WO2019019292A1 - 一种车辆双动力源双驱动总成 - Google Patents

一种车辆双动力源双驱动总成 Download PDF

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Publication number
WO2019019292A1
WO2019019292A1 PCT/CN2017/101046 CN2017101046W WO2019019292A1 WO 2019019292 A1 WO2019019292 A1 WO 2019019292A1 CN 2017101046 W CN2017101046 W CN 2017101046W WO 2019019292 A1 WO2019019292 A1 WO 2019019292A1
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WO
WIPO (PCT)
Prior art keywords
gear
dual
shaft
power source
clutch
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/CN2017/101046
Other languages
English (en)
French (fr)
Inventor
余平
李建文
王永务
江浙
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.)
Jing Jin Electric Technologies Beijing Co Ltd
Original Assignee
Jing Jin Electric Technologies Beijing Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Jing Jin Electric Technologies Beijing Co Ltd filed Critical Jing Jin Electric Technologies Beijing Co Ltd
Priority to JP2020503920A priority Critical patent/JP7046156B2/ja
Priority to EP17919097.0A priority patent/EP3659843A4/en
Priority to US15/767,592 priority patent/US11738629B2/en
Publication of WO2019019292A1 publication Critical patent/WO2019019292A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/02—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of clutch
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing
    • B60K17/043—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing
    • B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing of change-speed gearing
    • B60K17/08—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing of change-speed gearing of mechanical type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B60K7/0007—Disposition of motor in, or adjacent to, traction wheel the motor being electric
    • 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
    • F16D11/00—Clutches in which the members have interengaging parts
    • 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
    • F16D27/00—Magnetically- or electrically- actuated clutches; Control or electric circuits therefor
    • 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
    • F16D28/00—Electrically-actuated 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
    • 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
    • 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
    • F16D25/00—Fluid-actuated 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
    • 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
    • F16H2200/0034—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising two 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
    • 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
    • F16H3/089—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 all of the meshing gears being supported by a pair of parallel shafts, one being the input shaft and the other the output shaft, there being no countershaft involved

Definitions

  • the invention relates to a dual-power source dual drive assembly for a vehicle, which is connected with a front axle or a rear axle of a vehicle for driving a vehicle.
  • Some special vehicles have higher speed requirements, such as sports cars and racing cars. These special vehicles can obtain high speed on a flat road surface, but the speed is difficult to increase on complex roads.
  • the existing pure electric or hybrid drive system cannot meet the requirements of the vehicle. Acceleration, gradeability and maximum speed requirements.
  • the present invention provides a dual-power source dual-drive assembly for a vehicle to solve the existing powertrain single-speed ratio transmission, which cannot meet the requirements of vehicle acceleration, grade, and maximum speed. Can not adapt to the problem of complex road conditions.
  • the existing axial size of the powertrain is large, it is difficult to arrange on the vehicle, and the number of gears in the transmission is large, and the transmission structure is complicated.
  • the invention provides a dual-power source dual drive assembly for a vehicle, comprising two sets of symmetrically arranged drive units, the two sets of drive units are connected with the same set of axle half shafts, each set of drive units being provided with a power source and an automatic transmission.
  • the automatic transmission is respectively coupled to one of the axle axles of the axle.
  • the automatic transmission is provided with parallel input shafts, intermediate shafts and output shafts, the three shafts are provided with multi-stage gears of different transmission ratios, the power source is connected with the input shaft, and the output shaft and the axle are connected The left or right half of the half shaft is connected.
  • the input shaft is provided with a first gear
  • the intermediate shaft is provided with a second gear
  • the first gear is meshed with the second gear
  • the first gear and the second gear are disposed between
  • the idler wheel meshes between the first gear, the idler gear and the second gear to form a triple gear.
  • the intermediate shaft is fixedly or vacantly provided with a third gear and a sixth gear
  • the output shaft is fixedly or vacantly sleeved with a fourth gear and a fifth gear
  • the third gear and the fourth gear mesh with each other.
  • the two are mounted on the shaft differently, and the fifth gear and the sixth gear are meshed and driven, and the two are installed on the shaft in different manners;
  • a clutch is disposed between the input shaft and the gear on the idler, and a clutch is disposed between the intermediate shaft and the gear on the idler.
