WO2024067057A1 - 动力耦合系统和车辆 - Google Patents

动力耦合系统和车辆 Download PDF

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Publication number
WO2024067057A1
WO2024067057A1 PCT/CN2023/118164 CN2023118164W WO2024067057A1 WO 2024067057 A1 WO2024067057 A1 WO 2024067057A1 CN 2023118164 W CN2023118164 W CN 2023118164W WO 2024067057 A1 WO2024067057 A1 WO 2024067057A1
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WO
WIPO (PCT)
Prior art keywords
input shaft
gear
coupling system
power coupling
shaft
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Application number
PCT/CN2023/118164
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English (en)
French (fr)
Inventor
谷根
张希所
杨慧超
姚敏
Original Assignee
奇瑞汽车股份有限公司
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Application filed by 奇瑞汽车股份有限公司 filed Critical 奇瑞汽车股份有限公司
Publication of WO2024067057A1 publication Critical patent/WO2024067057A1/zh

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Classifications

    • 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
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/20—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially using gears that can be moved out of gear
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D23/00—Details of mechanically-actuated clutches not specific for one distinct type
    • F16D23/02—Arrangements for synchronisation, also for power-operated clutches
    • 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
    • F16H57/023—Mounting or installation of gears or shafts in the gearboxes, e.g. methods or means for assembly

Definitions

  • the present disclosure relates to the field of vehicle technology, and in particular to a power coupling system and a vehicle.
  • the multi-motor system can allocate the output performance of each motor according to the working conditions and motor characteristics, so that the motors in the system work in the high-efficiency zone, thereby improving the efficiency of the electric drive system.
  • one purpose of the present disclosure is to propose a power coupling system that can avoid the passive operation of the auxiliary input shaft when only the main input shaft is used, thereby improving the utilization efficiency of the shift mechanism, reducing the difficulty of shift control, and improving reliability.
  • the present disclosure provides a power coupling system, which includes: an input assembly, which includes a main input shaft, an auxiliary input shaft and an input shaft gear housing, the main input shaft and the auxiliary input shaft are suitable for being dynamically connected to the input shaft gear housing through a transmission structure, and the main input shaft is suitable for being selectively fixed relative to the input shaft gear housing; and a brake member, which is configured to selectively brake the auxiliary input shaft.
  • the technical solution provided by the present disclosure provides a brake member to selectively brake the auxiliary input shaft, thereby avoiding the auxiliary input shaft from working passively when only the main input shaft is used for operation, thereby improving the efficiency of the shift mechanism. It improves the utilization efficiency, reduces the difficulty of gear shifting control and improves reliability.
  • the power coupling system further includes: a synchronizer, wherein the synchronizer is connected to the main input shaft, and the synchronizer is used to selectively connect the main input shaft with the input shaft gear housing.
  • the main input shaft extends from a first side of the input shaft gear housing
  • the auxiliary input shaft extends from a second side of the input shaft gear housing
  • the synchronizer is located on the first side of the input shaft gear housing
  • the brake is located on the second side of the input shaft gear housing.
  • one end of the main input shaft is configured as a first gear portion
  • one end of the auxiliary input shaft is configured as a second gear portion
  • the transmission structure includes a transmission shaft, a transmission gear is sleeved on the transmission shaft, and the first gear portion and the second gear portion are both meshed and connected with the transmission gear.
  • two transmission gears are provided, and the two transmission gears are spaced apart and distributed along the axial direction of the transmission shaft.
  • the first gear portion, the second gear portion, and the transmission gear are all configured as bevel gears.
  • the power coupling system also includes: an output assembly, the input shaft gear housing includes a main body and an input gear part, the output assembly includes an output shaft and an output gear, and the output gear is sleeved on the output shaft; wherein the main body is connected to the input gear part, the transmission shaft is rotatably mounted on the main body, and the input gear part is dynamically connected to the output gear.
  • the power coupling system further includes: a connecting assembly, the connecting assembly including a connecting shaft and a first connecting gear and a second connecting gear spaced apart and sleeved on the connecting shaft, the first connecting gear meshing with the input gear portion, and the second connecting gear meshing with the output gear.
  • a radial dimension of the first connecting gear is greater than a radial dimension of the second connecting gear.
  • the power coupling system has a first state. In the first state, the brake member brakes the auxiliary input shaft, the synchronizer disconnects the main input shaft from the input shaft gear housing, and the main input shaft inputs torque.
  • the power coupling system has a second state, in which the brake releases the auxiliary input shaft, the synchronizer connects the main input shaft with the input shaft gear housing, and the main input shaft and the auxiliary input shaft have the same rotation speed.
  • the power coupling system has a third state, in which the brake releases the auxiliary input shaft, the synchronizer disconnects the main input shaft from the input shaft gear housing, and the torque of the main input shaft is the same as that of the auxiliary input shaft.
  • the power coupling system has a third state, in which the brake releases the auxiliary input shaft, the synchronizer disconnects the main input shaft from the input shaft gear housing, and the main input shaft and the auxiliary input shaft have opposite rotational speeds and the same torque.
  • the present disclosure provides a vehicle, comprising a power coupling system as described in any one of the first aspects.
  • FIG1 is a schematic diagram of a power coupling system according to some embodiments of the present disclosure.
