WO2017202031A1 - 一种双电机双轴输入变速箱的驱动系统及其换档控制方法 - Google Patents

一种双电机双轴输入变速箱的驱动系统及其换档控制方法 Download PDF

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Publication number
WO2017202031A1
WO2017202031A1 PCT/CN2017/000346 CN2017000346W WO2017202031A1 WO 2017202031 A1 WO2017202031 A1 WO 2017202031A1 CN 2017000346 W CN2017000346 W CN 2017000346W WO 2017202031 A1 WO2017202031 A1 WO 2017202031A1
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Prior art keywords
gear
transmission
motor
shaft
speed
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2017/000346
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English (en)
French (fr)
Inventor
李占江
高超
赵志专
司工作
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Nanjing Yuebo Power System Co Ltd
Original Assignee
Nanjing Yuebo Power System Co Ltd
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Application filed by Nanjing Yuebo Power System Co Ltd filed Critical Nanjing Yuebo Power System Co Ltd
Priority to EP17801889.1A priority Critical patent/EP3467346A4/en
Publication of WO2017202031A1 publication Critical patent/WO2017202031A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • 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
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/091—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears including a single countershaft
    • 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
    • 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
    • F16H3/001—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion convertible for varying the gear ratio, e.g. for selecting one of several shafts as the input shaft
    • 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
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/091—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears including a single countershaft
    • F16H3/0915—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears including a single countershaft with coaxial input and output shafts
    • 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
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/093—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
    • 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
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/093—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
    • F16H3/097—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts the input and output shafts being aligned on the same axis
    • 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
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K16/00—Machines with more than one rotor or stator
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/14—Structural association with mechanical loads, e.g. with hand-held machine tools or fans
    • H02K7/16—Structural association with mechanical loads, e.g. with hand-held machine tools or fans for operation above the critical speed of vibration of the rotating parts
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/18—Structural association of electric generators with mechanical driving motors, e.g. with turbines
    • 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
    • F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by parallel flow paths, e.g. dual clutch transmissions
    • F16H2003/008—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by parallel flow paths, e.g. dual clutch transmissions comprising means for selectively driving countershafts
    • 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/0021—Transmissions for multiple ratios specially adapted for electric vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0043—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising four forward speeds
    • 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
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/68—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings
    • F16H61/682—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings with interruption of drive

Definitions

  • the invention belongs to the technical field of electric vehicle transmission, and particularly relates to a driving system of a dual-motor two-axis input transmission and a shift control method thereof.
  • the pure electric drive system currently used in the market mainly includes: multi-speed transmission and traditional drive system with clutch; multi-speed transmission and drive system without clutch; two independent drive motors and with drive shaft Fixed gear transmission; drive motor and primary reducer transmission.
  • the traditional drive system of multi-speed transmission and clutch has better acceleration, but there is power interruption during shifting; multi-speed transmission and drive system without clutch have high transmission efficiency, no power interruption; drive motor and primary reducer
  • the transmission can achieve stepless speed change, but the acceleration and climbing ability are poor, and the efficiency of the drive motor is not fully exerted.
  • the demand for power of the car in the acceleration driving phase, the low-speed driving phase and the high-speed driving phase is different. If a single motor drive is used, it is difficult for the motor to always work in the high-efficiency operation zone, which is likely to cause waste of electric energy. In the prior art, although the two-motor drive is also used, the arrangement is unreasonable, the weight of the whole system is large, and the gear position interchange is not ideal, especially the high rotation speed has high requirements on the bearing and the gear rotation speed, and affects the service life.
  • the object of the present invention is to provide a dual-motor two-axis input gearbox with reasonable arrangement, no influence on gear positions, low requirements on bearing and gear rotation speed, long service life and uninterrupted power interruption. Drive system and its shift control method.
  • a driving system of a dual-motor dual-axis input transmission comprising a driving motor I, a driving motor II and an electronically controlled mechanical automatic transmission
  • the electronically controlled mechanical automatic transmission comprising: a gear I, gear VIII, gear X and gear V meshing first gear set, second gear set consisting of gear II, gear VI, gear VII and gear III meshing, from gear I, gear VIII, gear IX and gear IV Engaged three-gear gear set, gear II formed a fourth gear set, a sleeve I, a sleeve II, a transmission input shaft I, a transmission input shaft II and a transmission output shaft; wherein the gear I is fixed to the transmission input shaft I, the gear II is fixed Connected to the transmission input shaft II, the gear III and the gear IV and the gear V are sleeved on the transmission output shaft, the gear VI and the gear VII are fixed to the transmission intermediate shaft I, the gear VIII and the gear IX and The gear X is fixedly
  • the output shaft of the driving motor II is connected to the transmission input shaft II, and the sleeve I is sleeved and fixed on the transmission output shaft. And adjacent to the gear II and the gear III, the joint sleeve I can be combined or disengaged from the gear II and the gear III, and the joint sleeve II is sleeved and fixed on the transmission output shaft and adjacent to the gear IV and the gear V. The joint sleeve II can be combined or separated from the gear IV and the gear V.
  • a shift control method for a drive system of a dual-motor two-axis input transmission the electronically controlled mechanical automatic transmission provides three gear positions for driving the motor I and the drive motor II, and drives the motor I and the drive motor II Coupling with the electronically controlled mechanical automatic transmission, when the driving motor I and the driving motor II are driven, and when the battery power is sufficient, the conversion of three gear positions can be realized, and the three gear positions are respectively the double motor low speed gear, Double motor intermediate gear, double motor high gear.
  • the steps include: the engagement sleeve II is combined with the gear V, and the gear V is fixedly connected with the transmission output shaft, and the sleeve I and the gear III are engaged.
  • the gear III is fixedly connected to the transmission output shaft, the driving motor I and the driving motor II have the same steering speed, and the rotation speed is different;
  • the power transmission route when the dual motor low speed mode is adopted is: the power output by the driving motor I through the transmission Input shaft I, gear I, gear VIII, transmission intermediate shaft II, gear X, gear V, and sleeve II are output from the transmission output shaft: power output by the drive motor II, via the transmission input shaft II, gear II, gear VI
  • the transmission intermediate shaft I, the gear VII, the gear III, and the joint sleeve I are output by the transmission output shaft.
  • the steps include: combining the sleeve II with the gear IV, fixing the gear IV with the transmission output shaft, and engaging the sleeve I and the gear III
  • the gear III is fixedly connected to the transmission output shaft, the driving motor I and the driving motor II have the same steering speed, and the rotational speed is different
  • the power transmission route when the dual motor intermediate gear mode is adopted is: the power output by the driving motor I through the transmission Input shaft I, gear I, gear VIII, transmission intermediate shaft II, gear IX, gear IV, joint sleeve II are output by the transmission output shaft; power output by the drive motor II, via the transmission input shaft II, gear II, gear VI
  • the transmission intermediate shaft I, the gear VII, the gear III, and the joint sleeve I are output by the transmission output shaft.
  • the steps include: the engagement sleeve II is combined with the gear IV, and the gear IV is fixedly connected with the transmission output shaft, and the sleeve I and the gear II are engaged.
  • the gear II is fixedly connected to the transmission output shaft, the steering of the driving motor I and the driving motor II is the same, and the rotation speed is different;
  • the power transmission path of the mode is: the power output by the driving motor I is outputted by the transmission output shaft through the transmission input shaft I, the gear I, the gear VIII, the transmission intermediate shaft II, the gear IX, the gear IV, and the joint sleeve II.
  • the power outputted by the drive motor II is output from the transmission output shaft via the transmission input shaft II, the gear II, and the sleeve I.
  • the steps include:
  • Step 1 Transition from the dual-motor low-speed gear to the drive motor I alone in the low-speed gear; the clutch sleeve I is separated from the gear III, and the sleeve II is combined with the gear V to fix the gear V to the transmission output shaft.
  • the power output by the driving motor I is outputted by the transmission output shaft through the transmission input shaft I, the gear I, the gear VIII, the transmission intermediate shaft II, the gear X, the gear V, and the joint sleeve II;
  • Step 2 From the drive motor I alone to the low speed transition to the drive motor I and the drive motor II simultaneously work at the low speed: adjust the speed of the drive motor II, when the speed is the same as the transmission output shaft speed, the sleeve I and the gear
  • the combination of III makes the gear III fixed to the output shaft of the transmission, the steering of the driving motor I and the driving motor II is the same, and the rotating speed is different;
  • the power transmission route is: the power output by the driving motor I, through the transmission input shaft I, the gear I , gear VIII, transmission intermediate shaft II, gear X, gear V, and sleeve II are output from the transmission output shaft: the power output by the drive motor II, through the transmission input shaft II, gear II, gear VI, transmission intermediate shaft I, Gear VII, gear III, and sleeve I are output by the transmission output shaft;
  • Step 3 Simultaneously work from the drive motor I and the drive motor II to the low speed gear to the drive motor II to work separately at the low speed: the joint sleeve II is separated from the gear V, and the power transmission route is: the power output by the drive motor II, After the transmission input shaft II, the gear II, the gear VI, the transmission intermediate shaft I, the gear VII, the gear III, and the joint sleeve I are output from the transmission output shaft;
  • Step 4 Transition from the drive motor II to the low-speed gear to the double-motor intermediate gear, adjust the speed of the drive motor I.