  • the third gear and/or the sixth gear are loosely sleeved on the intermediate shaft by a needle bearing, and the fourth gear and/or the fifth gear are loosely sleeved on the output shaft through a needle bearing.
  • the third gear and the sixth gear are loosely sleeved on the intermediate shaft by a needle bearing, and the intermediate shaft is provided with a two-way clutch that cooperates with the third gear and the sixth gear.
  • the fourth gear and the fifth gear are sleeved on the output shaft through a needle bearing, and the output shaft is provided with a two-way clutch that cooperates with the fifth gear and the sixth gear.
  • first gear and the second gear meshing transmission ratio is i1, or the triple gear meshing gear ratio is i1, and the fifth gear and the sixth gear meshing gear ratio is i2, the third gear and The fourth gear meshing transmission ratio is i3, and the meshing gear ratio in the automatic transmission is i1 ⁇ i2 or i1 ⁇ i3.
  • the rotor shaft of the power source and the input shaft are integrally designed, the power source is an electric motor, and the axle half shaft is a rear axle half shaft.
  • the clutch is a face gear clutch including a movable toothed disc and a fixed toothed disc, and the movable toothed disc is sleeved on the intermediate shaft and/or the output shaft, and the fixed toothed disc is fixed in an empty sleeve installation. On the gears.
  • the face gear clutch is electromagnetically driven, or hydraulically driven, or pneumatically driven, or electrically driven, or mechanically driven, driving the movable toothed disk to move axially in engagement with the fixed toothed disc.
  • the clutch is a wet clutch.
  • the dual-power source dual-drive assembly of the vehicle comprises two sets of symmetrically arranged drive units, and the two sets of drive units are connected with the same set of axle half shafts, each set of drive units being provided with a power source and an automatic transmission, so that
  • the vehicle provides a large driving force, significantly increasing the speed of the vehicle, and is used in special vehicles such as sports cars and racing cars.
  • the dual-power source dual-drive assembly of the vehicle is connected with the rear axle half axle or the front axle half axle of the vehicle, and the vehicle powertrain can realize two speed ratio transmissions, and the transmission form is flexible, and the vehicle can be driven to different road conditions.
  • Demand when the vehicle needs to accelerate quickly or climb the load, the larger speed ratio transmission can be selected to improve the driving force of the whole vehicle and make up for the shortage of the driving force of the whole vehicle; when the whole vehicle is in the cruise state, the smaller speed ratio can be selected.
  • Drive to meet the high-speed driving requirements of the vehicle, save energy and improve vehicle cruising range.
  • the dual-power source dual-drive assembly of the vehicle shortens the axial dimension of the drive assembly on the one hand, and facilitates the arrangement of the whole vehicle; on the other hand, the number of gears used is small, simplifying the transmission structure.
  • FIG. 1 is a schematic structural view of a dual-power source dual drive assembly of a vehicle according to Embodiment 1 of the present invention.
  • FIG. 2 is a schematic structural view of a dual-power source dual-drive assembly of a vehicle according to Embodiment 1 of the present invention (no idler is provided).
  • FIG. 3 is a schematic structural view of a dual-power source dual drive assembly of a vehicle according to Embodiment 2 of the present invention.
  • FIG. 4 is a schematic structural view of a dual-power source dual drive assembly of a vehicle according to Embodiment 3 of the present invention.
  • FIG. 5 is a schematic structural view of a dual-power source dual drive assembly of a vehicle according to Embodiment 4 of the present invention.
  • FIG. 6 is a schematic structural view of a dual-power source dual drive assembly of a vehicle according to Embodiment 5 of the present invention.
  • FIG. 7 is a schematic structural view of a dual-power source dual drive assembly of a vehicle according to Embodiment 6 of the present invention.
  • FIG. 1 is a first embodiment of the present invention.
  • a dual-power dual-drive assembly of a vehicle includes two sets of symmetrically arranged drive units, and two sets of drive units are connected to the same set of axles.
  • Each group of driving units is provided with a power source 1 and an automatic transmission 2 (shown by a broken line in Fig. 1), and the automatic transmission 2 is respectively connected to one of the half shafts of the axle half shaft.
