WO2023206719A1 - 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
WO2023206719A1
WO2023206719A1 PCT/CN2022/097259 CN2022097259W WO2023206719A1 WO 2023206719 A1 WO2023206719 A1 WO 2023206719A1 CN 2022097259 W CN2022097259 W CN 2022097259W WO 2023206719 A1 WO2023206719 A1 WO 2023206719A1
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WO
WIPO (PCT)
Prior art keywords
transmission
electric drive
drive axle
sliding sleeve
gear
Prior art date
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PCT/CN2022/097259
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English (en)
French (fr)
Inventor
李杉
邓跃跃
陆海峰
章杰
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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 WO2023206719A1 publication Critical patent/WO2023206719A1/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
    • 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
    • B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
    • B60K23/04—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for 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
    • B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
    • B60K23/04—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for differential gearing
    • B60K2023/043—Control means for varying left-right torque distribution, e.g. torque vectoring

Definitions

  • the invention relates to the field of vehicle technology, and in particular to a coaxial electric drive axle and an automobile.
  • the motor three-speed electric drive axle is a support structure for the motor's three-speed transmission.
  • the transmission system is an important part of the electric drive axle. It can perform variable speed power output and drive the movement and operation of vehicles or other transportation machinery. In order to To ensure vehicle operation capabilities and efficiency under various working conditions, it is necessary to ensure that the power output to the vehicle under different working conditions must also be diversified, so that the vehicle can obtain a certain speed, provide sufficient traction, and have high efficiency. With the continuous development of science and technology, people have higher and higher requirements for the manufacturing process of motor three-speed electric drive axle.
  • the present invention provides a coaxial electric drive axle and a car to minimize the energy consumption of vehicle operation.
  • the electric drive axle can realize multiple power output modes and can flexibly cope with various applications of the vehicle. working conditions, which can effectively solve the problems in the background technology.
  • a coaxial electric drive axle including a motor, at least one transmission component, a main shaft, and a first half shaft and a second half shaft connected through a differential;
  • the main shaft is fixedly connected to the housing of the differential, and the main shaft is sleeved on at least part of the first half shaft and the second half shaft;
  • the 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;
  • Each transmission assembly includes at least two sliding sleeve shifting mechanisms, at least one sliding sleeve shifting mechanism is provided on the housing of the differential, and at least one sliding sleeve shifting mechanism is provided on the differential housing. on the spindle;
  • the motor, the main shaft, the first half shaft and the second half shaft have the same axis.
  • the rotor of the motor has a through hole for the main shaft to pass through.
  • each of the transmission components includes at least three gear pairs.
  • the sliding sleeve shift mechanism provided on the housing of the differential and the corresponding The gear pair transmission connection;
  • the sliding sleeve shift mechanism provided on the main shaft is transmission connected with the corresponding gear pair;
  • each sliding sleeve shifting mechanism is disconnected from the corresponding gear pair transmission.
  • the two transmission assemblies are symmetrically arranged on both sides of the main shaft.
  • each of the transmission components includes an intermediate shaft and at least three gear pairs.
  • the intermediate shaft includes a first intermediate shaft and a second intermediate shaft. At least one gear pair is used for the motor and the intermediate shaft. transmission connection;
  • At least two gear pairs are used for transmission connection between the intermediate shaft and the housing of the differential;
  • At least one gear pair is used for transmission connection between the intermediate shaft and the main shaft.
  • each of the gear pairs includes a first gear provided on the countershaft and a second gear provided on the main shaft or the differential housing, and each of the first gears is connected to the corresponding The second gear meshes.
  • each second gear is provided on the differential housing or the main shaft through a bearing.
  • the coaxial electric drive axle further includes a control unit electrically connected to the sliding sleeve shifting mechanism, and the control unit is used to control the housing provided on the differential in the first transmission mode.
  • the sliding sleeve shifting mechanism on the body is connected to the corresponding gear pair.
  • the sliding sleeve shifting mechanism on the main shaft is controlled to be connected to the corresponding gear pair.
  • each sliding sleeve shifting mechanism is controlled to disconnect from the corresponding gear pair transmission.