  • the speed is the same as the transmission output shaft speed
  • the sleeve II is combined with the gear IV to make the gear IV and the transmission
  • the output shaft is fixed, and the power transmission route is: the power output by the driving motor I is output by the transmission through the transmission input shaft I, the gear I, the gear VIII, the transmission intermediate shaft II, the gear IX, the gear IV, and the joint sleeve II.
  • the output of the shaft is output by the transmission output shaft through the transmission input shaft II, the gear II, the gear VI, the transmission intermediate shaft I, the gear VII, the gear III, and the joint sleeve I;
  • Step 5 Transition from the middle of the dual motor to the drive motor I works separately at the high speed: the sleeve I is separated from the gear III.
  • the power transmission route is: the power output by the drive motor I, via the transmission input shaft I, gear VIII , the transmission intermediate shaft II, the gear IX, the gear IV, and the joint sleeve II are output by the transmission output shaft;
  • Step 6 From the drive motor I alone to the high-speed gear to the dual-motor high-speed gear, adjust the speed of the drive motor II.
  • the speed is the same as the transmission output shaft speed
  • the sleeve I and the gear II are combined to make the gear II and the transmission
  • the output shaft is fixed, the driving motor I and the driving motor II have the same steering, and the rotating speed is different.
  • the power transmission route is: the power output by the driving motor I, through the transmission input shaft I, the gear I, the gear VIII, the transmission intermediate shaft II
  • the gear IX, the gear IV, and the joint sleeve II are output by the transmission output shaft;
  • the power output by the drive motor II is output from the transmission output shaft through the transmission input shaft II, the gear II, and the joint sleeve I.
  • the steps include:
  • Step 1 From the high-speed high-speed gear to the drive motor I work alone in the high-speed gear, the joint sleeve I is separated from the gear II.
  • the power transmission route is: the power output by the drive motor I, through the transmission input shaft I, gear VIII , the transmission intermediate shaft II, the gear IX, the gear IV, and the joint sleeve II are output by the transmission output shaft;
  • Step 2 Transition from the drive motor I to the high speed gear to the double motor intermediate gear: adjust the speed of the drive motor II.
  • the speed is the same as the transmission output shaft speed
  • the sleeve I is combined with the gear III to make the gear III and the transmission
  • the output shaft is fixed, the driving motor I and the driving motor II have the same steering, and the rotating speed is different.
  • the power transmission route is: the power output by the driving motor I, through the transmission input shaft I, the gear I, the gear VIII, the transmission intermediate shaft II , gear IX, gear IV, joint sleeve II is output by the transmission output shaft; power output by the drive motor II, via the transmission input shaft II, gear II, gear VI, transmission intermediate shaft I, gear VII, gear III, joint sleeve I is output by the transmission output shaft;
  • Step 3 Transition from the middle of the dual motor to the drive motor II works separately at the low speed, the sleeve II is separated from the gear IV, and the power transmission route is: the power output by the drive motor II, via the transmission input shaft II, the gear II , gear VI, transmission intermediate shaft I, gear VII, gear III, and sleeve I are output by the transmission output shaft;
  • Step 4 The drive motor II works separately at the low speed to the drive motor I and the drive motor II simultaneously works at the low speed: adjusts the speed of the drive motor I, when the speed is the same as the transmission output shaft speed, the sleeve II and the gear V
  • the gear V is fixedly connected to the transmission output shaft
  • the steering of the driving motor I and the driving motor II is the same, and the rotation speed is different
  • the power transmission route is: the power output by the driving motor I, through the transmission input shaft I, the gear I, Gear VIII, transmission intermediate shaft II, gear X, gear V, and sleeve II are output from the transmission output shaft: power output by the drive motor II, via the transmission input shaft II, gear II, gear VI, transmission intermediate shaft I, gear VII, gear III, and sleeve I are output by the transmission output shaft.
  • the shift control method further includes a reverse gear control method, the steps of which include: when the reverse gear is engaged, the drive motor I operates separately, and the drive motor I is reversed, the sleeve II is combined with the gear V, the gear V and the transmission output Shaft fixation; this
  • the power transmission route is: the power output by the driving motor I is outputted from the transmission output shaft through the transmission input shaft I, the gear I, the gear VIII, the transmission intermediate shaft II, the gear X, the gear V, and the joint sleeve II.
  • the brake When the vehicle is driving in the mode of the two-motor low-speed mode, the brake is applied by braking the brake pedal.
  • the power transmission route is: the power input by the brake pedal is sequentially transmitted through the transmission output shaft, the sleeve II, the gear V, and the gear.
  • X the transmission intermediate shaft II, the gear VIII, the gear I, one drive through the transmission input shaft I and then drive the motor I to generate electricity; the other through the transmission output shaft, the joint sleeve I, the gear III, the gear VII, the transmission intermediate shaft I,
  • the drive motor II is driven by the input shaft II of the transmission; when the battery is full, the mechanical brake is changed;
  • the power transmission route is: the power input by the brake pedal passes through the transmission output shaft, the joint sleeve I, the gear III, the gear VII.
  • the drive motor II is driven by the transmission input shaft II; the other is sequentially transmitted through the transmission output shaft, the joint sleeve II, the gear IV, the gear IX, the transmission intermediate shaft II, After gear VIII and gear I, drive motor I through the input shaft I of the transmission and generate electricity: when the battery is full, change to mechanical brake:
  • the brake When the vehicle is driving in the mode of the two-motor high-speed gear, the brake is applied by braking the brake pedal.
  • the power transmission route is: the power input by the brake pedal is sequentially transmitted through the transmission output shaft, the joint sleeve II, the gear IV, After the gear IX, the transmission intermediate shaft II, the gear VIII, the gear I, the drive motor I is driven by the transmission input shaft I, and the other circuit passes through the transmission output shaft, the joint sleeve I, the gear II, and then after the transmission input shaft II.
  • Drag drive motor II to generate electricity; when the battery is full, change to mechanical brake.
  • the vehicle layout of the drive system of the dual-motor dual-axis input transmission substantially maintains the installation of the original vehicle, greatly saves the layout space, and the weight of the entire system is greatly reduced, meeting the requirements of lightweighting, and greatly reducing the cost;
  • the gears do not affect each other.
  • the gearbox of the drive system of the dual-motor dual-axis input transmission has one input shaft controlled by 1 and 3 stops, and the other input shaft controls 2 and 4 stops, ie, between 1, 3, 2, and 4 Physical connection, the gears do not affect each other, no need to coordinate the two motors when shifting;
  • the speed requirement is not high. Avoid high speed problems, low requirements on bearings and gears, and long life.
  • FIG. 1 is a schematic structural view of a driving system of a dual-motor dual-axis input transmission according to the present invention
  • FIG. 2 is a power transmission route diagram of the driving system of the dual-motor dual-axis input transmission of FIG. 1 in the low-speed mode of the dual motor;
  • FIG. 3 is a power transmission route diagram of the driving system of the dual-motor dual-axis input transmission of FIG. 1 in the middle of the dual motor;
  • FIG. 4 is a power transmission route diagram of the driving system of the dual-motor dual-axis input transmission of FIG. 1 in the high-speed range of the dual motor;
  • 5a is a power transmission route diagram of the driving motor I in the driving system of the dual-motor dual-axis input transmission shown in FIG. 1 when the motor 1 is separately operated at a low speed;
  • Figure 5b is a power transmission route diagram of the drive motor II of the dual-motor dual-shaft input transmission shown in Figure 1 when the drive motor II is operated separately at a low speed;
  • Figure 5c is a power transmission route diagram of the drive motor I in the drive system of the dual-motor dual-axis input transmission shown in Figure 1 when the motor 1 is separately operated at a high speed;
  • FIG. 6 is a power transmission route diagram of the driving system of the dual-motor dual-axis input transmission shown in FIG. 1 in reverse gear;
  • FIG. 7 is a power transmission route diagram of the driving system of the dual-motor dual-axis input transmission shown in FIG. 1 in the low-speed braking of the dual motor;
  • FIG. 8 is a power transmission route diagram of the driving system of the dual-motor dual-axis input transmission shown in FIG. 1 in the middle brake of the dual motor;
  • FIG. 9 is a power transmission route diagram of the driving system of the dual-motor dual-axis input transmission shown in FIG. 1 during braking of the dual-motor high-speed gear.
  • 1-drive motor I 2-drive motor I output shaft, 3-transmission input shaft I, 4-gear I, 5-transmission intermediate shaft I, 6-gear VI, 7-gear VII, 8-gear IV, 9 - Engagement sleeve II, 10-gear V, 11-transmission output shaft, 12-gear X, 13-transmission intermediate shaft II, 14-gear IX, 15-gear III, 16-joint sleeve I, 17-gear II, 18 - Gear VIII, 19 - Transmission input shaft II, 20 - Drive motor II output shaft, 21 - Drive motor II.
  • a driving system of a dual-motor dual-axis input transmission includes a driving motor I1, a driving motor II21, and an electronically controlled mechanical automatic transmission
  • the electronically controlled mechanical automatic transmission includes: a gear I4, a gear VIII18, gear X12 and gear V10 meshing first gear set, the second gear set consisting of gear II17, gear V16, gear VII7 and gear III15 meshing, consisting of gear I4, gear VIII18, gear IX14 and gear IV8
  • the sleeve I16 is sleeved and fixed on the transmission output shaft I1 and adjacent to the gear II17 and the gear III15.