  • the automatic transmission 2 is provided with a parallel input shaft 3, an intermediate shaft 8 and an output shaft 12, the power source 1 is connected to the input shaft 3, and the output shaft 3 is connected to the left half shaft or the right of the axle half shaft. Half shaft connection.
  • the left automatic transmission 2 is connected to the left half shaft of the axle half shaft, and the right automatic transmission 2 is connected to the right half shaft of the axle half shaft.
  • the input shaft 3 is provided with a first gear 4, and the intermediate shaft 8 is provided with a second gear 6, a first gear 4 and a second
  • An idler gear 5 is disposed between the gears 6, the idler shaft 15 is parallel to the input shaft 3, and the first gear 4, the idler gear 5 and the second gear 6 are meshed to form a triple gear.
  • the idler 5 is mounted for structural size requirements, it does not change the first gear 4 and the second gear
  • the size of the transmission ratio between 6 may not be provided with the idler 5, and the first gear 4 and the second gear 6 are directly meshed and driven, as shown in FIG.
  • the intermediate shaft 8 is sleeved with a third gear 10, a sixth gear 7 is fixedly mounted, a fourth gear 11 is fixedly mounted on the output shaft 12, and a fifth gear 14 is mounted on the air sleeve, and the third gear 10 and the fourth gear 11 are mounted.
  • the meshing transmission is different in the way of mounting on the shaft, and the fifth gear 14 and the sixth gear 7 are meshed and driven, and the two are mounted on the shaft in different manners.
  • a second clutch 9 is disposed between the intermediate shaft 8 and the third gear 10 on the idler, and a gear clutch 13 is disposed between the output shaft 12 and the fifth gear 14 on the idler.
  • the third gear 10 is sleeved over the intermediate shaft 8 via a needle bearing
  • the fifth gear 14 is sleeved over the output shaft 12 via a needle bearing. Although it is an empty sleeve installation, neither the third gear 10 and the fifth gear 14 move axially.
  • the first gear 4 and the second gear 6 mesh with the transmission ratio i1, or the first gear 4, the idle gear 5 and the second gear 6 are combined with the gear ratio i1, and the fifth gear 14 and the sixth gear 7
  • the meshing gear ratio is i2
  • the third gear 10 and the fourth gear 11 mesh with the transmission ratio i3
  • the meshing gear ratio of the automatic transmission 2 is i1 ⁇ i2 or i1 ⁇ i3.
  • the drive unit on the right side has a mirror image relationship with the drive unit structure on the left side, and will not be described in detail herein.
  • the power source 1 sequentially passes through the input shaft 3, the first gear 4, the idle gear 5, the second gear 6, the intermediate shaft 8, the sixth gear 7, and the fifth gear. 14.
  • the first clutch 13 and the output shaft 12 transmit power to the axle half shaft, and the meshing transmission ratio of the automatic transmission 2 is i1 ⁇ i2. This is the first condition.
  • the power source 1 sequentially passes through the input shaft 3, the first gear 4, the idle gear 5, the second gear 6, the intermediate shaft 8, the second clutch 9, and the third gear. 10.
  • the fourth gear 11 and the output shaft 12 transmit power to the axle half shaft, and the meshing gear ratio of the automatic transmission 2 is i1 ⁇ i3. This is the second condition.
  • the sizes of the transmission ratios i1, i2, and i3 can be changed by changing the size or the number of teeth of the gear, thereby changing the transmission ratio of the automatic transmission.
  • the drive sequence on the right side is the same as the drive unit on the left side, and the wheel speeds on the inside and outside of the vehicle are the same.
  • the vehicle turns it is necessary to have different inner and outer wheel speeds, which can be adjusted by changing the rotational speed of the power source 1.
  • the vehicle drive assembly can realize two speed ratio transmissions, and the automatic transmission can realize automatic shifting of two gear positions according to the control strategy program, and the transmission form is flexible, and meets the driving demand of the vehicle for different road conditions.
  • the larger speed ratio transmission can be selected to improve the driving force of the whole vehicle and make up for the shortage of the driving force of the whole vehicle; when the whole vehicle is in the cruising state, the smaller speed ratio transmission can be selected.