  • FIG. 2 is a cross-sectional view of an input assembly of the power coupling system shown in FIG. 1 .
  • Input assembly 10 main input shaft 11, first gear part 111, auxiliary input shaft 12, second gear part 121, input shaft gear housing 13, main body 131, input gear part 132, connecting bearing 14;
  • Transmission structure 20 transmission shaft 21, transmission gear 22;
  • Synchronizer 40 Synchronizer 40, spline 41;
  • Output assembly 50 output shaft 51, output gear 52;
  • Connecting assembly 60 connecting shaft 61 , first connecting gear 62 , second connecting gear 63 .
  • the power coupling system 100 provided in the embodiment of the present disclosure includes: an input component 10 and a brake component 30 .
  • the input assembly 10 includes a main input shaft 11, an auxiliary input shaft 12 and an input shaft gear housing 13.
  • the main input shaft 11 and the auxiliary input shaft 12 are suitable for being dynamically connected to the input shaft gear housing 13 through a transmission structure 20.
  • the main input shaft 11 is suitable for being selectively fixed relative to the input shaft gear housing 13, and the brake member 30 is configured to selectively brake the auxiliary input shaft 12.
  • both the main input shaft 11 and the auxiliary input shaft 12 are connected to the input shaft gear housing 13 through the transmission structure 20, so that the power of the main input shaft 11 and the power of the auxiliary input shaft 12 can be coupled through the transmission structure 20, that is, the power coupling system 100 provided by the embodiment of the present disclosure can simultaneously input power through the main input shaft 11 and the auxiliary input shaft 12.
  • the power coupling system 100 provided by the embodiment of the present disclosure can simultaneously input power through the main input shaft 11 and the auxiliary input shaft 12.
  • a variety of variable ratio coupling methods are provided to increase the coverage area of the high-efficiency zone.
  • the main input shaft 11 is suitable for being selectively fixed relative to the input shaft gear housing 13, and the brake member 30 can selectively brake the auxiliary input shaft 12, so that when the auxiliary input shaft 12 does not need to rotate, the auxiliary input shaft 12 can be braked by the brake member 30. At this time, the main input shaft 11 can directly drive the input shaft gear housing 13 to rotate synchronously, thereby realizing power transmission.
  • the brake member 30 may be configured as a brake rod which is adapted to abut against the auxiliary input shaft 12 to brake the auxiliary input shaft 12 , or the brake member 30 may be configured as a brake cylinder which is sleeved on the auxiliary input shaft 12 to brake the auxiliary input shaft 12 .
  • the main input shaft 11 and the auxiliary input shaft 12 are respectively connected to a motor, which is used to output power to the corresponding main input shaft 11 and the auxiliary input shaft 12. Then the main input shaft 11 and the auxiliary input shaft 12 can rotate at the same time, and the power input to the main input shaft 11 and the power input to the auxiliary input shaft 12 are coupled through the transmission structure 20 to ensure the stability of the output power.
  • the speed of the main input shaft 11 and the speed of the auxiliary input shaft 12 can be the same or different
  • the torque of the main input shaft 11 and the torque of the auxiliary input shaft 12 can be the same or different
  • the rotation direction of the main input shaft 11 and the rotation direction of the auxiliary input shaft 12 can be the same or different.
  • the auxiliary input shaft 12 when the auxiliary input shaft 12 is not needed to input power, the auxiliary input shaft 12 can be braked by the brake member 30. At this time, the main input shaft 11 can directly drive the input shaft gear housing 13 to rotate synchronously, thereby realizing power transmission, thereby avoiding the passive operation of the auxiliary input shaft 12, improving the utilization efficiency of the gear shifting mechanism, reducing the difficulty of gear shifting control, and improving reliability.
  • a brake member 30 is provided to selectively brake the auxiliary input shaft 12, thereby avoiding passive operation of the auxiliary input shaft 12 when only the main input shaft 11 is used for operation, thereby improving the utilization efficiency of the shifting mechanism, reducing the difficulty of shifting control, and improving reliability.
  • the power coupling system 100 further includes a synchronizer 40 .
  • the synchronizer 40 is connected to the main input shaft 11 , and is used to selectively connect the main input shaft 11 with the input shaft gear housing 13 .
  • connection state between the main input shaft 11 and the input shaft gear housing 13 can be controlled by the synchronizer 40 , thereby achieving synchronous rotation of the main input shaft 11 and the input shaft gear housing 13 and free rotation of the main input shaft 11 .
  • one end of the synchronizer 40 is mounted on the main input shaft 11, and the other end of the synchronizer 40 is selectively connected to the input shaft gear housing 13 through the spline 41.
  • the main input shaft 11 can When the main input shaft 11 and the auxiliary input shaft 12 are running synchronously, the other end of the synchronizer 40 is connected to the input shaft gear housing 13 through the spline 41.
  • the main input shaft 11 and the auxiliary input shaft 12 are coupled through the transmission system 20, and the input shaft gear housing 13 is driven to rotate synchronously to output power.
  • the main input shaft 11 extends from a first side of the input shaft gear housing 13 (the right side in Figure 1)
  • the auxiliary input shaft 12 extends from a second side of the input shaft gear housing 13 (the left side in Figure 1)
  • the synchronizer 40 is located on the first side of the input shaft gear housing 13
  • the brake member 30 is located on the second side of the input shaft gear housing 13.