  • the sleeve I16 can be combined or disengaged from the gear II17 and the gear III15.
  • the sleeve II9 is sleeved and fixed to the transmission.
  • the output shaft 11 is adjacent to the gear IV8 and the gear V10, and the joint sleeve II9 can be coupled or separated from the gear IV8 and the gear V10.
  • a shift control method for a drive system of a dual-motor dual-axis input transmission provides three gear positions for the power output of the drive motor I1 and the drive motor II21, and drives the motor I1 and the drive motor II21
  • the coupling with the electronically controlled mechanical automatic transmission is driven by the driving motor I1 and the driving motor II21, and when the battery power is sufficient, the conversion of three gear positions can be realized, and the three gear positions are respectively the double motor low speed gear, Double motor intermediate gear, double motor high gear.
  • the steps include: the engagement sleeve II9 is combined with the gear V10, and the gear V10 is fixedly connected with the transmission output shaft 11, and the sleeve is sleeved.
  • I16 is combined with the gear III15 to fix the gear III15 to the transmission output shaft 11.
  • the driving motor I1 and the driving motor II21 have the same steering speed and different speeds.
  • the power transmission route when the dual motor low speed mode is adopted is: output by the driving motor I1.
  • the power is outputted by the transmission output shaft 11 via the transmission input shaft I3, the gear I4, the gear VIII18, the transmission intermediate shaft II13, the gear X12, the gear V10, and the joint sleeve II9; the power outputted by the drive motor II21 passes through the transmission input shaft II19.
  • the gear II17, the gear V16, the transmission intermediate shaft I5, the gear VII7, the gear III15, and the joint sleeve I16 are output by the transmission output shaft 11.
  • the steps include: the engagement sleeve II9 is combined with the gear IV8, and the gear IV8 is fixedly connected with the transmission output shaft 11, and the sleeve is assembled.
  • I16 is combined with the gear III15 to fix the gear III15 to the transmission output shaft 11.
  • the driving motor I1 and the driving motor II21 have the same steering speed and different rotation speeds.
  • the power transmission route when the dual motor intermediate gear mode is adopted is: output by the driving motor I1.
  • the power is outputted by the transmission output shaft 11 via the transmission input shaft I3, the gear I4, the gear VIII18, the transmission intermediate shaft II13, the gear IX14, the gear IV8, and the joint sleeve II9; the power outputted by the drive motor II21 passes through the transmission input shaft II19.
  • the gear II17, the gear V16, the transmission intermediate shaft I5, the gear VII7, the gear III15, and the joint sleeve I16 are output by the transmission output shaft 11.
  • the steps include: the engagement sleeve II9 is combined with the gear IV8, and the gear IV8 is fixedly connected with the transmission output shaft 11, and the sleeve is assembled.
  • the power transmission route when the mode of the dual motor high speed is adopted is: the power output by the driving motor I 1 , through the transmission input shaft I 3 , the gear I 4 , the gear VIII 18 , the transmission intermediate shaft II 13 , the gear IX 14 , The gear IV 8 and the sleeve II 9 are outputted by the transmission output shaft 11; the power outputted by the drive motor II 21 is output from the transmission output shaft 11 via the transmission input shaft II 19, the gear II 17, and the sleeve I16.
  • the steps include:
  • Step 1 As shown in Figure 5a, the transition from the dual motor low speed gear to the drive motor I 1 works separately at the low speed: the sleeve I 16 is separated from the gear III 15 and the sleeve II 9 is combined with the gear V 10 to make the gear V 10 Connected to the transmission output shaft 11 at this time, the power transmission route is: the power output by the drive motor I 1 , through the transmission input shaft I 3 , the gear I 4 , the gear VIII 18 , the transmission intermediate shaft II 13 , the gear X 12 , the gear V 10, after the sleeve II 9 is output by the transmission output shaft 11;
  • Step 2 As shown in Fig. 2, the slave motor I 1 operates independently at the low speed to the drive motor I 1 and the drive motor II 21 simultaneously operates at the low speed: adjusts the speed of the drive motor II 21 when its speed and transmission output
  • the joint sleeve I 16 is combined with the gear III 15 to fix the gear III 15 to the transmission output shaft 11, and the steering of the drive motor I 1 and the drive motor II 21 is the same, and the rotation speed is different
  • the power output by the drive motor I 1 is output by the transmission output shaft 11 via the transmission input shaft I 3 , the gear I 4 , the gear VIII 18 , the transmission intermediate shaft II 13 , the gear X 12 , the gear V 10 , and the engagement sleeve II 9
  • the power outputted by the drive motor II 21 is output by the transmission output shaft 11 via the transmission input shaft II 19, the gear II 17, the gear VI 6, the transmission intermediate shaft I 5, the gear VII 7, the gear III 15, and the sleeve I16. ;
  • Step 3 As shown in FIG. 5b, the driving motor I1 and the driving motor II 21 are simultaneously operated at the low speed to the driving motor II 21 to work separately at the low speed: the sleeve II 9 is separated from the gear V 10, and the power transmission is performed at this time.
  • the route is: the power output by the drive motor II 21, through the transmission input shaft II 19, the gear II 17, the gear VI 6, the transmission intermediate shaft I 5, the gear VII 7, the gear III 15, the sleeve I 16 and the transmission output shaft 11 output:
  • Step 4 As shown in FIG. 3, the drive motor II 21 is separately operated at the low speed to the double motor intermediate speed, and the rotational speed of the drive motor I 1 is adjusted.
  • the rotational speed is the same as the rotational speed of the transmission output shaft 11, the engagement sleeve II 9
  • the gear IV 8 In combination with the gear IV 8, the gear IV 8 is fixedly coupled to the transmission output shaft 11, at which time the power transmission path is; the power output by the drive motor I1, via the transmission input shaft I3, the gear I4, the gear VIII 18, the transmission
  • the intermediate shaft II 13, the gear IX 14, the gear IV 8, and the sleeve II 9 are output by the transmission output shaft 11: the power output by the drive motor II 21, via the transmission input shaft II 19, the gear II 17, the gear VI 6, the transmission
  • the intermediate shaft I 5 , the gear VII 7 , the gear III 15 , and the sleeve I 16 are output by the transmission output shaft 11;
  • Step 5 As shown in Figure 5c, the transition from the intermediate stage of the dual motor to the drive motor I 1 works separately on the high speed, the sleeve I 16 is separated from the gear III15, and the power transmission route is; the power output by the driving motor I 1 passes through the transmission input shaft I 3 , the gear VIII18 , the transmission intermediate shaft II 13 , the gear IX 14 , the gear IV 8 , and the joint sleeve II 9 Output by the transmission output shaft 11;
  • Step 6 As shown in FIG. 4, the drive motor I1 is independently operated to shift from the high speed to the double motor high speed, and the rotational speed of the drive motor II 21 is adjusted.
  • the rotational speed is the same as the rotational speed of the transmission output shaft 11, the sleeve I 16 is engaged.
  • the gear II 17 In combination with the gear II 17, the gear II 17 is fixedly connected to the transmission output shaft 11, the driving motor I1, the driving motor II 21 have the same steering speed, and the rotational speed is different.
  • the power transmission route is; the power output by the driving motor I1, After being output through the transmission input shaft I 3 , the gear I 4 , the gear VIII 18 , the transmission intermediate shaft II 13 , the gear IX 14 , the gear IV 8 , and the sleeve II 9 , the transmission output shaft 11 is output; After being output through the transmission input shaft II 19, the gear II 17, and the sleeve I 16, the transmission output shaft 11 is output.
  • the steps include:
  • Step 1 As shown in Fig. 5c, the transition from the dual-motor high-speed gear to the drive motor I1 is separately operated at the high-speed gear, and the sleeve I 16 is separated from the gear II 17 at this time, and the power transmission route is: output by the drive motor I 1
  • the power is outputted by the transmission output shaft 11 via the transmission input shaft I 3 , the gear VIII 18 , the transmission intermediate shaft II 13 , the gear IX 14 , the gear IV 8 , and the sleeve II 9;
  • Step 2 As shown in FIG. 3, the drive motor I1 is separately operated to shift from the high speed to the double motor intermediate speed; the rotational speed of the drive motor II 21 is adjusted, and when the rotational speed is the same as the rotational speed of the transmission output shaft 11, the sleeve I 16 is engaged.
  • the gear III15 In combination with the gear III 15, the gear III15 is fixedly connected to the transmission output shaft 11, the driving motor I1, the driving motor II 21 have the same steering speed, and the rotational speed is different.