  • the high-speed driving requirements of the whole vehicle save energy and improve the cruising range of the vehicle.
  • the rotor shaft of the power source 1 and the input shaft 3 are integrally designed to reduce the impact of the rotor shaft on the automatic transmission 2.
  • the power source 1 is an electric motor or an engine.
  • connection structure of the output shaft 12 and the left or right half shaft may be connected by a spline, or by a coupling, or may be integrally formed.
  • the first clutch 13 and the second clutch 9 are end face clutches including a movable chainring and a fixed chainring.
  • the movable sprocket of the first clutch 13 is sleeved on the output shaft 12, and the mating fixed sprocket is fixed to the fifth gear 14.
  • the movable sprocket of the second clutch 9 is sleeved on the intermediate shaft 8, and the mating fixed sprocket is fixed to the third gear 10.
  • the movable chainring can be slid on the shaft by splines.
  • the center hole of the movable toothed disc is provided with an internal spline, and correspondingly, external splines are arranged on the output shaft 12 and the intermediate shaft 8, and the length should be longer than the internal spline of the movable sprocket, and only the movable sprocket can be used. It is sleeved on the shaft and can slide axially and output torque.
  • the movable toothed disc is provided with a face gear or a tooth groove
  • the fixed toothed disc is correspondingly provided with a face tooth groove or a transmission tooth.
  • the face tooth clutch can reduce the kinetic energy loss to the greatest extent relative to the friction clutch, which makes up for the shortcoming of the traditional friction clutch due to the inability to withstand the power shock of the motor. trap.
  • the driving method of the face gear clutch may be electromagnetically driven by electromagnet adsorption, hydraulically driven by hydraulic mechanism, pneumatically driven by pneumatic mechanism, or electrically driven by motor, or mechanically driven. Driven by the shift fork, the movable toothed disc is axially moved to mesh with the fixed toothed disc.
  • the electromagnetic toothed clutch can disengage and combine the power and the vehicle at any time, thereby achieving smooth power. Switch to improve the smoothness of the vehicle.
  • both the first clutch 13 and the second clutch 9 are equipped with a wet clutch.
  • the wet clutch is internally provided with a dual friction plate and a steel plate. The hydraulic oil is driven to contact or separate the friction plate and the steel plate to realize clutching. To install the wet clutch, it is necessary to achieve the clutching of the intermediate shaft 8 with the third gear 10 on the idler, and the clutching of the output shaft 12 with the fifth gear 14 on the idler.
  • the axle half shaft is a rear axle half shaft, and may also be a front axle half shaft.
  • the vehicle drive assembly is connected to the front axle half shaft, the vehicle is in the front drive mode, and when the vehicle drive assembly is connected to the rear axle half shaft, the vehicle is in the rear drive mode.
  • axle half shaft The structure of the axle half shaft is not shown in Figs. 1 and 2, and the actual structure includes a left half shaft and a right half shaft, and no differential is provided between the two half shafts.
  • FIG. 3 is a second embodiment of the present invention.
  • Embodiment 2 of the present invention is based on the improvement of Embodiment 1.
  • the difference between Embodiment 2 and Embodiment 1 is that, as shown in FIG. 3, In the driving unit on the left side, the first clutch 13 is sleeved on the intermediate shaft 8, the fixed fixed toothed disc is fixed on the sixth gear 7, and the sixth gear 7 is sleeved on the intermediate shaft 8, and the fifth gear 14 is fixed. Mounted on the output shaft 12.
  • the second clutch 9 is sleeved on the output shaft 12, the mating fixed toothed disc is fixed to the fourth gear 11, the fourth gear 11 is sleeved on the output shaft 12, and the third gear 10 is fixedly mounted on the intermediate shaft 8.
  • the drive unit on the right side has a mirror image relationship with the drive unit structure on the left side, and will not be described in detail herein.
  • the first gear 4 and the second gear 6 are set to have a gear ratio i1, or the third gear meshing gear ratio is i1, the fifth gear 14 and the sixth gear 7 mesh gear ratio i2, the third gear 10 and the fourth gear
  • the gear 11 meshes with a transmission ratio of i3.