  • an installation space is formed in the input shaft gear housing 13, the transmission structure 20 is located in the installation space, at least a portion of the main input shaft 11 extends from a first side of the input shaft gear housing 13 into the installation space to be connected to the transmission structure 20, and at least a portion of the auxiliary input shaft 12 extends from a second side of the input shaft gear housing 13 into the installation space to be connected to the transmission structure 20, thereby facilitating the protection of the connection between the main input shaft 11 and the transmission structure 20, and the connection between the auxiliary input shaft 12 and the transmission structure 20 through the input shaft gear housing 13.
  • the synchronizer 40 is located on the first side of the input shaft gear housing 13, so as to shorten the distance between the synchronizer 40 and the main input shaft 11, and facilitate the synchronizer 40 to be connected to the main input shaft 11.
  • the brake member 30 is located on the second side of the input shaft gear housing 13, so as to shorten the distance between the brake member 30 and the auxiliary input shaft 12, and facilitate the brake member 30 to brake the auxiliary input shaft 12, so as to reduce the difficulty of braking.
  • the main input shaft 11 and the auxiliary input shaft 12 are arranged along the same axis, so as to reduce the radial space occupied and facilitate the miniaturization design.
  • the synchronizer 40 is connected to the part of the main input shaft 11 located outside the input shaft gear housing 13, and the brake member 30 is connected to the part of the auxiliary input shaft 12 located outside the input shaft gear housing 13, so as to reduce the difficulty of setting the synchronizer 40 and the brake member 30.
  • one end of the main input shaft 11 is configured as a first gear portion 111
  • one end of the auxiliary input shaft 12 is configured as a second gear portion 121.
  • the transmission structure 20 includes a transmission shaft 21, and a transmission gear 22 is fixedly sleeved on the transmission shaft 21.
  • the first gear portion 111 and the second gear portion 121 are both meshed and connected with the transmission gear 22.
  • the main input shaft 11 and the auxiliary input shaft 12 are respectively meshed and connected with the same transmission gear 22, so that the power input by the main input shaft 11 and the power input by the auxiliary input shaft 12 can be coupled through the transmission gear 22, and then the transmission gear 22 can drive the transmission shaft 21 to rotate along its own axis.
  • two transmission gears 22 are provided, and the two transmission gears 22 are spaced apart and distributed along the axial direction of the transmission shaft 21.
  • the two transmission gears 22 are spaced apart and distributed along the axial direction of the transmission shaft 21.
  • the first gear portion 111 , the second gear portion 121 and the transmission gear 22 are all configured as bevel gears.
  • the first gear portion 111, the second gear portion 121 and the transmission gear 22 are all constructed as bevel gears, so that the power input into the main input shaft 11 and the power input into the auxiliary input shaft 12 can be coupled through the transmission gear 22, and the rotation direction of the main input shaft 11 and the rotation direction of the auxiliary input shaft 12 can be coupled, so that the transmission gear 22 can drive the transmission shaft 21 to rotate along its own axis.
  • the power coupling system 100 further includes: an output component 50 .
  • the input shaft gear housing 13 includes a main body 131 and an input gear part 132
  • the output assembly 50 includes an output shaft 51 and an output gear 52
  • the output gear 52 is fixedly sleeved on the output shaft 51.
  • the main body 131 is connected to the input gear part 132
  • the transmission shaft 21 is rotatably mounted on the main body 131
  • the input gear part 132 is power-connected to the output gear 52.
  • the main body 131 and the input gear 132 may be an integral structure, so that when the main body 131 rotates, the input gear 132 may rotate synchronously with the main body 131 , and the input gear 132 is dynamically connected to the output gear 52 to facilitate power transmission.
  • the power coupling system 100 further includes: a connection component 60 .
  • the connecting assembly 60 includes a connecting shaft 61 and a first connecting gear 62 and a second connecting gear 63 which are spaced apart and sleeved on the connecting shaft 61 .
  • the first connecting gear 62 is meshed with the input gear portion 132
  • the second connecting gear 63 is meshed with the output gear 52 .
  • the connecting component 60 is dynamically connected between the input component 10 and the output component 50, so that the connecting component 60 can transmit power between the input component 10 and the output component 50, wherein the first connecting gear 62 and the second connecting gear 63 are both fixedly mounted on the connecting shaft 61, and the first connecting gear 62 and the second connecting gear 63 are respectively meshed with the input gear portion 132 and the output gear 52.
  • the power output by the input gear unit 132 is sequentially transmitted to the output gear 52 via the first connecting gear 62, the connecting shaft 61, and the second connecting gear 63.
  • the radial size of the first connecting gear 62 is different from the radial size of the second connecting gear 63, so as to facilitate the adjustment of the output power.
  • the radial dimension of the first connecting gear 62 is larger than that of the second connecting gear.
  • the first gear portion 111 and the second gear portion 121 are respectively connected to the input shaft gear housing 13 through corresponding connecting bearings 14, which is convenient for enhancing the connection stability between the first gear portion 111 and the input shaft gear housing 13 and the connection stability between the second gear portion 121 and the input shaft gear housing 13. On the other hand, it is convenient for ensuring the rotation of the first gear portion 111 and the second gear portion 121.