  • the present invention also provides an automobile, including any one of the above coaxial electric drive axles.
  • the present invention provides a coaxial electric drive axle and a car, which have the following beneficial effects: the motor transmits power to the first half shaft and the second half shaft through the transmission assembly.
  • the structural layout is novel and compact, the power transmission chain is short, and the transmission efficiency is high.
  • the three gears only pass through two-stage power transmission, and the transmission efficiency reaches more than 95%, minimizing vehicle operation. It consumes less energy and can realize three transmission gears, so that the electric drive axle can achieve a variety of power output modes and can flexibly respond to various application conditions of the vehicle.
  • Figure 1 is a schematic diagram of the overall structure of a coaxial electric drive bridge in an embodiment of the present invention
  • Figure 2 is a schematic structural diagram of the transmission assembly in the coaxial electric drive axle in the embodiment of the present invention.
  • Figure 3 is a schematic structural diagram of the first gear power transmission in the coaxial electric drive axle in the embodiment of the present invention.
  • Figure 4 is a schematic structural diagram of the second-speed power transmission in the coaxial electric drive axle in the embodiment of the present invention.
  • Figure 5 is a schematic structural diagram of the third-speed power transmission in the coaxial electric drive axle in the embodiment of the present invention.
  • Figure 6 is a schematic structural diagram of the first sliding sleeve shift mechanism in the coaxial electric drive axle in the 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.
  • a coaxial electric drive axle includes a motor 1, at least one transmission component 2, a main shaft 3, and a first half shaft 16 and a second half shaft 17 connected through a differential 15;
  • the main shaft 3 is fixedly connected to the housing of the differential 15, and the main shaft 3 is sleeved on at least part of the first half shaft 16 and the second half shaft 17;
  • the motor 1 is transmission connected with the corresponding transmission component 2;
  • each transmission component 2 is drivingly connected to the main shaft 3 or the housing of the differential 15;
  • Each transmission assembly 2 includes at least two sliding sleeve shifting mechanisms, including a first sliding sleeve shifting mechanism 13 and a second sliding sleeve shifting mechanism 14 . At least one sliding sleeve shifting mechanism is provided on the differential 15 The housing and at least one sliding sleeve shifting mechanism are located on the main shaft 3;
  • the motor 1, the main shaft 3, the first half shaft 16 and the second half shaft 17 have the same axis.
  • the motor 1 drives the main shaft 3 to rotate, the transmission component 2 realizes power transmission through the main shaft 3 or the differential 15, and the sliding sleeve shifting mechanism of the transmission component 2 realizes the power transmission of each gear. Finally, the motor 1 transmits power to the first half shaft 16 and the second half shaft 17 through the transmission assembly 2, and finally to the wheels.
  • the motor 1, the main shaft 3, the first half shaft 16 and the second half shaft 17 have the same axis. , making the structure compact, the power transmission chain short, and the transmission efficiency high.
  • each transmission assembly 2 includes at least three gear pairs.
  • the coaxial electric drive axle When the coaxial electric drive axle is in the first transmission mode, it is set at The sliding sleeve shifting mechanism on the housing of the differential 15 is connected to the corresponding gear pair transmission; when the coaxial electric drive axle is in the second transmission mode, the sliding sleeve shifting mechanism provided on the main shaft 3 is connected to the corresponding gear pair transmission connection; when the coaxial electric drive axle is in the clutch mode, each sliding sleeve shift mechanism is disconnected from the corresponding gear transmission, and there are two transmission components 2.
  • each The transmission assembly 2 includes an intermediate shaft and at least three gear pairs.
  • the intermediate shaft includes a first intermediate shaft 11 and a second intermediate shaft 12.
  • At least one gear pair is used for transmission connection between the motor 1 and the intermediate shaft; when the coaxial electric drive axle is In the first transmission mode, at least two gear pairs are used for the transmission connection between the intermediate shaft and the housing of the differential 15; when the coaxial electric drive axle is in the second transmission mode, at least one gear pair is used for the intermediate shaft and the main shaft 3 Transmission connection, each gear pair includes a first gear provided on the intermediate shaft, and a second gear provided on the main shaft 3 or the differential 15 housing, each first gear meshes with the corresponding second gear, and each third gear meshes with the corresponding second gear.