  • the power source 1 sequentially passes through the input shaft 3, the first gear 4, the idle gear 5, the second gear 6, the intermediate shaft 8, the first clutch 13, and the sixth gear. 7.
  • the fifth gear 14 and the output shaft 12 transmit power to the axle half shaft, and the meshing gear ratio of the automatic transmission 2 is i1 ⁇ i2. This is the first condition.
  • the power source 1 sequentially passes through the input shaft 3, the first gear 4, the idle gear 5, the second gear 6, the intermediate shaft 8, the third gear 10, and the fourth gear. 11.
  • the second clutch 9 and the output shaft 12 transmit power to the axle half shaft, and the meshing transmission ratio of the automatic transmission 2 is i1 ⁇ i3. This is the second condition.
  • the drive sequence on the right is the same as the drive unit on the left.
  • Embodiment 2 of the present invention are the same as Embodiment 1, and the description thereof will not be repeated here.
  • FIG. 4 is a third embodiment of the present invention, and the third embodiment of the present invention is an improvement based on the first embodiment.
  • the difference between the third embodiment of the present invention and the first embodiment is that, as shown in FIG.
  • the second clutch 9 is sleeved on the output shaft 12
  • the mating fixed toothed disc is fixed on the fourth gear 11
  • the fourth gear 11 is sleeved on the output shaft 12
  • the third gear 10 is 10 It is fixedly mounted on the intermediate shaft 8.
  • the drive unit on the right side has a mirror image relationship with the drive unit structure on the left side, and will not be described in detail herein.
  • the first gear 4 and the second gear 6 are set to have a gear ratio i1, or the third gear meshing gear ratio is i1, the fifth gear 14 and the sixth gear 7 mesh gear ratio i2, the third gear 10 and the fourth gear
  • the gear 11 meshes with a transmission ratio of i3.
  • the power source 1 sequentially passes through the input shaft 3, the first gear 4, the idle gear 5, the second gear 6, the intermediate shaft 8, the sixth gear 7, and the fifth gear. 14.
  • the first clutch 13 and the output shaft 12 transmit power to the axle half shaft, and the meshing transmission ratio of the automatic transmission 2 is i1 ⁇ i2. This is the first condition.
  • the power source 1 sequentially passes through the input shaft 3, the first gear 4, the idle gear 5, the second gear 6, the intermediate shaft 8, the third gear 10, and the fourth gear. 11.
  • the second clutch 9 and the output shaft 12 transmit power to the axle half shaft, and the meshing transmission ratio of the automatic transmission 2 is i1 ⁇ i3. This is the second condition.
  • the drive sequence on the right is the same as the drive unit on the left.
  • Embodiment 3 of the present invention are the same as Embodiment 1, and the description thereof will not be repeated here.
  • FIG. 5 is a fourth embodiment of the present invention.
  • Embodiment 4 of the present invention is an improvement made on the basis of Embodiment 1.
  • the difference between Embodiment 4 of the present invention and Embodiment 1 is that, as shown in FIG. 5, In the structure of the driving unit on the left side, the first clutch 13 is sleeved on the intermediate shaft 8, the mating fixed toothed disc is fixed on the sixth gear 7, and the sixth gear 7 is sleeved on the intermediate shaft 8, and the fifth gear 14 is mounted on the intermediate shaft 8. It is fixedly mounted on the output shaft 12.
  • the drive unit on the right side has a mirror image relationship with the drive unit structure on the left side, and will not be described in detail herein.
  • the first gear 4 and the second gear 6 are set to have a gear ratio i1, or the third gear meshing gear ratio is i1, the fifth gear 14 and the sixth gear 7 mesh gear ratio i2, the third gear 10 and the fourth gear
  • the gear 11 meshes with a transmission ratio of i2.
  • the power source 1 sequentially passes through the input shaft 3, the first gear 4, the idle gear 5, the second gear 6, the intermediate shaft 8, the first clutch 13, and the sixth gear. 7.
  • the fifth gear 14 and the output shaft 12 transmit power to the axle half shaft, in the automatic transmission 2
  • the meshing gear ratio is i1 ⁇ i2. This is the first condition.
  • the power source 1 sequentially passes through the input shaft 3, the first gear 4, the idle gear 5, the second gear 6, the intermediate shaft 8, the second clutch 9, and the third gear. 10.