  • the brake member 30 locks the auxiliary input shaft 12, the synchronizer 40 is disconnected, and the main input shaft 11 inputs torque. At this time, the input assembly 10 of the power coupling system 100 becomes a reduction device with a ratio of 2.
  • the synchronizer 40 connects the input shaft gear housing 13 and the main input shaft 11, and the brake 30 does not lock the auxiliary input shaft 12. At this time, the main input shaft 11 and the auxiliary input shaft 12 can work at the same time, and the rotation speeds of the two are the same, but different torques can be input.
  • the synchronizer 40 and the brake 30 are released at the same time. At this time, the main input shaft 11 and the auxiliary input shaft 12 can work at the same time. In this state, the rotation speeds of the two shafts may be different, but the torques must be the same.
  • the rotation speeds of the main input shaft 11 and the auxiliary input shaft 12 are opposite, and the torques are the same.
  • the operation of the main input shaft 11 and the auxiliary input shaft 12 can be used to boost the power generation.
  • the power coupling system 100 can increase the functions of starting torque and dual-motor high-efficiency zone allocation, and has better adaptability to urban road conditions.
  • the disclosed embodiment also provides a vehicle, which includes the power coupling system 100 according to any one of the above embodiments.
  • the power coupling system 100 of the vehicle of the disclosed embodiment is provided with a brake member 30 to selectively brake the auxiliary input shaft 12, thereby avoiding passive operation of the auxiliary input shaft 12 when only the main input shaft 11 is used for operation, thereby improving the utilization efficiency of the shifting mechanism, reducing the difficulty of shifting control, and improving reliability.
  • first and second are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated.
  • a feature defined as “first” or “second” may explicitly or implicitly include one or more of the features.
  • the meaning of “multiple” is two or more, unless otherwise clearly and specifically defined.
  • the terms “installed”, “connected”, “connected”, “fixed” and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection, an electrical connection, or a communication; it can be a direct connection, or an indirect connection through an intermediate medium, and it can be the internal connection of two elements or the interaction relationship between two elements.
  • installed can be a fixed connection, a detachable connection, or an integral connection