  • the second gear is installed on the differential 15 housing or the main shaft 3 through bearings.
  • the structural layout is novel and compact, the power transmission chain is short, and the transmission efficiency is high; the three gears only pass through two-stage power transmission, and the transmission efficiency reaches more than 95%. , minimizes the energy consumption of vehicle operation, and can realize 3 transmission gears, so that the electric drive axle can achieve a variety of power output modes, and can flexibly respond to various application conditions of the vehicle, especially suitable for work with a large load variation range.
  • the coaxial electric drive axle also includes a control unit electrically connected to the sliding sleeve shifting mechanism.
  • the control unit is used to control the sliding sleeve shifting mechanism provided on the housing of the differential 15 in the first transmission mode.
  • the corresponding gear pair transmission connection In the second transmission mode, the sliding sleeve shifting mechanism provided on the main shaft 3 is controlled to be connected to the corresponding gear pair transmission; in the clutch mode, each sliding sleeve shifting mechanism is controlled to be disconnected from the corresponding gear pair transmission. .
  • the coaxial electric drive axle includes a motor 1, a transmission assembly 2, a main shaft 3, and a first half shaft 16 and a second half shaft 17 connected through a differential 15; the main shaft 3 and the differential
  • the housing of 15 is fixedly connected, and the two ends of the main shaft 3 are respectively sleeved on the first half shaft 16 and the second half shaft 17; the motor 1 is drivingly connected to the corresponding transmission component 2;
  • the transmission assembly 2 includes two sliding sleeve shifting mechanisms, namely a first sliding sleeve shifting mechanism 13 and a second sliding sleeve shifting mechanism 14.
  • the first sliding sleeve shifting mechanism 13 is provided on the differential 15 Housing, the second sliding sleeve shift mechanism 14 is located on the main shaft 3;
  • the motor 1, the main shaft 3 and the first half shaft 16 and the second half shaft 17 have the same axis.
  • the rotor of the motor 1 has a through hole for the main shaft 3 to pass through to drive the main shaft 3.
  • Each transmission assembly 2 includes three Gear pair; the three gear pairs are: the first gear pair includes gear one Z1 and gear two Z2, the second gear pair includes gear three Z3 and gear four Z4, and the third gear pair includes gear five Z5 and gear six Z6.
  • the power of the motor I is transmitted to the eight gear Z8 through the rotor shaft, and is transmitted to the first intermediate shaft 11 and the second intermediate shaft 12 respectively through the gear seven Z7, and then is transmitted to the Gear one Z1, gear three Z3, and gear five Z5; when the first sliding sleeve shift mechanism 13 and the second sliding sleeve shift mechanism 14 do not slide, there is no power transmission output; the second sliding sleeve shift mechanism 14 is in the neutral position, and the first sliding sleeve shift mechanism 13 slides to gear two Z2, and the power passes through gear one Z1 and gear two Z2 to form a power output of the first gear; the second sliding sleeve shift mechanism 14 does not move in the idle position.
  • the first sliding sleeve type shift mechanism 13 slides to gear four Z4, and the power passes through gear three Z3 and gear four Z4 to form a variable speed 2-speed power output; the first sliding sleeve type shift mechanism sleeve 13 does not move in the neutral position, and The second sliding sleeve type shift mechanism 14 slides to gear six Z6, and the power forms a variable speed 3-speed power output through gear five Z5 and gear six Z6.
  • the power of each gear transmission route will be transmitted to the first half shaft 16 and the second half shaft On the shaft 17, it is finally transmitted to the wheels to realize the motor power drive.
  • the power input by the motor 1 passes through gear eight Z8, gear seven Z7, the first intermediate shaft 11 and the second intermediate shaft 12 of the transmission assembly 2 , gear one Z1, gear two Z2, form the first gear, and then transmit the power to the differential 15 through the first sliding sleeve shifting mechanism 13, and then output the power to the differential 15 through the first half shaft 16 and the second half shaft 17 wheel;
  • each sliding sleeve shift mechanism is disconnected from the corresponding gear pair transmission.