  • the fourth gear 11 and the output shaft 12 transmit power to the axle half shaft, and the meshing gear ratio of the automatic transmission 2 is i1 ⁇ i3. This is the second condition.
  • the drive sequence on the right is the same as the drive unit on the left.
  • Embodiment 4 of the present invention are the same as those of Embodiment 1, and the description thereof will not be repeated here.
  • FIG. 6 is a fifth embodiment of the present invention.
  • Embodiment 5 of the present invention is an improvement made on the basis of Embodiment 1.
  • the difference between Embodiment 5 of the present invention and Embodiment 1 is that, as shown in FIG.
  • the two-way clutch 16 is sleeved on the intermediate shaft 8, and the left and right sides of the two-way clutch 16 are provided with end face teeth, which are equivalent to two movable toothed disks, and the third gear 10 and the sixth gear 7 are both empty.
  • the sleeve is mounted on the intermediate shaft 8, and the two fixed gears are fixed on the two gears, and the fourth gear 11 and the fifth gear 14 are fixedly mounted on the output shaft 12.
  • the drive unit on the right side is in a mirror image relationship with the drive unit structure on the left side, and will not be described in detail herein.
  • the first gear 4 and the second gear 6 are set to have a gear ratio i1, or the third gear meshing gear ratio is i1, the fifth gear 14 and the sixth gear 7 mesh gear ratio i2, the third gear 10 and the fourth gear
  • the gear 11 meshes with a transmission ratio of i3.
  • the two-way clutch 16 When the two-way clutch 16 moves to the right, it can be closed with the fixed sprocket on the sixth gear 7, and the power source 1 sequentially passes through the input shaft 3, the first gear 4, the idler gear 5, the second gear 6, the intermediate shaft 8, and the two-way clutch. 16.
  • the sixth gear 7, the fifth gear 14, and the output shaft 12 transmit power to the axle half shaft, and the meshing gear ratio of the automatic transmission 2 is i1 ⁇ i2. This is the first condition.
  • the two-way clutch 16 When the two-way clutch 16 moves to the left, it can be closed with the fixed toothed disc on the third gear 10
  • the force source 1 transmits power to the axle through the input shaft 3, the first gear 4, the idle gear 5, the second gear 6, the intermediate shaft 8, the two-way clutch 16, the third gear 10, the fourth gear 11, and the output shaft 12 in sequence.
  • the meshing gear ratio in the automatic transmission 2 is i1 ⁇ i3. This is the second condition.
  • the drive sequence on the right is the same as the drive unit on the left.
  • Embodiment 5 of the present invention are the same as Embodiment 1, and the description thereof will not be repeated here.
  • FIG. 7 is a sixth embodiment of the present invention, and the sixth embodiment of the present invention is an improvement made on the basis of the fifth embodiment.
  • the difference between the sixth embodiment of the present invention and the fifth embodiment is that, as shown in FIG.
  • the two-way clutch 16 is sleeved on the output shaft 12, and the left and right sides of the two-way clutch 16 are provided with face teeth, which are equivalent to two movable toothed disks, and the fourth gear 11 and the fifth gear 14 are both empty.
  • the sleeve is mounted on the output shaft 12, and the two fixed gears are fixed on the two gears.
  • the third gear 10 and the sixth gear 7 are fixedly mounted on the intermediate shaft 8.
  • the drive unit on the right side has a mirror image relationship with the drive unit structure on the left side, and will not be described in detail herein.
  • the first gear 4 and the second gear 6 are set to have a gear ratio i1, or the third gear meshing gear ratio is i1, the fifth gear 14 and the sixth gear 7 mesh gear ratio i2, the third gear 10 and the fourth gear
  • the gear 11 meshes with a transmission ratio of i3.
  • the two-way clutch 16 When the two-way clutch 16 moves to the right, it can be closed with the fixed sprocket on the fifth gear 14, and the power source 1 sequentially passes through the input shaft 3, the first gear 4, the idler gear 5, the second gear 6, the intermediate shaft 8, and the sixth
  • the gear 7, the fifth gear 14, the two-way clutch 16, and the output shaft 12 transmit power to the axle half shaft, and the meshing gear ratio in the automatic transmission 2 is i1 ⁇ i2. This is the first condition.