  • it can be a mechanical connection, an electrical connection, or a communication
  • it can be a direct connection, or an indirect connection through an intermediate medium, and it can be the internal connection of two elements or the interaction relationship between two elements.
  • a first feature being “above” or “below” a second feature may mean that the first and second features are in direct contact, or that the first and second features are in indirect contact through an intermediate medium.
  • a first feature being “above”, “above” or “above” a second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature.
  • a first feature being “below”, “below” or “below” a second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Structure Of Transmissions (AREA)

Abstract

提供了一种动力耦合系统(100)和车辆，动力耦合系统(100)包括：输入组件(10)，输入组件(10)包括主输入轴(11)、辅助输入轴(12)和输入轴齿壳(13)，主输入轴(11)和辅助输入轴(12)适于通过传动结构(20)与输入轴齿壳(13)动力连接，主输入轴(11)适于与输入轴齿壳(13)选择性地相对固定；制动件(30)，制动件(30)设置为用于对辅助输入轴(12)选择性地制动。动力耦合系统(100)通过设置制动件(30)，以便于对辅助输入轴(12)选择性地制动，从而在仅使用主输入轴(11)运行时，避免辅助输入轴(12)被动工作，提升了换挡机构的利用效率，降低了换挡控制难度，提高了可靠性。

Description

动力耦合系统和车辆
本公开要求于2022年09月27日提交的申请号为202211185114.9、申请名称为“动力耦合系统和车辆”的中国专利申请的优先权，其全部内容通过引用结合在本公开中。
技术领域
本公开涉及车辆技术领域，尤其是涉及一种动力耦合系统和车辆。
背景技术
随着新能源汽车的逐渐普及，市场对电动汽车动力系统的性能和效率要求不断提高。多电机系统可以根据工况需求和电机特性，通过分配每个电机的输出性能，使系统内的电机工作在高效区内，进而提高电驱动系统效率。
目前双电机系统较多的是采用同轴双电机或使用减速箱控制电机动力的方式。但是同轴双电机模式会导致单电机运行时，另外一台电机被动工作，而离合器控制电机动力会面临控制复杂，具有动力冲击的问题，增加了换挡控制难度，降低了可靠性。
发明内容
本公开旨在至少解决相关技术中存在的技术问题之一。为此，本公开的一个目的在于提出一种动力耦合系统，能够在仅使用主输入轴运行时，避免辅助输入轴被动工作，提升了换挡机构的利用效率，降低了换挡控制难度，提高了可靠性。
第一方面，本公开提供了一种动力耦合系统，所述动力耦合系统包括：输入组件，所述输入组件包括主输入轴、辅助输入轴和输入轴齿壳，所述主输入轴和所述辅助输入轴适于通过传动结构与所述输入轴齿壳动力连接，所述主输入轴适于与所述输入轴齿壳选择性地相对固定；制动件，所述制动件设置为用于对所述辅助输入轴选择性地制动。
本公开提供的技术方案，通过设置制动件，以便于对辅助输入轴选择性地制动，从而在仅使用主输入轴运行时，避免辅助输入轴被动工作，提升了换挡机构 的利用效率，降低了换挡控制难度，提高了可靠性。
在一种可能的实现方式中，所述动力耦合系统还包括：同步器，所述同步器与所述主输入轴相连，且所述同步器用于将所述主输入轴与所述输入轴齿壳选择性地相连。
在一种可能的实现方式中，所述主输入轴从所述输入轴齿壳的第一侧伸入，所述辅助输入轴从所述输入轴齿壳的第二侧伸入，且所述同步器位于所述输入轴齿壳的第一侧，所述制动件位于所述输入轴齿壳的第二侧。
在一种可能的实现方式中，所述主输入轴的一端构造为第一齿轮部，所述辅助输入轴的一端构造为第二齿轮部，所述传动结构包括传动轴，所述传动轴上套设有传动齿轮，所述第一齿轮部和所述第二齿轮部均与所述传动齿轮啮合相连。
在一种可能的实现方式中，所述传动齿轮设有两个，两个所述传动齿轮沿所述传动轴的轴向间隔开分布。
在一种可能的实现方式中，所述第一齿轮部、所述第二齿轮部和所述传动齿轮均构造为锥齿轮。
在一种可能的实现方式中，所述动力耦合系统还包括：输出组件，所述输入轴齿壳包括主体部和输入齿轮部，所述输出组件包括输出轴和输出齿轮，所述输出齿轮套设于所述输出轴；其中，所述主体部与所述输入齿轮部相连，所述传动轴可转动地安装于所述主体部，所述输入齿轮部与所述输出齿轮动力连接。
在一种可能的实现方式中，所述动力耦合系统还包括：连接组件，所述连接组件包括连接轴和间隔开套设于所述连接轴的第一连接齿轮和第二连接齿轮，所述第一连接齿轮与所述输入齿轮部啮合，所述第二连接齿轮与所述输出齿轮啮合。
在一种可能的实现方式中，所述第一连接齿轮的径向尺寸大于所述第二连接齿轮的径向尺寸。
在一种可能的实现方式中，所述动力耦合系统具有第一状态，在所述第一状态下，所述制动件将所述辅助输入轴制动，所述同步器将所述主输入轴与所述输入轴齿壳断开，所述主输入轴输入扭矩。
