应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或一体地连接；可以是机械连接，也可以是电连接；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通。对于本领域的普通技术人员而言，可以具体情况理解上述术语在本发明中的具体含义。
如图1-9所示，同轴电驱桥包括至少一个电机、至少一个传动组件3、主轴4以及通过差速器14连接的两个半轴，
本实施例中，电机为两个分别为第一电机1和第二电机2，两个半轴分别为第一半轴15和第二半轴16，
主轴4与差速器14的壳体固定连接，主轴4套设在两个半轴上；
每个电机与相应传动组件传动连接，本实施例中第一电机1和第二电机2将传动组件3夹在中间，对称布置,第一电机1的两侧分别与传 动组件3和第一半轴15连接，第二电机2的两侧分别与传动组件3和第二半轴16连接，
当同轴电驱桥处于传动模式，传动组件3与主轴4或差速器14的壳体传动连接，
电机、所述主轴以及所述两个半轴具有相同的轴线，本实施例中，即第一电机1、第二电机2、第一半轴15、第二半轴16和主轴4具有相同的轴线。
第一电机1驱动主轴4旋转，主轴4又通过传动组件3将动力传输到第一半轴15和第二半轴16上，同样的，第二电机2驱动主轴4旋转，主轴4又通过传动组件3将动力传输到第一半轴15和第二半轴16上，即电机通过传动组件3将动力传输到第一半轴15和第二半轴16上，第一半轴15和第二半轴16与差速器14花键连接，输出动力，最终传递到车轮上，实现动力输出，驱动车辆行驶，第一电机1、第二电机2、第一半轴15、第二半轴16和主轴4具有相同的轴线，使得结构紧凑，动力传递链短，传递效率高。
具体的，每个电机的转子具有供主轴4穿过的通孔，
传动组件3包括滑套换挡机构13和至少两个齿轮副，滑套换挡机构13套设在主轴4或差速器14的壳体上；
当同轴电驱桥处在传动模式，滑套换挡机构13与相应齿轮副传动连接；当同轴电驱桥处在离合模式，滑套换挡机构13与相应齿轮副传动断开。
每个传动组件3包括中间轴、至少两个齿轮副，至少一个齿轮副用于电机与中间轴传动连接，
当同轴电驱桥处在传动模式，至少一个齿轮副用于中间轴与主轴4或差速器14的壳体传动连接。
当电机为两个，传动组件3包括至少三个齿轮副，至少一个齿轮副 用于相应电机与中间轴传动连接；
当同轴电驱桥处在传动模式，至少两个齿轮副用于中间轴与主轴或差速器的壳体传动连接。
每个齿轮副包括设在中间轴上的第一齿轮、以及设在主轴4或差速器14壳体的第二齿轮。
传动组件3为两个，两个传动组件对称设在主轴4的两侧；
同轴电驱桥还包括与电机和滑套换挡机构13电连接的控制单元，控制单元用于控制传动组件3，控制滑套换挡机构13与相应齿轮副传动连接，或控制各个电机启停；
在离合模式，控制滑套换挡机构13与相应齿轮副传动断开。
具体到本实施例中，传动组件3包括两个中间轴，分别为第一中间轴11和第二中间轴12，主轴4、第一中间轴11和第二中间轴12三轴平行布置，主轴4与差速器14集成为一体，第一中间轴11和第二中间轴12对称布置在主轴4的两侧，
传动组件3包括：分别为设置在第一中间轴11和第二中间轴12上的齿轮一Z1、齿轮三Z3、齿轮五Z5和齿轮七Z7，主轴4上设置有齿轮二Z2、齿轮四Z4、齿轮六Z6和齿轮八Z8，齿轮二Z2和齿轮四Z4通过轴承承接在差速器14壳体上，齿轮六Z6与第一电机1的转子轴连接，齿轮八Z8与第二电机2的转子轴连接，换档机构13设置在主轴4上，可以实现两个档位的动力传递；传动组件3两侧分别与第一电机1和第二电机2连接，传动组件3的齿轮六Z6和齿轮八Z8分别与第一电机11和第二电机12的转子轴连接，将动力传动到传动组件3，实现动力输入。