  • the two-way clutch 16 When the two-way clutch 16 moves to the left, it can be closed with the fixed toothed disc on the fourth gear 11, and the power source 1 sequentially passes through the input shaft 3, the first gear 4, the idler gear 5, the second gear 6, the intermediate shaft 8, and the third.
  • the gear 10, the fourth gear 11, the two-way clutch 16 and the output shaft 12 transmit power to the axle half In the shaft, the meshing gear ratio of the automatic transmission 2 is i1 ⁇ i3. This is the second condition.
  • the drive sequence on the right is the same as the drive unit on the left.
  • Embodiment 6 of the present invention is the same as that of Embodiment 1, and the description thereof will not be repeated here.

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Abstract

一种车辆双动力源双驱动总成，包括两组对称设置的驱动单元，两组驱动单元与同一组车桥半轴连接，每组驱动单元均设置有动力源（1）和自动变速器（2），所述自动变速器（2）分别与所述车桥半轴中的一根半轴连接，所述自动变速器中（2）设置有平行的输入轴（3）、中间轴（8）和输出轴（12），这三根轴（3、8、12）上设置有不同传动比的多级齿轮（4、6、7、10、11、14），所述动力源（1）与输入轴（3）连接，所述输出轴（12）与车桥半轴中的左半轴或右半轴连接，该双动力源双驱动总成可实现两种速比传动，传动形式灵活，缩短了驱动总成的轴向尺寸，既能满足车辆的加速性和爬坡度、也能满足高车速的要求。

Description

一种车辆双动力源双驱动总成 技术领域
本发明涉及一种车辆双动力源双驱动总成，与车辆前桥或后桥连接，用于驱动车辆。
背景技术
目前的纯电动或混合动力新能源汽车，所采用的电动机的动力特性与整车要求有差异，无法满足速比和力矩的要求。由于新能源汽车需要面对越来越复杂的工况路况，用户对新能源汽车的舒适度和续航里程要求越来越高，单纯的电动机直驱模式、电动机连接减速器模式或油电混合动力模式的新能源汽车已不能满足新能源汽车行业的发展要求。
有些特殊车辆对车速要求较高，例如跑车、赛车，这些特殊车辆在较平整的路面上可以获得高速，但是在复杂的路面上速度难以提高，现有的纯电动或混合动力驱动系统无法满足车辆加速性、爬坡度和最高车速的需求。
发明内容
针对现有技术中的上述问题，本发明提供了一种车辆双动力源双驱动总成，以解决现有的动力总成单一速比传动，无法满足车辆加速性、爬坡度和最高车速的需求、无法适应复杂路况工况的问题。
同时通过电机和变速器的集成一体化结构，解决现有的动力总成轴向尺寸较大，难以在车辆上布置，以及变速器中齿轮个数较多，传动结构复杂的问题。
为了达到上述目的，本发明的技术方案是这样实现的：
本发明提供一种车辆双动力源双驱动总成，包括两组对称设置的驱动单元，两组驱动单元与同一组车桥半轴连接，每组驱动单元均设置有动力源和自动变速器，所述自动变速器分别与所述车桥半轴中的一根半轴连接。