  • the first sliding sleeve type shift mechanism 13 includes a sliding sleeve 19, and the sliding sleeve 19 is sleeved on the shaft through a spline. 7, the sliding sleeve 19 is allowed to slide between the engaging teeth of the third gear 20 and the engaging teeth of the fourth gear 21.
  • the outer surface of the sliding sleeve 19 is provided with external teeth, and the inner surfaces of the third gear 20 and the fourth gear 21 are provided with internal teeth; when the sliding sleeve 19 slides to the position where transmission is required, the external teeth of the sliding sleeve 19 can be connected with the third gear.
  • the engagement teeth of the gear 20 and the fourth gear 21 mesh to perform power transmission.
  • axle housing should also have the structure and interface for installing brakes, brake chambers, mounting brackets and ABS sensor components;
  • the electric drive axle In order to meet the load-bearing function, the electric drive axle needs to be connected to the vehicle frame, and the electric drive axle housing should have a vehicle suspension system installation structure and interface.
  • the transmission system of the coaxial single-motor three-speed commercial vehicle electric drive axle of the present disclosure adopts a three-speed design, and each functional module can be independent of each other or highly integrated.
  • the three-speed variable transmission setting optimizes and satisfies the needs of electric commercial vehicles for electric drive axles in terms of speed ratio and power flow mode to the greatest extent possible, and best meets the balanced needs of commercial vehicles for traction, vehicle speed, and high operating efficiency, which is especially beneficial for long-distance driving. Tow vehicle.
  • the input power may be a permanent magnet synchronous motor, a switched reluctance motor, or an induction motor.
  • the invention also provides an automobile, including the above-mentioned coaxial electric drive axle.
  • coaxial single-motor three-speed transmission system of the present disclosure can be applied to the electric drive axle assembly of commercial vehicles, and can also be applied to the electric drive axles of other transport vehicles with similar functions to electric commercial vehicles.