齿轮一Z1和齿轮二Z2组成的第一齿轮副，形成变速1档；齿轮三Z3和齿轮四Z4组成的第二齿轮副，形成变速2档；每个动力传动路线最终都将动力传到第一半轴15和第二半轴16，然后传到车轮，实现动力输出，驱动车辆行驶；齿轮二Z2和齿轮四Z4之间设置滑套换档机构13， 滑套滑动实现不同档位之间切换，根据动力的不同，可实现2个变速档位，与2个动力电机配合，使得电驱桥可以实现最多6种动力输出模式。
两个电机可以设置为相同的功率、扭矩，也可以设置不同的功率、扭矩；两个电机可以单独驱动，也可以联合驱动，本实施例中，第一电机1和第二电机2设置不同的功率、扭矩，最多可以组成6种动力输出模式，可以灵活应对车辆的各种应用工况，尤其适合载荷变动范围大、工况多样复杂的汽车，具体6种动力输出模式如下：
参见图3所示的第一单电机11驱动下的1档动力传动路线图，在该档位，第一单电机11输入的动力通过传动组件3的齿轮八Z8、齿轮七Z7、第一中间轴11、第二中间轴12、齿轮一Z1、齿轮二Z2、组成变速1档，再通过滑套换挡机构13将动力传入差速器14，再通过第一半轴15和第二半轴16将动力输出到车轮；
参见图4所示的第一单电机11驱动下的2档动力传动路线图，在该档位，第一单电机11输入的动力通过传动组件3的齿轮八Z8、齿轮七Z7、第一中间轴11、第二中间轴12、齿轮三Z3、齿轮四Z4、组成变速2档，再通过滑套换挡机构13将动力传入差速器14，再通过第一半轴15和第二半轴16将动力输出到车轮；
参见图5所示的第二电机2的3档动力传动路线图，在该档位，第二电机2输入的动力通过传动组件3的齿轮八Z8、齿轮七Z7、第一中间轴11、第二中间轴12、齿轮一Z1、齿轮二Z2、组成变速3档，再通过滑套换挡机构13将动力传入差速器14，再通过第一半轴15和第二半轴16将动力输出到车轮；
参见图6所示的第二电机2的4档动力传动路线图，在该档位，第二电机2输入的动力通过传动组件3的齿轮八Z8、齿轮七Z7、第一中间轴11、第二中间轴12、齿轮三Z3、齿轮四Z4、组成变速4档，再通过滑套换挡机构13将动力传入差速器14，再通过第一半轴15和第二半轴 16将动力输出到车轮；
参见图7所示的第一电机1和第二电机2同时驱动下的5档动力传动路线图，在该档位，第一电机1和第二电机2联合驱动，输入的动力通过传动组件3的齿轮八Z8、齿轮七Z7、第一中间轴11、第二中间轴12、齿轮一Z1、齿轮二Z2、组成变速5档，再通过滑套换挡机构13将动力传入差速器14，再通过第一半轴15和第二半轴16将动力输出到车轮；
参见图8所示的第一电机1和第二电机2同时驱动下的6档动力传动路线图，在该档位，第一电机1和第二电机2联合驱动，输入的动力通过传动组件3的齿轮八Z8、齿轮七Z7、第一中间轴11、第二中间轴12、齿轮三Z3、齿轮四Z4、组成变速6档，再通过滑套换挡机构13将动力传入差速器14，再通过第一半轴15和第二半轴16将动力输出到车轮。
因此，本公开的同轴电驱桥，第一电机1、第二电机2、第一半轴15、第二半轴16和主轴4具有相同的轴线，使得结构紧凑，动力传递链短，传递效率高中心同轴布置，结构布局新颖、紧凑，动力传递链简短，传递效率高；同时，两个档位都只通过两级动力传递，传递效率达到95％以上，最大限度地降低车辆运行的能源消耗。两个电机可以设置为相同的功率、扭矩，也可以设置不同的功率、扭矩；两个电机可以单独驱动，也可以联合驱动，最多可以组成6种动力输出模式，可以灵活应对车辆的各种应用工况，尤其适合载荷变动范围大、工况多样复杂的商用车。该两档传动电驱桥应用于电动商用车辆，既能满足电动商用车在爬坡时最大牵引力的要求，又能满足最高车速要求。
具体的，如图9所示的滑套式换档机构13的一种示例性结构示意图，滑套式换档机构包括滑套21，滑套21通过花键套设在轴，使所述滑套21在所述第三齿轮22的接合齿和第四齿轮23的接合齿之间滑动。滑套 21的外部表面设有外齿，第三齿轮22和第四齿轮23的内表面设有内齿；当滑套21滑动到需要传动的位置时，滑套21的外齿可以与第三齿轮22或第四齿轮23的接合齿啮合进行动力传动。