在一种可能的实现方式中，所述动力耦合系统具有第二状态，在所述第二状态下，所述制动件松开所述辅助输入轴，所述同步器将所述主输入轴与所述输入轴齿壳连接，所述主输入轴与所述辅助输入轴的转速相同。
在一种可能的实现方式中，所述动力耦合系统具有第三状态，在所述第三状态下，所述制动件松开所述辅助输入轴，所述同步器将所述主输入轴与所述输入轴齿壳断开，所述主输入轴与所述辅助输入轴的扭矩相同。
在一种可能的实现方式中，所述动力耦合系统具有第三状态，在所述第三状态下，所述制动件松开所述辅助输入轴，所述同步器将所述主输入轴与所述输入轴齿壳断开，所述主输入轴与所述辅助输入轴的转速相反且扭矩相同。
第二方面，本公开提出了一种车辆，所述车辆包括如第一方面任一项所述的动力耦合系统。
所述车辆与上述的动力耦合系统相对于现有技术所具有的优势相同，在此不再赘述。
本公开的附加方面和优点将在下面的描述中部分给出，部分将从下面的描述中变得明显，或通过本公开的实践了解到。
附图说明
本公开的上述和/或附加的方面和优点从结合下面附图对实施例的描述中将变得明显和容易理解，其中：
图1是根据本公开一些实施例的动力耦合系统的示意图；
图2是图1中所示的动力耦合系统的输入组件的剖面图。
附图标记：
动力耦合系统100；
输入组件10，主输入轴11，第一齿轮部111，辅助输入轴12，第二齿轮部121，输入轴齿壳13，主体部131，输入齿轮部132，连接轴承14；
传动结构20，传动轴21，传动齿轮22；
制动件30；
同步器40，花键41；
输出组件50，输出轴51，输出齿轮52；
连接组件60，连接轴61，第一连接齿轮62，第二连接齿轮63。
具体实施方式
下面详细描述本公开的实施例，所述实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施例是示例性的，仅用于解释本公开，而不能理解为对本公开的限制。
下文的公开提供了许多不同的实施例或例子用来实现本公开的不同结构。为了简化本公开的公开，下文中对特定例子的部件和设置进行描述。当然，它们仅仅为示例，并且目的不在于限制本公开。此外，本公开可以在不同例子中重复参考数字和/或字母。这种重复是为了简化和清楚的目的，其本身不指示所讨论各种实施例和/或设置之间的关系。此外，本公开提供了的各种特定的工艺和材料的例子，但是本领域普通技术人员可以意识到其他工艺的可应用于性和/或其他材料的使用。
下面，参考图1-图2描述本公开实施例提供的动力耦合系统100。
本公开实施例提供的动力耦合系统100，包括：输入组件10和制动件30。
示例性的，如图1和图2所示，输入组件10包括主输入轴11、辅助输入轴12和输入轴齿壳13，主输入轴11和辅助输入轴12适于通过传动结构20与输入轴齿壳13动力连接，主输入轴11适于与输入轴齿壳13选择性地相对固定，制动件30设置为用于对辅助输入轴12选择性地制动。
可以理解的是，主输入轴11和辅助输入轴12均通过传动结构20与输入轴齿壳13动力连接，从而便于通过传动结构20耦合主输入轴11的动力和辅助输入轴12的动力，即本公开实施例提供的动力耦合系统100可同时通过主输入轴11和辅助输入轴12输入动力，相比于传统的单个输入轴的结构，便于提升换挡机构的利用效率，降低换挡控制难度，提高可靠性。同时提供了多种变比耦合的方式，增加了高效区覆盖面积。
进一步地，主输入轴11适于与输入轴齿壳13选择性地相对固定，且制动件30可选择性地制动辅助输入轴12，从而在不需要辅助输入轴12转动时，可通过制动件30对辅助输入轴12制动，此时，主输入轴11可直接带动输入轴齿壳13同步转动，进而实现动力的传递。
由此，能够避免辅助输入轴12被动工作，提升了换挡机构的利用效率，降低了换挡控制难度，提高了可靠性。
其中，需要说明的是，制动件30可构造为制动杆。制动杆适于与辅助输入轴12相抵，以对辅助输入轴12进行制动，或者制动件30可构造为制动筒，制动筒套设于辅助输入轴12，以对辅助输入轴12进行制动。
当然，上述的制动件30仅用于举例说明，并不代表对此的限定。
在一些实施例中，主输入轴11和辅助输入轴12分别对应地连接有一个电机，电机用于对相应的主输入轴11和辅助输入轴12输出动力，然后主输入轴11和辅助输入轴12可同时转动，且通过传动结构20对主输入轴11输入的动力和辅助输入轴12输入的动力进行耦合，以保证输出动力的稳定。
其中，主输入轴11的转速大小和辅助输入轴12的转速大小可相同或不同、主输入轴11的扭矩大小和辅助输入轴12的扭矩大小可相同或不同、或者主输入轴11的转动方向和辅助输入轴12的转动方向可相同或不同。
由此，便于提供了多种变比耦合的方式，增加了高效区覆盖面积。
进一步地，在不需要辅助输入轴12输入动力时，可通过制动件30制动辅助输入轴12，此时，主输入轴11可直接带动输入轴齿壳13同步转动，进而实现动力的传递，从而避免辅助输入轴12被动工作，提升了换挡机构的利用效率，降低了换挡控制难度，提高了可靠性。
根据本公开实施例的动力耦合系统100，通过设置制动件30，以便于对辅助输入轴12选择性地制动，从而在仅使用主输入轴11运行时，避免辅助输入轴12被动工作，提升了换挡机构的利用效率，降低了换挡控制难度，提高了可靠性。
如图2所示，在一些实施例中，动力耦合系统100还包括：同步器40。
同步器40与主输入轴11相连，且同步器40用于将主输入轴11与输入轴齿壳13选择性地相连。
由此，通过同步器40能够控制主输入轴11与输入轴齿壳13的连接状态，进而实现主输入轴11与输入轴齿壳13的同步旋转和主输入轴11的自由旋转。
例如，同步器40的一端安装于主输入轴11上，且同步器40的另一端通过花键41与输入轴齿壳13选择性地相连，其中，在仅使用主输入轴11运行时，同步器40的另一端通过花键41与输入轴齿壳13相连，此时，主输入轴11能 够带动输入轴齿壳13同步旋转以输出动力。在主输入轴11和辅助输入轴12同步运行时，同步器40的另一端通过花键41与输入轴齿壳13相连，此时，主输入轴11和辅助输入轴12通过传动系统20耦合后带动输入轴齿壳13同步旋转以输出动力。