  • the power transmission route is;
  • the power output by the driving motor I1 is The transmission input shaft I 3 , the gear I 4 , the gear VIII 18 , the transmission intermediate shaft II 13 , the gear IX 14 , the gear IV 8 , the engagement sleeve II 9 are output by the transmission output shaft 11
  • the power output by the drive motor II 21 is The transmission input shaft II 19, the gear II 17, the gear V16, the transmission intermediate shaft I 5, the gear VII7, the gear III15, and the sleeve I 16 are output by the transmission output shaft 11;
  • Step 3 As shown in Fig. 5b, the transition from the intermediate stage of the dual motor to the drive motor II 21 is separately operated at the low speed, and the sleeve II 9 is separated from the gear IV 8 at this time, and the power transmission route is: output by the drive motor II 21
  • the power is outputted by the transmission output shaft 11 via the transmission input shaft II 19, the gear II 17, the gear V16, the transmission intermediate shaft I 5, the gear VII7, the gear III15, and the joint sleeve I16;
  • Step 4 As shown in Fig. 2, the drive motor II 21 operates separately at the low speed to the drive motor I 1 and the drive motor II 21 simultaneously operates at the low speed; adjusts the rotational speed of the drive motor I 1 when the rotational speed and the transmission output shaft 11 when the same speed,
  • the joint sleeve II9 is combined with the gear V10 to fix the gear V10 to the transmission output shaft 11, and the steering of the drive motor I1 and the drive motor II21 is the same, and the rotation speed is different:
  • the power transmission route is: the power output by the drive motor I1, via the transmission The input shaft I3, the gear I4, the gear VIII18, the transmission intermediate shaft II13, the gear X12, the gear V10, and the joint sleeve II9 are output by the transmission output shaft 11;
  • the power output by the drive motor II21 passes through the transmission input shaft II19, the gear II17, and the gear V16, the transmission intermediate shaft I5, the gear VII7, the gear III15, and the sleeve I16 are output by the
  • the shift control method further includes a reverse gear control method, and the steps thereof include:
  • the driving motor I1 works alone, and the driving motor I1 is reversed, the engaging sleeve II9 is coupled with the gear V10, and the gear V10 is fixedly connected to the transmission output shaft 11; the power transmission route at this time is:
  • the power output from the drive motor I1 is output from the transmission output shaft 11 via the transmission input shaft I3, the gear I4, the gear VIII18, the transmission intermediate shaft II13, the gear X12, the gear V10, and the engagement sleeve II9.
  • the power transmission route is: the power input by the brake pedal is sequentially transmitted through the transmission output shaft 11, and engaged.
  • the driving motor I1 is driven by the transmission input shaft I3, and the other is driven by the transmission output shaft 11, the sleeve I16, the gear III15,
  • gear VII7, transmission intermediate shaft I5, gear V16, gear II17, drive motor II21 is driven by transmission input shaft II19; when the battery is full, it is changed to mechanical brake;
  • the power transmission route is: the power input by the brake pedal passes through the transmission output shaft 11 and is engaged.
  • the gear III15, the gear VII7, the transmission intermediate shaft I5 the gear V16, the gear II17, the drive motor II21 is driven by the transmission input shaft II19, and the other circuit passes through the transmission output shaft 11, the joint sleeve II9, the gear IV8,
  • the drive motor I1 is driven by the transmission input shaft I3 to generate electricity; when the battery is full, the mechanical brake is changed;
  • the power transmission route is: the power input by the brake pedal passes through the transmission output shaft 11 in turn.
  • the drive motor I1 is driven by the transmission input shaft I3 to generate electricity; the other passage passes through the transmission output shaft 11, the sleeve I16, and the gear II17.
  • the drive motor II21 is driven by the transmission input shaft II19 to generate electricity; when the battery is full, it is changed to mechanical brake.
  • the gear position of the electronically controlled mechanical automatic transmission is optimized by the speed ratio, which improves the operating efficiency of the motor.