另外，主轴4与车桥差速器14可以集成设计，结构简单、节省空间，结构更加紧凑。第一中间轴11和第二中间轴12上的齿轮可以统一设计，组成结构简单，有利于生产管理，有利于降低相关成本。电机、传动组件3通过支架固定安装到车桥桥壳上，可以保证电机、变速系统以及其它相关零部件工作环境稳定可靠，运行安全高效。并且车桥桥壳还应具有安装制动器、制动气室、安装支架以及ABS传感器组件的结构及接口，以满足行程和驻车制动的功能需求。
电机可以是永磁同步电机或开关磁阻电机或感应式电机，可以是一系列不同的功率、扭矩，根据车型、应用工况的不同而配置。
本发明还提供一种汽车，包括上述的同轴电驱桥。需要说明的是，本公开的“同轴双电机+两档变速系统”最多可以实现6挡不同的档位需求，可以应用在商用车电驱桥总成，也可以应用在其他与电动商用车功能类似的运输车辆的电驱桥。
综上，本公开的同轴双电机商用车电驱桥可以根据不同的车辆、不同的工况和载荷，可以选择设置不同的具体速比，以实现车辆最优化的功率、扭矩传递，满足车辆对牵引力、速度及效率的要求，实现最低的车辆能量消耗要求。
以上显示和描述了本发明的基本原理和主要特征和本发明的优点。本行业的技术人员应该了解，本发明不受上述实施例的限制，上述实施例和说明书中描述的只是说明本发明的原理，在不脱离本发明精神和范围的前提下，本发明还会有各种变化和改进，这些变化和改进都落入要求保护的本发明范围内。

Claims (9)

  1. 一种同轴电驱桥，其特征在于，包括至少一个电机、至少一个传动组件、主轴以及通过差速器连接的两个半轴，
    所述主轴与所述差速器的壳体固定连接，所述主轴套设在所述两个半轴上；
    每个所述电机与相应所述传动组件传动连接，
    当所述同轴电驱桥处于传动模式，每个所述传动组件与所述主轴或所述差速器的壳体传动连接；
    所述电机、所述主轴以及所述两个半轴具有相同的轴线。
  2. 如权利要求1所述的同轴电驱桥，其特征在于，每个所述电机的转子具有供所述主轴穿过的通孔。
  3. 如权利要求1所述的同轴电驱桥，其特征在于，每个所述传动组件包括滑套换挡机构和至少两个齿轮副，所述滑套换挡机构套设在所述主轴或所述差速器的壳体上；
    当所述同轴电驱桥处在传动模式，所述滑套换挡机构与相应所述齿轮副传动连接；
    当所述同轴电驱桥处在离合模式，所述滑套换挡机构与相应所述齿轮副传动断开。
  4. 如权利要求1所述的同轴电驱桥，其特征在于，每个所述传动组件包括中间轴、至少两个齿轮副，至少一个所述齿轮副用于所述电机与所述中间轴传动连接，
    当所述同轴电驱桥处在传动模式，至少一个齿轮副用于所述中间轴与所述主轴或所述差速器的壳体传动连接。
  5. 如权利要求4所述的同轴电驱桥，其特征在于，当所述电机为两个，所述传动组件包括至少三个齿轮副，至少一个所述齿轮副用于相应所述电机与所述中间轴传动连接；
    当所述同轴电驱桥处在传动模式，至少两个齿轮副用于所述中间轴与所述主轴或所述差速器的壳体传动连接。
  6. 如权利要求4所述的同轴电驱桥，其特征在于，每个所述齿轮副包括设在中间轴上的第一齿轮、以及设在所述主轴或所述差速器壳体的第二齿轮。
  7. 如权利要求1所述的同轴电驱桥，其特征在于，所述传动组件为两个，两个所述传动组件对称设在所述主轴的两侧；和/或，
    所述电机为两个，两个所述电机对称设在所述差速器的两侧。
  8. 如权利要求3所述的同轴电驱桥，其特征在于，所述同轴电驱桥还包括与所述电机和所述滑套换挡机构电连接的控制单元，所述控制单元用于控制所述传动组件，控制所述滑套换挡机构与相应所述齿轮副传动连接，或控制各个所述电机启停；
    在离合模式，控制所述滑套换挡机构与相应所述齿轮副传动断开。
  9. 一种汽车，其特征在于，包括权利要求1－8任一所述的同轴电驱桥。
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