进一步地，如图1和图2所示，主输入轴11从输入轴齿壳13的第一侧(如图1中的右侧)伸入，辅助输入轴12从输入轴齿壳13的第二侧(如图1中的左侧)伸入，且同步器40位于输入轴齿壳13的第一侧，制动件30位于输入轴齿壳13的第二侧。
也就是说，输入轴齿壳13内形成有安装空间，传动结构20位于安装空间内，主输入轴11的至少部分从输入轴齿壳13的第一侧伸至安装空间内以与传动结构20相连，且辅助输入轴12的至少部分从输入轴齿壳13的第二侧伸至安装空间内以与传动结构20相连，从而便于通过输入轴齿壳13对主输入轴11与传动结构20的连接处、辅助输入轴12与传动结构20的连接处起到保护的作用。
其中，同步器40位于输入轴齿壳13的第一侧，以便于缩短同步器40与主输入轴11之间的距离，利于同步器40与主输入轴11相连。制动件30位于输入轴齿壳13的第二侧，以便于缩短制动件30与辅助输入轴12之间的距离，利于制动件30对辅助输入轴12进行制动，以降低制动难度。
在一些实施例中，主输入轴11和辅助输入轴12沿同一轴线布置，从而便于减少对径向空间上的占用，利于实现其小型化设计，且同步器40与主输入轴11位于输入轴齿壳13外的部分相连，制动件30与辅助输入轴12位于输入轴齿壳13外的部分相连，以便于降低同步器40和制动件30的设置难度。
在一些实施例中，如图2所示，主输入轴11的一端构造为第一齿轮部111，辅助输入轴12的一端构造为第二齿轮部121，传动结构20包括传动轴21，传动轴21上固定套设有传动齿轮22，第一齿轮部111和第二齿轮部121均与传动齿轮22啮合相连。
由此，主输入轴11、辅助输入轴12分别与同一传动齿轮22啮合相连，以便于通过传动齿轮22对主输入轴11输入的动力和辅助输入轴12输入的动力进行耦合，进而传动齿轮22可带动传动轴21沿传动轴21的自身轴线转动。
进一步地，如图2所示，传动齿轮22设有两个，两个传动齿轮22沿传动轴21的轴向间隔开分布。由此，便于增强传动齿轮22对主输入轴11和辅助输 入轴12的动力耦合的稳定性。
其中，如图2所示，第一齿轮部111、第二齿轮部121和传动齿轮22均构造为锥齿轮。
需要说明的是，由于传动轴21的轴线与主输入轴11的轴线、辅助输入轴12的轴线均相交，从而通过将第一齿轮部111、第二齿轮部121和传动齿轮22均构造为锥齿轮，以便于在通过传动齿轮22对主输入轴11输入的动力和辅助输入轴12输入的动力进行耦合，能够对主输入轴11的转动方向和辅助输入轴12的转动方向进行耦合，进而使得传动齿轮22可带动传动轴21沿传动轴21的自身轴线转动。
在一些实施例中，如图1所示，动力耦合系统100还包括：输出组件50。
输入轴齿壳13包括主体部131和输入齿轮部132，输出组件50包括输出轴51和输出齿轮52，输出齿轮52固定套设于输出轴51。主体部131与输入齿轮部132相连，传动轴21可转动地安装于主体部131，输入齿轮部132与输出齿轮52动力连接。
其中，主体部131和输入齿轮部132可为一体结构，从而便于在主体部131转动时，输入齿轮部132可随主体部131同步转动，且输入齿轮部132与输出齿轮52动力连接，以便于动力的传递。
在一些实施例中，如图1所示，动力耦合系统100还包括：连接组件60。
具体地，连接组件60包括连接轴61和间隔开套设于连接轴61的第一连接齿轮62和第二连接齿轮63，第一连接齿轮62与输入齿轮部132啮合，第二连接齿轮63与输出齿轮52啮合。
可以理解的是，连接组件60动力连接与输入组件10和输出组件50之间，从而便于连接组件60可在输入组件10和输出组件50之间传递动力，其中，第一连接齿轮62和第二连接齿轮63均固定套设于连接轴61上，且第一连接齿轮62和第二连接齿轮63分别与输入齿轮部132和输出齿轮52啮合。
由此，在动力输出过程中，由输入齿轮部132输出的动力依次经由第一连接齿轮62、连接轴61、第二连接齿轮63传递至输出齿轮52。其中，需要说明的是，第一连接齿轮62的径向尺寸和第二连接齿轮63的径向尺寸不同，从而便于实现对输出的动力的调整。
在一些实施例中，如图1所示，第一连接齿轮62的径向尺寸大于第二连接 齿轮63的径向尺寸。
由此，便于通过第一连接齿轮62的径向尺寸与第二连接齿轮63的径向尺寸的比值确定输出的动力与输入的动力的比值，以实现对输出的动力的调整。
在一些实施例中，如图2所示，第一齿轮部111和第二齿轮部121分别通过对应的连接轴承14与输入轴齿壳13相连，一方面便于增强第一齿轮部111和输入轴齿壳13的连接稳定性以及第二齿轮部121和输入轴齿壳13的连接稳定性。另一方面，便于保证第一齿轮部111和第二齿轮部121的转动。
下面，介绍本公开实施例提供的动力耦合系统100实现具体功能的方法。
1、制动件30锁死辅助输入轴12，同步器40断开，主输入轴11输入扭矩，此时动力耦合系统100的输入组件10变为一个变比为2的减速装置。
2、同步器40连接输入轴齿壳13与主输入轴11，制动件30不锁死辅助输入轴12，此时，主输入轴11与辅助输入轴12可以同时工作，二者的转速一致，但可以输入不同的扭矩。
3、同步器40与制动件30同时放开，此时主输入轴11与辅助输入轴12可同时工作，此状态下两者转速可以不相同，但扭矩必须相同。
4、在3的基础上，主输入轴11和辅助输入轴12的转速相反，扭矩相同，可利用主输入轴11和辅助输入轴12的运行进行升压发电。
由此，通过上述实现具体功能的方法，使得动力耦合系统100能够增加启动扭矩和双电机高效区分配的功能，对城市路况有更佳的适应性。
本公开实施例还提出了一种车辆，该车辆包括上述任一项实施例的动力耦合系统100。
本公开实施例的车辆的动力耦合系统100通过设置制动件30，以便于对辅助输入轴12选择性地制动，从而在仅使用主输入轴11运行时，避免辅助输入轴12被动工作，提升了换挡机构的利用效率，降低了换挡控制难度，提高了可靠性。