  • the vehicle's power and economy are better than single-speed electric vehicles.
  • the system of the present invention can meet the requirements of the vehicle traveling on the urban road surface, including realizing the starting, accelerating and climbing of the vehicle.
  • the drive motor I (1) and the drive motor II (21) cooperate with each other to perform shifting, thereby realizing no power interruption during the shifting process, improving the shift quality and improving the ride comfort of the vehicle.
  • the drive motor I(1) achieves forward and reverse rotation by changing the direction of the input voltage when the drive motor I(1) is rotated in the reverse direction. Realize the reverse of the vehicle.
  • the present invention realizes the power coupling of two driving motors with the structure of the electronically controlled mechanical automatic transmission with high transmission efficiency, and provides multiple gear positions for the power output of the driving motor, which is consistent with The actual working requirements of the drive motor. And through the conversion of a variety of operating modes, the speed characteristics of the drive motor and the efficient operating zone can be effectively utilized.
  • the driving system of the dual-motor two-axis input transmission of the invention has the advantages of simple structure and low cost, and can realize active synchronous speed regulation and no power interruption control during shifting, thereby improving the power and economy of the automobile.

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Abstract

一种双电机双轴输入变速箱的驱动系统及其换档控制方法。所述系统包括驱动电机I（1）、驱动电机II（21）和电控机械式自动变速器，所述电控机械式自动变速器包括一档齿轮组（4、18、12、10）、二档齿轮组（17、6、7、15）、三档齿轮组（4、18、14、8）、四档齿轮（17）、接合套I（16）、接合套II（9）、变速器输入轴I（3）、变速器输入轴II（19）和变速器输出轴（11），所述电控机械式自动变速器为驱动电机I（1）、驱动电机II（21）的动力输出提供了3个档位，通过驱动电机I（1）、驱动电机II（21）与电控机械式自动变速器的耦合，驱动电机I（1）和驱动电机II（21）驱动，能实现3个档位的转换，所述系统节省整车布置空间，档位互不影响，对轴承、齿轮转速要求不高，寿命长。

Description

一种双电机双轴输入变速箱的驱动系统及其换档控制方法 技术领域
本发明属于电动汽车传动技术领域，具体涉及一种双电机双轴输入变速箱的驱动系统及其换档控制方法。
背景技术
环保与节能是二十一世纪全世界面对的重要问题，我国政府也提出了建设节约型社会的基本国策和鼓励发展小排量节能型汽车的产业发展政策，电动汽车是实现这一目标的重要手段之一。
目前市场应用较多的纯电动驱动系统，主要有：多档传动装置和带离合器的传统驱动系统；多档传动装置和不带离合器的驱动系统；两个独立的驱动电机和带有驱动轴的固定档传动装置；驱动电机和一级减速器传动装置。多档传动装置和离合器的传统驱动系加速性较好，但是换档时有动力中断；多档传动装置和不带离合器的驱动系统传动效率较高、没有动力中断；驱动电机和一级减速器传动装置能实现无级变速，但是加速性、爬坡能力差，驱动电机的效率没有充分发挥。
另一方面，汽车在加速行驶阶段、低速行驶阶段和高速行驶阶段对功率的需求不同，如果采用单电机驱动，电机很难一直工作在高效运转区，从而容易造成电能的浪费。现有技术中，虽然也有使用双电机驱动的，但布置不合理，整个系统的重量大，并且档位互换不理想，尤其是高转速对轴承、齿轮转速的要求高，影响使用寿命。
发明内容
本发明的目的是针对现有技术的不足，提供一种布置合理、档位互不影响、对轴承和齿轮转速要求不高、寿命长、又能保证动力不中断的双电机双轴输入变速箱的驱动系统及其换档控制方法。
本发明解决问题的技术方案是；一种双电机双轴输入变速箱的驱动系统，包括驱动电机I、驱动电机II和电控机械式自动变速器，所述电控机械式自动变速器包括：由齿轮I、齿轮VIII、齿轮X以及齿轮V啮合组成的一档齿轮组，由齿轮II、齿轮VI、齿轮VII以及齿轮III啮合组成的二档齿轮组，由齿轮I、齿轮VIII、齿轮IX以及齿轮IV啮合组成的三档齿轮组，齿轮 II形成的四档齿轮组，接合套I，接合套II，变速器输入轴I，变速器输入轴II和变速器输出轴；其中，所述齿轮I固连在变速器输入轴I上，所述齿轮II固连在变速器输入轴II上，所述齿轮III和齿轮IV以及齿轮V空套在变速器输出轴上，所述齿轮VI和齿轮VII固连在变速器中间轴I上，所述齿轮VIII和齿轮IX以及齿轮X固连在变速器中间轴II上，驱动电机I的输出轴与变速器输入轴I相连，驱动电机II的输出轴与变速器输入轴II相连，所述接合套I套接固定在变速器输出轴上且与齿轮II和齿轮III相邻，所述接合套I能与齿轮II、齿轮III结合或分离，所述接合套II套接固定在变速器输出轴上且与齿轮IV和齿轮V相邻，所述接合套II能与齿轮IV、齿轮V结合或分离。
一种双电机双轴输入变速箱的驱动系统的换档控制方法，电控机械式自动变速器为驱动电机I、驱动电机II的动力输出提供了3个档位，通过驱动电机I、驱动电机II与电控机械式自动变速器的耦合，在驱动电机I和驱动电机II驱动、且在电池电量充足时，能实现3个档位的转换，所述的3个档位分别为双电机低速档、双电机中间档、双电机高速档。
进一步地，所述双电机双轴输入变速箱的驱动系统采用双电机低速档时，其步骤包括：接合套II与齿轮V结合，使齿轮V与变速器输出轴固连，接合套I与齿轮III结合，使齿轮III与变速器输出轴固连，驱动电机I、驱动电机II的转向相同，转速不同；采用双电机低速档的模式时的动力传递路线为：由驱动电机I输出的动力，经变速器输入轴I、齿轮I、齿轮VIII、变速器中间轴II、齿轮X、齿轮V、接合套II后由变速器输出轴输出：由驱动电机II输出的动力，经变速器输入轴II、齿轮II、齿轮VI、变速器中间轴I、齿轮VII、齿轮III、接合套I后由变速器输出轴输出。
进一步地，所述双电机双轴输入变速箱的驱动系统采用双电机中间档时，其步骤包括：接合套II与齿轮IV结合，使齿轮IV与变速器输出轴固连，接合套I与齿轮III结合，使齿轮III与变速器输出轴固连，驱动电机I、驱动电机II的转向相同，转速不同；采用双电机中间档的模式时的动力传递路线为：由驱动电机I输出的动力，经变速器输入轴I、齿轮I、齿轮VIII、变速器中间轴II、齿轮IX、齿轮IV、接合套II后由变速器输出轴输出；由驱动电机II输出的动力，经变速器输入轴II、齿轮II、齿轮VI、变速器中间轴I、齿轮VII、齿轮III、接合套I后由变速器输出轴输出。
进一步地，所述双电机双轴输入变速箱的驱动系统采用双电机高速档时，其步骤包括；接合套II与齿轮IV结合，使齿轮IV与变速器输出轴固连，接合套I与齿轮II结合，使齿轮II与变速器输出轴固连，驱动电机I、驱动电机II的转向相同，转速不同；采用双电机高速档 的模式时的动力传递路线为；由驱动电机I输出的动力，经变速器输入轴I、齿轮I、齿轮VIII、变速器中间轴II、齿轮IX、齿轮IV、接合套II后由变速器输出轴输出，由驱动电机II输出的动力，经变速器输入轴II、齿轮II、接合套I后由变速器输出轴输出。
进一步地，所述双电机双轴输入变速箱的驱动系统从双电机低速档变为双电机高速档时，其步骤包括：
步骤1：从双电机低速挡过渡到驱动电机I单独工作于低速档；接合套I与齿轮III分离，接合套II与齿轮V结合，使齿轮V与变速器输出轴固连，此时动力传递路线为：由驱动电机I输出的动力，经变速器输入轴I、齿轮I、齿轮VIII、变速器中间轴II、齿轮X、齿轮V、接合套II后由变速器输出轴输出；
步骤2；从驱动电机I单独工作于低速档过渡到驱动电机I与驱动电机II同时工作于低速档：调节驱动电机II的转速，当其转速与变速器输出轴转速相同时，接合套I与齿轮III结合，使齿轮III与变速器输出轴固连，驱动电机I、驱动电机II的转向相同，转速不同；此时动力传递路线为：由驱动电机I输出的动力，经变速器输入轴I、齿轮I、齿轮VIII、变速器中间轴II、齿轮X、齿轮V、接合套II后由变速器输出轴输出：由驱动电机II输出的动力，经变速器输入轴II、齿轮II、齿轮VI、变速器中间轴I、齿轮VII、齿轮III、接合套I后由变速器输出轴输出；