  • the coaxial single-motor three-speed 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 to achieve optimal power and torque transmission of the vehicle. , to meet the vehicle's requirements for traction, speed and efficiency, and 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)
  • Arrangement Of Transmissions (AREA)
  • Structure Of Transmissions (AREA)

Abstract

本发明公开了一种同轴电驱桥和汽车，包括电机、至少一个传动组件、主轴以及通过差速器连接的第一半轴与第二半轴；每个所述传动组件包括至少两个滑套换挡机构，至少一个所述滑套换挡机构设在所述差速器的壳体，以及至少一个所述滑套换挡机构设在所述主轴上；所述电机、所述主轴以及所述第一半轴与第二半轴具有相同的轴线，三个模块中心同轴布置，结构布局新颖、紧凑，动力传递链简短，传递效率高。

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，特别涉及一种同轴电驱桥和汽车。
背景技术
电机三档变速电驱桥是一种进行电机三档变速的支撑结构，变速系统是电驱桥的重要组成部分，可以进行变速换档动力输出，驱动车辆或其它运输机械的运动和作业，为了保证各种工况下车辆运营能力和运营效率，必须保证不同工况下输出给车辆的动力也要多样化，使得车辆获得一定的速度，又能提供足够的牵引力，又有较高的效率，随着科技的不断发展，人们对于电机三档变速电驱桥的制造工艺要求也越来越高。
现有的电机三档变速电驱桥在使用时存在一定的弊端，首先，现在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，不利于人们的使用，还有，市场上的电驱桥大多都是结构庞大，簧下质量大，影响车辆的可靠性和驾驶舒适性，给人们的使用过程带来了一定的不利影响，为此，我们提出一种用于新能源商用车的同轴单电机三档变速电驱桥。
发明内容
针对现有技术的不足，本发明提供了一种同轴电驱桥和汽车，最大限度地降低车辆运行的能源消耗，电驱桥可以实现多种动力输出模式，可以灵活应对车辆的各种应用工况，可以有效解决背景技术中的问题。
为实现上述目的，本发明采取的技术方案为：一种同轴电驱桥，包括电机、至少一个传动组件、主轴以及通过差速器连接的第一半轴与第二半轴；
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第一 半轴与第二半轴的至少一部分；
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在传动模式，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；
每个所述传动组件包括至少两个滑套换挡机构，至少一个所述滑套换挡机构设在所述差速器的壳体，以及至少一个所述滑套换挡机构设在所述主轴上；
所述电机、所述主轴以及所述第一半轴与第二半轴具有相同的轴线。
优选的，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至少三个齿轮副，当所述同轴电驱桥处在第一传动模式，设在所述差速器的壳体上的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第二传动模式，设在所述主轴上的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，每个所述滑套换挡机构与相应所述齿轮副传动断开。
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。
优选的，每个所述传动组件包括中间轴、至少三个齿轮副，所述中间轴包括第一中间轴与第二中间轴，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于第一传动模式，至少两个齿轮副用于所述中间轴与所述差速器的壳体传动连接；
当所述同轴电驱桥处于第二传动模式，至少一个齿轮副用于所述中间轴与所述主轴传动连接。
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，每个所述第一齿轮与相应所述第二齿轮啮合。
优选的，每个所述第二齿轮通过轴承设在所述差速器壳体或所述主轴上。
优选的，所述同轴电驱桥还包括与所述滑套换挡机构电连接的控制单元，所述控制单元用于在所述第一传动模式，控制设在所述差速器的壳体上的所述滑套换挡机构与相应所述齿轮副传动连接，在所述第二传动模式，控制设在所述主轴上的所述滑套换挡机构与相应所述齿轮副传动连接；
在离合模式，控制每个所述滑套换挡机构与相应所述齿轮副传动断开。
针对现有技术的不足，本发明还提供了一种汽车，包括上述任一所述的同轴电驱桥。
与现有技术相比，本发明提供了一种同轴电驱桥和汽车，具备以下有益效果：电机通过传动组件将动力传输到第一半轴和第二半轴上，同时，电机、主轴以及两个半轴同轴布置，结构布局新颖、紧凑，动力传递链简短，传递效率高，并且三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，可实现3个变速档位，使得电驱桥可以实现多种动力输出模式，可以灵活应对车辆的各种应用工况。