在本公开实施例的描述中，需要理解的是，术语“中心”、“纵向”、“横向”、“长度”、“宽度”、“厚度”、“上”、“下”、“前”、“后”、“左”、“右”、“竖直”、“水平”、“顶”、“底”、“内”、“外”、“顺时针”、“逆时针”、“轴向”、“径向”、 “周向”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公开实施例和简化描述，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公开实施例的限制。
此外，术语“第一”、“第二”仅用于描述目的，而不能理解为指示或暗示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一个或者更多个该特征。在本公开实施例的描述中，“多个”的含义是两个或两个以上，除非另有明确具体的限定。
在本公开实施例中，除非另有明确的规定和限定，术语“安装”、“相连”、“连接”、“固定”等术语应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或成一体；可以是机械连接，也可以是电连接，还可以是通信；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或两个元件的相互作用关系。对于本领域的普通技术人员而言，可以根据具体情况理解上述术语在本公开实施例中的具体含义。
在本公开实施例中，除非另有明确的规定和限定，第一特征在第二特征“上”或“下”可以是第一和第二特征直接接触，或第一和第二特征通过中间媒介间接接触。而且，第一特征在第二特征“之上”、“上方”和“上面”可是第一特征在第二特征正上方或斜上方，或仅仅表示第一特征水平高度高于第二特征。第一特征在第二特征“之下”、“下方”和“下面”可以是第一特征在第二特征正下方或斜下方，或仅仅表示第一特征水平高度小于第二特征。
在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本公开实施例的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不必须针对的是相同的实施例或示例。而且，描述的具体特征、结构、材料或者特点可以在任一个或多个实施例或示例中以合适的方式结合。此外，在不相互矛盾的情况下，本领域的技术人员可以将本说明书中描述的不同实施例或示例以及不同实施例或示例的特征进行结合和组合。
尽管已经示出和描述了本公开的实施例，本领域的普通技术人员可以理解：在不脱离本公开实施例的原理和宗旨的情况下可以对这些实施例进行多种变化、 修改、替换和变型，本公开实施例的范围由权利要求及其等同物限定。

Claims (10)

  1. 一种动力耦合系统(100)，其特征在于，所述动力耦合系统(100)包括：
    输入组件(10)，所述输入组件(10)包括主输入轴(11)、辅助输入轴(12)和输入轴齿壳(13)，所述主输入轴(11)和所述辅助输入轴(12)适于通过传动结构(20)与所述输入轴齿壳(13)动力连接，所述主输入轴(11)适于与所述输入轴齿壳(13)选择性地相对固定；
    制动件(30)，所述制动件(30)设置为用于对所述辅助输入轴(12)选择性地制动。
  2. 根据权利要求1所述的动力耦合系统(100)，其特征在于，所述动力耦合系统(100)还包括：同步器(40)，所述同步器(40)与所述主输入轴(11)相连，且所述同步器(40)用于将所述主输入轴(11)与所述输入轴齿壳(13)选择性地相连。
  3. 根据权利要求2所述的动力耦合系统(100)，其特征在于，所述主输入轴(11)从所述输入轴齿壳(13)的第一侧伸入，所述辅助输入轴(12)从所述输入轴齿壳(13)的第二侧伸入，且所述同步器(40)位于所述输入轴齿壳(13)的第一侧，所述制动件(30)位于所述输入轴齿壳(13)的第二侧。
  4. 根据权利要求1-3任一项所述的动力耦合系统(100)，其特征在于，所述主输入轴(11)的一端构造为第一齿轮部(111)，所述辅助输入轴(12)的一端构造为第二齿轮部(121)，所述传动结构(20)包括传动轴(21)，所述传动轴(21)上套设有传动齿轮(22)，所述第一齿轮部(111)和所述第二齿轮部(121)均与所述传动齿轮(22)啮合相连。
  5. 根据权利要求4所述的动力耦合系统(100)，其特征在于，所述传动齿轮(22)设有两个，两个所述传动齿轮(22)沿所述传动轴(21)的轴向间隔开分布。
  6. 根据权利要求4所述的动力耦合系统(100)，其特征在于，所述第一齿轮部(111)、所述第二齿轮部(121)和所述传动齿轮(22)均构造为锥齿轮。
  7. 根据权利要求4所述的动力耦合系统(100)，其特征在于，所述动力耦合系统(100)还包括：输出组件(50)，所述输入轴齿壳(13)包括主体部(131)和输入齿轮部(132)，所述输出组件(50)包括输出轴(51)和输出齿轮(52)，所述输出齿轮(52)套设于所述输出轴(51)；
    其中，所述主体部(131)与所述输入齿轮部(132)相连，所述传动轴(21)可转动地安装于所述主体部(131)，所述输入齿轮部(132)与所述输出齿轮(52)动力连接。
  8. 根据权利要求7所述的动力耦合系统(100)，其特征在于，所述动力耦合系统(100)还包括：连接组件(60)，所述连接组件(60)包括连接轴(61)和间隔开套设于所述连接轴(61)的第一连接齿轮(62)和第二连接齿轮(63)，所述第一连接齿轮(62)与所述输入齿轮部(132)啮合，所述第二连接齿轮(63)与所述输出齿轮(52)啮合。
  9. 根据权利要求8所述的动力耦合系统(100)，其特征在于，所述第一连接齿轮(62)的径向尺寸大于所述第二连接齿轮(63)的径向尺寸。
  10. 一种车辆，其特征在于，所述车辆设置有权利要求1-9中任一项所述的动力耦合系统(100)。
PCT/CN2023/118164 2022-09-27 2023-09-12 动力耦合系统和车辆 WO2024067057A1 (zh)

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