步骤3：从驱动电机I与驱动电机II同时工作于低速档过渡到驱动电机II单独工作于低速档：接合套II与齿轮V分离，此时动力传递路线为：由驱动电机II输出的动力，经变速器输入轴II、齿轮II、齿轮VI、变速器中间轴I、齿轮VII、齿轮III、接合套I后由变速器输出轴输出；
步骤4：从驱动电机II单独工作于低速档过渡到双电机中间档，调节驱动电机I的转速，当其转速与变速器输出轴转速相同时，接合套II与齿轮IV结合，使齿轮IV与变速器输出轴固连，此时动力传递路线为：由驱动电机I输出的动力，经变速器输入轴I、齿轮I、齿轮VIII、变速器中间轴II、齿轮IX、齿轮IV、接合套II后由变速器输出轴输出；由驱动电机II输出的动力，经变速器输入轴II、齿轮II、齿轮VI、变速器中间轴I、齿轮VII、齿轮III、接合套I后由变速器输出轴输出；
步骤5：从双电机中间档过渡到驱动电机I单独工作于高速档：接合套I与齿轮III分离，此时动力传递路线为：由驱动电机I输出的动力，经变速器输入轴I、齿轮VIII、变速器中间轴II、齿轮IX、齿轮IV、接合套II后由变速器输出轴输出；
步骤6：从驱动电机I单独工作于高速档过渡到双电机高速档，调节驱动电机II的转速，当其转速与变速器输出轴转速相同时，接合套I与齿轮II结合，使齿轮II与变速器输出轴固连，驱动电机I、驱动电机II的转向相同，转速不同，此时动力传递路线为：由驱动电机I输出的动力，经变速器输入轴I、齿轮I、齿轮VIII、变速器中间轴II、齿轮IX、齿轮IV、接合套II后由变速器输出轴输出；由驱动电机II输出的动力，经变速器输入轴II、齿轮II、接合套I后由变速器输出轴输出。
进一步地，所述双电机双轴输入变速箱的驱动系统从双电机高速档变为双电机低速档时，其步骤包括：
步骤1：从双电机高速档过渡到驱动电机I单独工作于高速档，接合套I与齿轮II分离，此时动力传递路线为：由驱动电机I输出的动力，经变速器输入轴I、齿轮VIII、变速器中间轴II、齿轮IX、齿轮IV、接合套II后由变速器输出轴输出；
步骤2；从驱动电机I单独工作于高速档过渡到双电机中间档：调节驱动电机II的转速，当其转速与变速器输出轴转速相同时，接合套I与齿轮III结合，使齿轮III与变速器输出轴固连，驱动电机I、驱动电机II的转向相同，转速不同，此时动力传递路线为：由驱动电机I输出的动力，经变速器输入轴I、齿轮I、齿轮VIII、变速器中间轴II、齿轮IX、齿轮IV、接合套II后由变速器输出轴输出；由驱动电机II输出的动力，经变速器输入轴II、齿轮II、齿轮VI、变速器中间轴I、齿轮VII、齿轮III、接合套I后由变速器输出轴输出；
步骤3；从双电机中间档过渡到驱动电机II单独工作于低速档，接合套II与齿轮IV分离，此时动力传递路线为：由驱动电机II输出的动力，经变速器输入轴II、齿轮II、齿轮VI、变速器中间轴I、齿轮VII、齿轮III、接合套I后由变速器输出轴输出；
步骤4；驱动电机II单独工作于低速档过渡到驱动电机I与驱动电机II同时工作于低速档：调节驱动电机I的转速，当其转速与变速器输出轴转速相同时，接合套II与齿轮V结合，使齿轮V与变速器输出轴固连，驱动电机I、驱动电机II的转向相同，转速不同；此时动力传递路线为：由驱动电机I输出的动力，经变速器输入轴I、齿轮I、齿轮VIII、变速器中间轴II、齿轮X、齿轮V、接合套II后由变速器输出轴输出：由驱动电机II输出的动力，经变速器输入轴II、齿轮II、齿轮VI、变速器中间轴I、齿轮VII、齿轮III、接合套I后由变速器输出轴输出。
进一步地，所述换档控制方法还包括倒挡控制方法，其步骤包括：倒档时，驱动电机I单独工作，并且驱动电机I反转，接合套II与齿轮V结合，齿轮V与变速器输出轴固连；此 时的动力传递路线为：由驱动电机I输出的动力，经变速器输入轴I、齿轮I、齿轮VIII、变速器中间轴II、齿轮X、齿轮V、接合套II后由变速器输出轴输出。
进一步地，所述双电机双轴输入变速箱的驱动系统在进行制动时，其步骤为：
当车辆在双电机低速档的模式驱动行驶时，通过踩动制动踏板进行制动，此时动力传递路线为：制动踏板输入的动力依次经变速器输出轴、接合套II、齿轮V、齿轮X、变速器中间轴II、齿轮VIII、齿轮I后，一路经变速器输入轴I后拖动驱动电机I发电；另一路经变速器输出轴、接合套I、齿轮III、齿轮VII、变速器中间轴I、齿轮VI、齿轮II后，经变速器输入轴II后拖动驱动电机II发电；当电池电量充满时，改为机械制动；
当车辆在双电机中间档的模式驱动行驶时，通过踩动制动踏板进行制动，此时动力传递路线为：制动踏板输入的动力一路经变速器输出轴、接合套I、齿轮III、齿轮VII、变速器中间轴I、齿轮VI、齿轮II后，经变速器输入轴II后拖动驱动电机II发电；另一路依次经变速器输出轴、接合套II、齿轮IV、齿轮IX、变速器中间轴II、齿轮VIII、齿轮I后，经变速器输入轴I后拖动驱动电机I发电：当电池电量充满时，改为机械制动：
当车辆在双电机高速档的模式驱动行驶时，通过踩动制动踏板进行制动，此时动力传递路线为：制动踏板输入的动力一路依次经变速器输出轴、接合套II、齿轮IV、齿轮IX、变速器中间轴II、齿轮VIII、齿轮I后，经变速器输入轴I后拖动驱动电机I发电；另一路依次经变速器输出轴、接合套I、齿轮II后，经变速器输入轴II后拖动驱动电机II发电；当电池电量充满时，改为机械制动。
本发明的有益效果为：
1、节省整车布置空间。所述双电机双轴输入变速箱的驱动系统的整车布置方式，基本维持了原车的安装，大大节省了布置空间，整个系统的重量也大大减轻，符合轻量化的要求，大大降低成本；
2、挡位互不影响。所述双电机双轴输入变速箱的驱动系统的变速箱，一根输入轴控制1、3挡，另一根输入轴控制2、4挡，即1、3挡与2、4挡之间无物理连接，挡位互不影响，换挡时无需两个电机相互协调；
3、转速要求不高。避免高转速问题，对轴承、齿轮转速要求不高，寿命长。
附图说明
图1是本发明所述双电机双轴输入变速箱的驱动系统的结构示意图；
图2是图1中双电机双轴输入变速箱的驱动系统在双电机低速档时的动力传输路线图；
图3是图1中双电机双轴输入变速箱的驱动系统在双电机中间档时的动力传输路线图；
图4是图1中双电机双轴输入变速箱的驱动系统在双电机高速档时的动力传输路线图；
图5a是图1所示双电机双轴输入变速箱的驱动系统中驱动电机I单独工作于低速档时的动力传输路线图；
图5b是图1所示双电机双轴输入变速箱的驱动系统中驱动电机II单独工作于低速档时的动力传输路线图；
图5c是图1所示双电机双轴输入变速箱的驱动系统中驱动电机I单独工作于高速档时的动力传输路线图；
图6是图1所示双电机双轴输入变速箱的驱动系统在倒档时的动力传输路线图；
图7是图1所示双电机双轴输入变速箱的驱动系统在双电机低速档制动时的动力传输路线图；
图8是图1所示双电机双轴输入变速箱的驱动系统在双电机中间档制动时的动力传输路线图；
图9是图1所示双电机双轴输入变速箱的驱动系统在双电机高速档制动时的动力传输路线图。
图中：
1-驱动电机I，2-驱动电机I的输出轴，3-变速器输入轴I，4-齿轮I，5-变速器中间轴I，6-齿轮VI，7-齿轮VII，8-齿轮IV，9-接合套II，10-齿轮V，11-变速器输出轴，12-齿轮X，13-变速器中间轴II，14-齿轮IX，15-齿轮III，16-接合套I，17-齿轮II，18-齿轮VIII，19-变速器输入轴II，20-驱动电机II的输出轴，21-驱动电机II。
具体实施方式
下面结合附图和具体实施方式，对本发明作进一步的说明。
如图1所示，一种双电机双轴输入变速箱的驱动系统，包括驱动电机I1、驱动电机II21和电控机械式自动变速器，所述电控机械式自动变速器包括：由齿轮I4、齿轮VIII18、齿轮X12以及齿轮V10啮合组成的一档齿轮组，由齿轮II17、齿轮V16、齿轮VII7以及齿轮III15啮合组成的二档齿轮组，由齿轮I4、齿轮VIII18、齿轮IX14以及齿轮IV8啮合组成的三档齿轮组，齿轮II17形成的四档齿轮，接合套I16，接合套II9，变速器输入轴I3，变速器输入轴II19和变速器输出轴11；其中，所述齿轮I4固连在变速器输入轴I3上，所述齿轮II17固连在 变速器输入轴II19上，所述齿轮III15和齿轮IV8以及齿轮V10空套在变速器输出轴11上，所述齿轮V16和齿轮VII7固连在变速器中间轴I5上，所述齿轮VIII18和齿轮IX14以及齿轮X12固连在变速器中间轴II13上，驱动电机1的输出轴2与变速器输入轴I3相连，驱动电机II的输出轴20与变速器输入轴II19相连。所述接合套I16套接固定在变速器输出轴I1上且与齿轮II17和齿轮III15相邻，所述接合套I16能与齿轮II17、齿轮III15结合或分离，所述接合套II9套接固定在变速器输出轴11上且与齿轮IV8和齿轮V10相邻，所述接合套II9能与齿轮IV8、齿轮V10结合或分离。
一种双电机双轴输入变速箱的驱动系统的换档控制方法，电控机械式自动变速器为驱动电机I1、驱动电机II21的动力输出提供了3个档位，通过驱动电机I1、驱动电机II21与电控机械式自动变速器的耦合，在驱动电机I1和驱动电机II21驱动、且在电池电量充足时，能实现3个档位的转换，所述的3个档位分别为双电机低速档、双电机中间档、双电机高速档。
如图2所示，所述双电机双轴输入变速箱的驱动系统采用双电机低速档时，其步骤包括：接合套II9与齿轮V10结合，使齿轮V10与变速器输出轴11固连，接合套I16与齿轮III15结合，使齿轮III15与变速器输出轴11固连，驱动电机I1、驱动电机II21的转向相同，转速不同；采用双电机低速档的模式时的动力传递路线为：由驱动电机I1输出的动力，经变速器输入轴I3、齿轮I4、齿轮VIII18、变速器中间轴II13、齿轮X12、齿轮V10、接合套II9后由变速器输出轴11输出；由驱动电机II21输出的动力，经变速器输入轴II19、齿轮II17、齿轮V16、变速器中间轴I5、齿轮VII7、齿轮III15、接合套I16后由变速器输出轴11输出。