附图说明
图1为本发明实施例中同轴电驱桥的整体结构示意图；
图2为本发明实施例中同轴电驱桥中传动组件的结构示意图；
图3为本发明实施例中同轴电驱桥中一档动力传递的结构示意图；
图4为本发明实施例中同轴电驱桥中二档动力传递的结构示意图；
图5为本发明实施例中同轴电驱桥中三档动力传递的结构示意图；
图6为本发明实施例中同轴电驱桥中第一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1-6所示，一种同轴电驱桥，包括电机1、至少一个传动组件2、主轴3以及通过差速器15连接的第一半轴16与第二半轴17；
主轴3与差速器15的壳体固定连接，主轴3套设在第一半轴16与 第二半轴17的至少一部分；
电机1与相应传动组件2传动连接；
当同轴电驱桥处在传动模式，每个传动组件2与主轴3或差速器15的壳体传动连接；
每个传动组件2包括至少两个滑套换挡机构，包括第一滑套式换档机构13与第二滑套式换档机构14，至少一个滑套换挡机构设在差速器15的壳体，以及至少一个滑套换挡机构设在主轴3上；
电机1、主轴3以及第一半轴16与第二半轴17具有相同的轴线。
当同轴电驱桥处在传动模式时，电机1驱动主轴3旋转，传动组件2通过主轴3或差速器15实现动力传输，传动组件2的滑套换挡机构实现各档动力传递，最终电机1通过传动组件2将动力传输到第一半轴16与第二半轴17上，最终传递到车轮上，电机1、主轴3以及第一半轴16与第二半轴17具有相同的轴线，使得结构紧凑，动力传递链短，传递效率高。
进一步的，电机1的转子具有供主轴3穿过的通孔，对主轴3进行驱动，每个传动组件2包括至少三个齿轮副，当同轴电驱桥处在第一传动模式，设在差速器15的壳体上的滑套换挡机构与相应齿轮副传动连接；当同轴电驱桥处在第二传动模式，设在主轴3上的滑套换挡机构与相应齿轮副传动连接；当同轴电驱桥处在离合模式，每个滑套换挡机构与相应齿轮副传动断开，传动组件2为两个，两个传动组件2对称设在主轴3的两侧，每个传动组件2包括中间轴、至少三个齿轮副，中间轴包括第一中间轴11与第二中间轴12，至少一个齿轮副用于电机1与中间轴传动连接；当同轴电驱桥处在第一传动模式，至少两个齿轮副用于中间轴与差速器15的壳体传动连接；当同轴电驱桥处在第二传动模式，至少一个齿轮副用于中间轴与主轴3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3或差速器15壳体的第二齿轮，每个第一齿轮 与相应第二齿轮啮合，每个第二齿轮通过轴承设在差速器15壳体或主轴3上，结构布局新颖、紧凑，动力传递链简短，传递效率高；三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，可实现3个变速档位，使得电驱桥可以实现多种动力输出模式，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。
进一步的，同轴电驱桥还包括与滑套换挡机构电连接的控制单元，控制单元用于在第一传动模式，控制设在差速器15的壳体上的滑套换挡机构与相应齿轮副传动连接，在第二传动模式，控制设在主轴3上的滑套换挡机构与相应齿轮副传动连接；在离合模式，控制每个滑套换挡机构与相应齿轮副传动断开。
具体到本实施例中：
如图1-2所示，同轴电驱桥包括电机1、一个传动组件2、主轴3以及通过差速器15连接的第一半轴16与第二半轴17；主轴3与差速器15的壳体固定连接，主轴3的两端分别套设在第一半轴16与第二半轴17上；电机1与相应传动组件2传动连接；
传动组件2包括两个滑套换挡机构，分别为第一滑套式换档机构13与第二滑套式换档机构14，第一滑套式换档机构13设在差速器15的壳体，第二滑套式换档机构14设在主轴3；
电机1、主轴3以及第一半轴16与第二半轴17具有相同的轴线，电机1的转子具有供主轴3穿过的通孔，对主轴3进行驱动，每个传动组件2包括三个齿轮副；三个齿轮副分别为：第一齿轮副包括齿轮一Z1和齿轮二Z2，第二齿轮副包括齿轮三Z3和齿轮四Z4，第三齿轮副包括齿轮五Z5和齿轮六Z6。
如图1-5所示，电机I的动力通过转子轴传递到齿轮八Z8，通过齿轮七Z7，分别传递到第一中间轴11和第二中间轴12，再传递给设置在 两根轴上的齿轮一Z1、齿轮三Z3、齿轮五Z5；第一滑套式换档机构13和第二滑套式换档机构14都不滑动时，没有动力传递输出；第二滑套式换档机构14在中位，而第一滑套式换档机构13滑动到齿轮二Z2，动力通过齿轮一Z1与齿轮二Z2形成变速1档动力输出；第二滑套式换档机构14在空位不动，而第一滑套式换档机构13滑动到齿轮四Z4，动力通过齿轮三Z3与齿轮四Z4形成变速2档动力输出；第一滑套式换档机构套13在中位不动，而第二滑套式换档机构14滑动到齿轮六Z6，动力通过齿轮五Z5与齿轮六Z6形成变速3档动力输出，各档动力传递路线的动力都会传递到第一半轴16和第二半轴17上，最终传递到车轮上，实现电机动力驱动。
具体的，参见图3所示的1档动力传动路线图，在该档位，电机1输入的动力通过传动组件2的齿轮八Z8、齿轮七Z7、第一中间轴11和第二中间轴12、齿轮一Z1、齿轮二Z2、组成变速1档，再通过第一滑套换挡机构13将动力传入差速器15，再通过第一半轴16和第二半轴17将动力输出到车轮；
参见图4所示的2档动力传动路线图，在该档位，电机1输入的动力通过传动组件2的齿轮八Z8、齿轮七Z7、第一中间轴11和第二中间轴12、齿轮三Z3、齿轮四Z4、组成变速2档，再通过第一滑套换挡机构13将动力传入差速器15，再通过第一半轴16和第二半轴17将动力输出到车轮；
参见图5所示的3档动力传动路线图，在该档位，电机1输入的动力通过传动组件2的齿轮八Z8、齿轮七Z7、第一中间轴11和第二中间轴12、齿轮五Z5、齿轮六Z6、组成变速3档，再通过第二滑套换挡机构14将动力传入差速器15，再通过第一半轴16和第二半轴17将动力输出到车轮。
当同轴电驱桥处在离合模式，每个滑套换挡机构与相应齿轮副传动 断开。
具体的，参见图6所示的第一滑套式换档机构13的一种示例性结构示意图；第一滑套式换档机构13包括滑套19，滑套19通过花键套设在轴7上，使所述滑套19在第三齿轮20的接合齿和第四齿轮21的接合齿之间滑动。滑套19的外部表面设有外齿，第三齿轮20和第四齿轮21的内表面设有内齿；当滑套19滑动到需要传动的位置时，滑套19的外齿可以与第三齿轮20和第四齿轮21的接合齿啮合进行动力传动。
为满足行程和驻车制动的功能，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；
为满足承载的功能，电驱桥需要与车架连接，电驱桥桥壳应具有车辆悬架系统安装结构和接口。
由上可知，本公开的同轴单电机三档变速商用车电驱桥的变速系统采用三档设计，各功能模块可以相互独立，也可以高度集成。三档变速传动设置，最大可能地优化满足电动商用车电驱桥对速比、动力流模式的需求，最大限度地满足商用车对牵引力、车速、运行高效率的均衡需求，尤其有利于对长途牵引车辆。
在本公开的一个实施方式中，输入动力可以是为永磁同步电机或开关磁阻电机或感应式电机。
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，本公开的同轴单电机三档变速系统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，本公开的同轴单电机三档变速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：包括电机、至少一个传动组件、主轴以及通过差速器连接的第一半轴与第二半轴；
    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第一半轴与第二半轴的至少一部分；
    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在传动模式，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；
    每个所述传动组件包括至少两个滑套换挡机构，至少一个所述滑套换挡机构设在所述差速器的壳体，以及至少一个所述滑套换挡机构设在所述主轴上；
    所述电机、所述主轴以及所述第一半轴与第二半轴具有相同的轴线。
  2. 根据权利要求1所述的一种同轴电驱桥，其特征在于：所述电机的转子具有供所述主轴穿过的通孔。
  3. 根据权利要求1所述的一种同轴电驱桥，其特征在于：每个所述传动组件包括至少三个齿轮副，当所述同轴电驱桥处在第一传动模式，设在所述差速器的壳体上的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第二传动模式，设在所述主轴上的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，每个所述滑套换挡机构与相应所述齿轮副传动断开。
  4. 根据权利要求1所述的一种同轴电驱桥，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。
  5. 根据权利要求1所述的一种同轴电驱桥，其特征在于：每个所述传动组件包括中间轴、至少三个齿轮副，所述中间轴包括第一中间轴与第二中间轴，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于第一传动模式，至少两个齿轮副用于所述中间轴与所述差速器的壳体传动连接；
    当所述同轴电驱桥处于第二传动模式，至少一个齿轮副用于所述中间轴与所述主轴传动连接。
  6. 根据权利要求5所述的一种同轴电驱桥，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，每个所述第一齿轮与相应所述第二齿轮啮合。
  7. 根据权利要求6所述的一种同轴电驱桥，其特征在于：每个所述第二齿轮通过轴承设在所述差速器壳体或所述主轴上。
  8. 根据权利要求5所述的一种同轴电驱桥，其特征在于：所述同轴电驱桥还包括与所述滑套换挡机构电连接的控制单元，所述控制单元用于在所述第一传动模式，控制设在所述差速器的壳体上的所述滑套换挡机构与相应所述齿轮副传动连接，在所述第二传动模式，控制设在所述主轴上的所述滑套换挡机构与相应所述齿轮副传动连接；
    在离合模式，控制每个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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