如图3所示，所述双电机双轴输入变速箱的驱动系统采用双电机中间档时，其步骤包括；接合套II9与齿轮IV8结合，使齿轮IV8与变速器输出轴11固连，接合套I16与齿轮III15结合，使齿轮III15与变速器输出轴11固连，驱动电机I1、驱动电机II21的转向相同，转速不同；采用双电机中间档的模式时的动力传递路线为：由驱动电机I1输出的动力，经变速器输入轴I3、齿轮I4、齿轮VIII18、变速器中间轴II13、齿轮IX14、齿轮IV8、接合套II9后由变速器输出轴11输出；由驱动电机II21输出的动力，经变速器输入轴II19、齿轮II17、齿轮V16、变速器中间轴I5、齿轮VII7、齿轮III15、接合套I16后由变速器输出轴11输出。
如图4所示，所述双电机双轴输入变速箱的驱动系统采用双电机高速档时，其步骤包括：接合套II9与齿轮IV8结合，使齿轮IV8与变速器输出轴11固连，接合套I16与齿轮II17结合，使齿轮II17与变速器输出轴11固连，驱动电机I1、驱动电机II21的转向相同，转速不 同；采用双电机高速档的模式时的动力传递路线为：由驱动电机I 1输出的动力，经变速器输入轴I 3、齿轮I 4、齿轮VIII 18、变速器中间轴II 13、齿轮IX 14、齿轮IV 8、接合套II 9后由变速器输出轴11输出；由驱动电机II 21输出的动力，经变速器输入轴II 19、齿轮II 17、接合套I 16后由变速器输出轴11输出。
所述双电机双轴输入变速箱的驱动系统从双电机低速档变为双电机高速档时，其步骤包括：
步骤1：如图5a所示，从双电机低速挡过渡到驱动电机I 1单独工作于低速档：接合套I 16与齿轮III 15分离，接合套II 9与齿轮V 10结合，使齿轮V 10与变速器输出轴11固连，此时动力传递路线为：由驱动电机I 1输出的动力，经变速器输入轴I 3、齿轮I 4、齿轮VIII 18、变速器中间轴II 13、齿轮X 12、齿轮V 10、接合套II 9后由变速器输出轴11输出；
步骤2：如图2所示，从驱动电机I 1单独工作于低速档过渡到驱动电机I 1与驱动电机II 21同时工作于低速档：调节驱动电机II 21的转速，当其转速与变速器输出轴11转速相同时，接合套I 16与齿轮III 15结合，使齿轮III 15与变速器输出轴11固连，驱动电机I 1、驱动电机II 21的转向相同，转速不同；此时动力传递路线为：由驱动电机I 1输出的动力，经变速器输入轴I 3、齿轮I 4、齿轮VIII 18、变速器中间轴II 13、齿轮X 12、齿轮V 10、接合套II 9后由变速器输出轴11输出；由驱动电机II 21输出的动力，经变速器输入轴II 19、齿轮II 17、齿轮VI 6、变速器中间轴I 5、齿轮VII 7、齿轮III 15、接合套I 16后由变速器输出轴11输出；
步骤3：如图5b所示，从驱动电机I 1与驱动电机II 21同时工作于低速档过渡到驱动电机II 21单独工作于低速档：接合套II 9与齿轮V 10分离，此时动力传递路线为：由驱动电机II 21输出的动力，经变速器输入轴II 19、齿轮II 17、齿轮VI 6、变速器中间轴I 5、齿轮VII 7、齿轮III 15、接合套I 16后由变速器输出轴11输出：
步骤4：如图3所示，从驱动电机II 21单独工作于低速档过渡到双电机中间档，调节驱动电机I 1的转速，当其转速与变速器输出轴11转速相同时，接合套II 9与齿轮IV 8结合，使齿轮IV 8与变速器输出轴11固连，此时动力传递路线为；由驱动电机I 1输出的动力，经变速器输入轴I 3、齿轮I 4、齿轮VIII 18、变速器中间轴II 13、齿轮IX 14、齿轮IV 8、接合套II 9后由变速器输出轴11输出：由驱动电机II 21输出的动力，经变速器输入轴II 19、齿轮II 17、齿轮VI 6、变速器中间轴I 5、齿轮VII 7、齿轮III 15、接合套I 16后由变速器输出轴11输出；
步骤5：如图5c所示，从双电机中间档过渡到驱动电机I 1单独工作于高速档，接合套 I 16与齿轮III15分离，此时动力传递路线为；由驱动电机I 1输出的动力，经变速器输入轴I 3、齿轮VIII18、变速器中间轴II 13、齿轮IX14、齿轮IV8、接合套II 9后由变速器输出轴11输出；
步骤6：如图4所示，从驱动电机I 1单独工作于高速档过渡到双电机高速档，调节驱动电机II 21的转速，当其转速与变速器输出轴11转速相同时，接合套I 16与齿轮II 17结合，使齿轮II 17与变速器输出轴11固连，驱动电机I 1、驱动电机II 21的转向相同，转速不同，此时动力传递路线为；由驱动电机I 1输出的动力，经变速器输入轴I 3、齿轮I 4、齿轮VIII 18、变速器中间轴II 13、齿轮IX 14、齿轮IV 8、接合套II 9后由变速器输出轴11输出；由驱动电机II 21输出的动力，经变速器输入轴II 19、齿轮II 17、接合套I 16后由变速器输出轴11输出。
所述双电机双轴输入变速箱的驱动系统从双电机高速档变为双电机低速档时，其步骤包括：
步骤1：如图5c所示，从双电机高速档过渡到驱动电机I 1单独工作于高速档，接合套I 16与齿轮II 17分离，此时动力传递路线为：由驱动电机I 1输出的动力，经变速器输入轴I 3、齿轮VIII 18、变速器中间轴II 13、齿轮IX 14、齿轮IV 8、接合套II 9后由变速器输出轴11输出；
步骤2：如图3所示，从驱动电机I 1单独工作于高速档过渡到双电机中间档；调节驱动电机II 21的转速，当其转速与变速器输出轴11转速相同时，接合套I 16与齿轮III 15结合，使齿轮III15与变速器输出轴11固连，驱动电机I 1、驱动电机II 21的转向相同，转速不同，此时动力传递路线为；由驱动电机I 1输出的动力，经变速器输入轴I 3、齿轮I 4、齿轮VIII 18、变速器中间轴II 13、齿轮IX 14、齿轮IV 8、接合套II 9后由变速器输出轴11输出；由驱动电机II 21输出的动力，经变速器输入轴II 19、齿轮II 17、齿轮V16、变速器中间轴I 5、齿轮VII7、齿轮III15、接合套I 16后由变速器输出轴11输出；
步骤3：如图5b所示，从双电机中间档过渡到驱动电机II 21单独工作于低速档，接合套II 9与齿轮IV 8分离，此时动力传递路线为：由驱动电机II 21输出的动力，经变速器输入轴II 19、齿轮II 17、齿轮V16、变速器中间轴I 5、齿轮VII7、齿轮III15、接合套I 16后由变速器输出轴11输出；
步骤4：如图2所示，驱动电机II 21单独工作于低速档过渡到驱动电机I 1与驱动电机II 21同时工作于低速档；调节驱动电机I 1的转速，当其转速与变速器输出轴11转速相同时， 接合套II9与齿轮V10结合，使齿轮V10与变速器输出轴11固连，驱动电机I1、驱动电机II21的转向相同，转速不同：此时动力传递路线为：由驱动电机I1输出的动力，经变速器输入轴I3、齿轮I4、齿轮VIII18、变速器中间轴II13、齿轮X12、齿轮V10、接合套II9后由变速器输出轴11输出；由驱动电机II21输出的动力，经变速器输入轴II19、齿轮II17、齿轮V16、变速器中间轴I5、齿轮VII7、齿轮III15、接合套I16后由变速器输出轴11输出。
所述换档控制方法还包括倒挡控制方法，其步骤包括：
如图6所示，倒档时，驱动电机I1单独工作，并且驱动电机I1反转，接合套II9与齿轮V10结合，齿轮V10与变速器输出轴11固连；此时的动力传递路线为：由驱动电机I1输出的动力，经变速器输入轴I3、齿轮I4、齿轮VIII18、变速器中间轴II13、齿轮X12、齿轮V10、接合套II9后由变速器输出轴11输出。
所述双电机双轴输入变速箱的驱动系统在进行制动时，其步骤为：
如图7所示，当车辆在双电机低速档的模式驱动行驶时，通过踩动制动踏板进行制动，此时动力传递路线为：制动踏板输入的动力依次经变速器输出轴11、接合套II9、齿轮V10、齿轮X12、变速器中间轴II13、齿轮VIII18、齿轮I4后，一路经变速器输入轴I3后拖动驱动电机I1发电；另一路经变速器输出轴11、接合套I16、齿轮III15、齿轮VII7、变速器中间轴I5、齿轮V16、齿轮II17后，经变速器输入轴II19后拖动驱动电机II21发电；当电池电量充满时，改为机械制动；
如图8所示，当车辆在双电机中间档的模式驱动行驶时，通过踩动制动踏板进行制动，此时动力传递路线为：制动踏板输入的动力一路经变速器输出轴11，接合套I16、齿轮III15、齿轮VII7、变速器中间轴I5、齿轮V16、齿轮II17后，经变速器输入轴II19后拖动驱动电机II21发电：另一路依次经变速器输出轴11、接合套II9、齿轮IV8、齿轮IX14、变速器中间轴II13、齿轮VIII18、齿轮I4后，经变速器输入轴I3后拖动驱动电机I1发电；当电池电量充满时，改为机械制动；
如图9所示，当车辆在双电机高速档的模式驱动行驶时，通过踩动制动踏板进行制动，此时动力传递路线为：制动踏板输入的动力一路依次经变速器输出轴11、接合套II9、齿轮IV8、齿轮IX14、变速器中间轴II13、齿轮VIII18、齿轮I4后，经变速器输入轴I3后拖动驱动电机I1发电；另一路依次经变速器输出轴11、接合套I16、齿轮II17后，经变速器输入轴II19后拖动驱动电机II21发电；当电池电量充满时，改为机械制动。
由于此时电控机械式自动变速器的档位经过速比优化设计，提高了电动机的运行效率， 使得整车动力性和经济性均优于单档电动车。当车辆在市区行驶时，对功率要求比较低，所以本发明所述系统能满足车辆在市区路面行驶的要求，包括实现车辆的起步、加速和爬坡。同时，由驱动电机I(1)与驱动电机II(21)相互配合进行换档，实现了换档过程中无动力中断，提高了换档品质，改善了车辆的行驶平顺性。驱动电机I(1)通过改变输入电压的方向实现正向和反向转动，当驱动电机I(1)反向转动时。实现车辆的倒驶。
通过本发明所述系统可以看出，本发明以传动效率较高的电控机械式自动变速器的结构实现了两个驱动电机的动力耦合，为驱动电机的动力输出提供了多个档位，符合驱动电机的实际工作需求。并且通过多种运行模式的转换，能有效利用驱动电机的速度特性和高效运转区。本发明所述双电机双轴输入变速箱的驱动系统的结构简单、成本低，而且在换档时能实现主动同步调速和无动力中断控制，改善了汽车的动力性和经济性。
本发明并不限于上述实施方式，在不背离本发明实质内容的情况下，本领域技术人员可以想到的任何变形、改进、替换均落入本发明的保护范围。

Claims (9)

  1. 一种双电机双轴输入变速箱的驱动系统，其特征在于，包括驱动电机I、驱动电机II和电控机械式自动变速器，所述电控机械式自动变速器包括：由齿轮I、齿轮VIII、齿轮X以及齿轮V啮合组成的一档齿轮组，由齿轮II、齿轮VI、齿轮VII以及齿轮III啮合组成的二档齿轮组，由齿轮I、齿轮VIII、齿轮IX以及齿轮IV啮合组成的三档齿轮组，齿轮II形成的四档齿轮，接合套I，接合套II，变速器输入轴I，变速器输入轴II和变速器输出轴；其中，所述齿轮I固连在变速器输入轴I上，所述齿轮II固连在变速器输入轴II上，所述齿轮III和齿轮IV以及齿轮V空套在变速器输出轴上，所述齿轮VI和齿轮VII固连在变速器中间轴I上，所述齿轮VIII和齿轮IX以及齿轮X固连在变速器中间轴II上，驱动电机I的输出轴与变速器输入轴I相连，驱动电机II的输出轴与变速器输入轴II相连，所述接合套I套接固定在变速器输出轴上且与齿轮II和齿轮III相邻，所述接合套I能与齿轮II、齿轮III结合或分离，所述接合套II套接固定在变速器输出轴上且与齿轮IV和齿轮V相邻，所述接合套II能与齿轮IV、齿轮V结合或分离。
  2. 一种双电机双轴输入变速箱的驱动系统的换档控制方法，其特征在于，电控机械式自动变速器为驱动电机I、驱动电机II的动力输出提供了3个档位，通过驱动电机I、驱动电机II与电控机械式自动变速器的耦合，在驱动电机I和驱动电机II驱动、且在电池电量充足时，能实现3个档位的转换，所述的3个档位分别为双电机低速档、双电机中间档、双电机高速档。
  3. 根据权利要求2所述的一种双电机双轴输入变速箱的驱动系统的换档控制方法，其特征在于，所述双电机双轴输入变速箱的驱动系统采用双电机低速档时，其步骤包括：接合套II与齿轮V结合，使齿轮V与变速器输出轴固连，接合套I与齿轮III结合，使齿轮III与变速器输出轴固连，驱动电机I、驱动电机II的转向相同，转速不同；采用双电机低速档的模式时的动力传递路线为：由驱动电机I输出的动力，经变速器输入轴I、齿轮I、齿轮VIII、变速器中间轴II、齿轮X、齿轮V、接合套II后由变速器输出轴输出；由驱动电机II输出的动力，经变速器输入轴II、齿轮II、齿轮VI、变速器中间轴I、齿轮VII、齿轮III、接合套I后由变速器输出轴输出。
  4. 根据权利要求2所述的一种双电机双轴输入变速箱的驱动系统的换档控制方法，其特征在于，所述双电机双轴输入变速箱的驱动系统采用双电机中间档时，其步骤包括：接合套II与齿轮IV结合，使齿轮IV与变速器输出轴固连，接合套I与齿轮III结合，使齿轮III与变速器输出轴固连、驱动电机I、驱动电机II的转向相同，转速不同；采用双电机中间档的模式 时的动力传递路线为：由驱动电机I输出的动力，经变速器输入轴I、齿轮I、齿轮VIII、变速器中间轴II、齿轮IX、齿轮IV、接合套II后由变速器输出轴输出；由驱动电机II输出的动力，经变速器输入轴II、齿轮II、齿轮VI、变速器中间轴I、齿轮VII、齿轮III、接合套I后由变速器输出轴输出。
  5. 根据权利要求2所述的一种双电机双轴输入变速箱的驱动系统的换档控制方法，其特征在于，所述双电机双轴输入变速箱的驱动系统采用双电机高速档时，其步骤包括：接合套II与齿轮IV结合，使齿轮IV与变速器输出轴固连，接合套I与齿轮II结合，使齿轮II与变速器输出轴固连，驱动电机I、驱动电机II的转向相同，转速不同；采用双电机高速档的模式时的动力传递路线为：由驱动电机I输出的动力，经变速器输入轴I、齿轮I、齿轮VIII、变速器中间轴II、齿轮IX、齿轮IV、接合套II后由变速器输出轴输出；由驱动电机II输出的动力，经变速器输入轴II、齿轮II、接合套I后由变速器输出轴输出。
  6. 根据权利要求2所述的一种双电机双轴输入变速箱的驱动系统的换档控制方法，其特征在于，所述双电机双轴输入变速箱的驱动系统从双电机低速档变为双电机高速档时，其步骤包括：
    步骤1：从双电机低速挡过渡到驱动电机I单独工作于低速档：接合套I与齿轮III分离，接合套II与齿轮V结合，使齿轮V与变速器输出轴固连，此时动力传递路线为：由驱动电机I输出的动力，经变速器输入轴I、齿轮I、齿轮VIII、变速器中间轴II、齿轮X、齿轮V、接合套II后由变速器输出轴输出：
    步骤2：从驱动电机I单独工作于低速档过渡到驱动电机I与驱动电机II同时工作于低速档：调节驱动电机II的转速，当其转速与变速器输出轴转速相同时，接合套I与齿轮III结合，使齿轮III与变速器输出轴固连，驱动电机I、驱动电机II的转向相同，转速不同；此时动力传递路线为：由驱动电机I输出的动力，经变速器输入轴I、齿轮I、齿轮VIII、变速器中间轴II、齿轮X、齿轮V、接合套II后由变速器输出轴输出；由驱动电机II输出的动力，经变速器输入轴II、齿轮II、齿轮VI、变速器中间轴I、齿轮VII、齿轮III、接合套I后由变速器输出轴输出；
    步骤3：从驱动电机I与驱动电机II同时工作于低速档过渡到驱动电机II单独工作于低速档：接合套II与齿轮V分离，此时动力传递路线为:由驱动电机II输出的动力，经变速器输入轴II、齿轮II、齿轮VI、变速器中间轴I、齿轮VII、齿轮III、接合套I后由变速器输出轴输出；
    步骤4：从驱动电机II单独工作于低速档过渡到双电机中间档，调节驱动电机I的转速，当其转速与变速器输出轴转速相同时，接合套II与齿轮IV结合，使齿轮IV与变速器输出轴固连，此时动力传递路线为：由驱动电机I输出的动力，经变速器输入轴I、齿轮I、齿轮VIII、变速器中间轴II、齿轮IX、齿轮IV、接合套II后由变速器输出轴输出；由驱动电机II输出的动力，经变速器输入轴II、齿轮II、齿轮VI、变速器中间轴I、齿轮VII、齿轮III、接合套I后由变速器输出轴输出；
    步骤5：从双电机中间档过渡到驱动电机I单独工作于高速档；接合套I与齿轮III分离，此时动力传递路线为：由驱动电机I输出的动力，经变速器输入轴I、齿轮VIII、变速器中间轴II、齿轮IX、齿轮IV、接合套II后由变速器输出轴输出；
    步骤6：从驱动电机I单独工作于高速档过渡到双电机高速档，调节驱动电机II的转速，当其转速与变速器输出轴转速相同时，接合套I与齿轮II结合，使齿轮II与变速器输出轴固连，驱动电机I、驱动电机II的转向相同，转速不同，此时动力传递路线为：由驱动电机I输出的动力，经变速器输入轴I、齿轮I、齿轮VIII、变速器中间轴II、齿轮IX、齿轮IV、接合套II后由变速器输出轴输出；由驱动电机II输出的动力，经变速器输入轴II、齿轮II、接合套I后由变速器输出轴输出。
  7. 根据权利要求2所述的一种双电机双轴输入变速箱的驱动系统的换档控制方法，其特征在于，所述双电机双轴输入变速箱的驱动系统从双电机高速档变为双电机低速档时，其步骤包括：
    步骤1：从双电机高速档过渡到驱动电机I单独工作于高速档，接合套I与齿轮II分离，此时动力传递路线为：由驱动电机I输出的动力，经变速器输入轴I、齿轮VIII、变速器中间轴II、齿轮IX、齿轮IV、接合套II后由变速器输出轴输出；
    步骤2：从驱动电机I单独工作于高速档过渡到双电机中间档；调节驱动电机II的转速，当其转速与变速器输出轴转速相同时，接合套I与齿轮III结合，使齿轮III与变速器输出轴固连，驱动电机I、驱动电机II的转向相同，转速不同，此时动力传递路线为：由驱动电机I输出的动力，经变速器输入轴I、齿轮I、齿轮VIII、变速器中间轴II、齿轮IX、齿轮IV、接合套II后由变速器输出轴输出；由驱动电机II输出的动力，经变速器输入轴II、齿轮II、齿轮VI、变速器中间轴I、齿轮VII、齿轮III、接合套I后由变速器输出轴输出；
    步骤3：从双电机中间档过渡到驱动电机II单独工作于低速档，接合套II与齿轮IV分离，此时动力传递路线为：由驱动电机II输出的动力，经变速器输入轴II、齿轮II、齿轮VI、变 速器中间轴I、齿轮VII、齿轮III、接合套I后由变速器输出轴输出；
    步骤4：驱动电机II单独工作于低速档过渡到驱动电机I与驱动电机II同时工作于低速档：调节驱动电机I的转速，当其转速与变速器输出轴转速相同时，接合套II与齿轮V结合，使齿轮V与变速器输出轴固连，驱动电机I、驱动电机II的转向相同，转速不同；此时动力传递路线为：由驱动电机I输出的动力，经变速器输入轴I、齿轮I、齿轮VIII、变速器中间轴II、齿轮X、齿轮V、接合套II后由变速器输出轴输出；由驱动电机II输出的动力，经变速器输入轴II、齿轮II、齿轮VI、变速器中间轴I、齿轮VII、齿轮III、接合套I后由变速器输出轴输出。
  8. 根据权利要求2所述的一种双电机双轴输入变速箱的驱动系统的换档控制方法，其特征在于，所述换档控制方法还包括倒挡控制方法，其步骤包括：倒档时，驱动电机I单独工作，并且驱动电机I反转，接合套II与齿轮V结合，齿轮V与变速器输出轴固连；此时的动力传递路线为：由驱动电机I输出的动力，经变速器输入轴I、齿轮I、齿轮VIII、变速器中间轴II、齿轮X、齿轮V、接合套II后由变速器输出轴输出。
  9. 根据权利要求2所述的一种双电机双轴输入变速箱的驱动系统的换档控制方法，其特征在于，所述双电机双轴输入变速箱的驱动系统在进行制动时，其步骤为：
    当车辆在双电机低速档的模式驱动行驶时，通过踩动制动踏板进行制动，此时动力传递路线为：制动踏板输入的动力依次经变速器输出轴、接合套II、齿轮V、齿轮X、变速器中间轴II、齿轮VIII、齿轮I后，一路经变速器输入轴I后拖动驱动电机I发电；另一路经变速器输出轴、接合套I、齿轮III、齿轮VII、变速器中间轴I、齿轮VI、齿轮II后，经变速器输入轴II后拖动驱动电机II发电：当电池电量充满时，改为机械制动；
    当车辆在双电机中间档的模式驱动行驶时，通过踩动制动踏板进行制动，此时动力传递路线为：制动踏板输入的动力一路经变速器输出轴、接合套I、齿轮III、齿轮VII、变速器中间轴I、齿轮VI、齿轮II后，经变速器输入轴II后拖动驱动电机II发电；另一路依次经变速器输出轴、接合套II、齿轮IV、齿轮IX、变速器中间轴II、齿轮VIII、齿轮I后，经变速器输入轴I后拖动驱动电机I发电：当电池电量充满时，改为机械制动；
    当车辆在双电机高速档的模式驱动行驶时，通过踩动制动踏板进行制动，此时动力传递路线为：制动踏板输入的动力一路依次经变速器输出轴、接合套II、齿轮IV、齿轮IX、变速器中间轴II、齿轮VIII、齿轮I后，经变速器输入轴I后拖动驱动电机I发电；另一路依次经变速器输出轴、接合套I、齿轮II后，经变速器输入轴II后拖动驱动电机II发电：当电池电 量充满时，改为机械制动。
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