进一步，所述自动变速器中设置有平行的输入轴、中间轴和输出轴，这三根轴上设置有不同传动比的多级齿轮，所述动力源与输入轴连接，所述输出轴与车桥半轴中的左半轴或右半轴连接。
进一步，所述输入轴上设置有第一齿轮，所述中间轴上设置有第二齿轮，所述第一齿轮与第二齿轮啮合传动，或者所述第一齿轮和第二齿轮之间设置有惰轮，所述第一齿轮、惰轮和第二齿轮之间啮合形成三连齿轮。
进一步，所述中间轴上固定或空套有第三齿轮、第六齿轮，所述输出轴上固定或空套有第四齿轮、第五齿轮，所述第三齿轮与第四齿轮啮合传动，二者在轴上的安装方式不同，所述第五齿轮与第六齿轮啮合传动，二者在轴上的安装方式不同；
所述输入轴与空套其上的齿轮之间设置有离合器，所述中间轴与空套其上的齿轮之间设置有离合器。
进一步，所述第三齿轮和/或第六齿轮通过滚针轴承空套在所述中间轴上，所述第四齿轮和/或第五齿轮通过滚针轴承空套在所述输出轴上。
进一步，所述第三齿轮和第六齿轮通过滚针轴承空套在所述中间轴上，所述中间轴上设置有双向离合器与所述第三齿轮和第六齿轮配合。
进一步，所述第四齿轮和第五齿轮通过滚针轴承空套在所述输出轴上，所述输出轴上设置有双向离合器与所述第五齿轮和第六齿轮配合。
进一步，所述第一齿轮与第二齿轮啮合传动比为i1，或者所述三连齿轮啮合传动比为i1，所述第五齿轮与第六齿轮啮合传动比为i2，所述第三齿轮与第四齿轮啮合传动比为i3，所述自动变速器中啮合传动比为i1×i2或者i1×i3。
进一步，所述动力源的转子轴和所述输入轴一体化设计，所述动力源为电动机，所述车桥半轴为后桥半轴。
进一步，所述离合器为端面齿离合器，包括活动齿盘和固定齿盘，所述活动齿盘空套在所述中间轴和/或输出轴上，所述固定齿盘固定在空套安装的任意齿轮上。
进一步，所述端面齿离合器为电磁驱动式、或液力驱动式、或气动驱动式、或电动驱动式、或机械拨叉驱动式，驱动所述活动齿盘轴向移动与固定齿盘啮合。
进一步，或者所述离合器为湿式离合器。
采用上述结构设置的本发明具有以下优点：
本发明的车辆双动力源双驱动总成，包括两组对称设置的驱动单元，两组驱动单元与同一组车桥半轴连接，每组驱动单元均设置有动力源和自动变速器，从而可以为车辆提供较大的驱动力，显著提高车速，使用在例如跑车、赛车等特殊车辆上。
本发明的车辆双动力源双驱动总成，与车辆的后桥半轴或前桥半轴连接，车辆动力总成可实现两种速比传动，传动形式灵活，满足整车对不同路况的行驶需求，当车辆需要快速加速或在负重爬坡时，可选择较大速比传动，提高整车驱动力，弥补整车驱动力不足的缺陷；当整车在巡航状态，可选择较小速比传动，以满足整车高速行驶要求，节约能源，提高车辆续航里程。
本发明的车辆双动力源双驱动总成，一方面缩短了驱动总成的轴向尺寸，利于整车的布置；另一方面由于使用的齿轮个数较少，简化了传动结构。
附图说明
图1是本发明实施例1的车辆双动力源双驱动总成的结构示意图。
图2是本发明实施例1的车辆双动力源双驱动总成的结构示意图(没有设置惰轮)。
图3是本发明实施例2的车辆双动力源双驱动总成的结构示意图。
图4是本发明实施例3的车辆双动力源双驱动总成的结构示意图。
图5是本发明实施例4的车辆双动力源双驱动总成的结构示意图。
图6是本发明实施例5的车辆双动力源双驱动总成的结构示意图。
图7是本发明实施例6的车辆双动力源双驱动总成的结构示意图。
图中：1.动力源；2.自动变速器；3.输入轴；4.第一齿轮；5.惰轮；6.第二齿轮；7.第六齿轮；8.中间轴；9.二档离合器；10.第三齿轮；11.第四齿轮；12.输出轴；13.一档离合器；14.第五齿轮；15.惰轮轴；16.双向离合器；17.双向离合器。
具体实施方式
为使本发明的目的、技术方案和优点更加清楚，下面将结合附图对本发明实施方式作进一步地详细描述。
实施例1
如图1所示为本发明实施例1，在该实施例中，一种车辆双动力源双驱动总成，包括两组对称设置的驱动单元，两组驱动单元与同一组车桥半轴连接，每组驱动单元均设置有动力源1和自动变速器2(图1中虚线所示)，自动变速器2分别与车桥半轴中的一根半轴连接。
如图1所示，自动变速器2中设置有平行的输入轴3、中间轴8和输出轴12，动力源1与输入轴3连接，输出轴3与车桥半轴中的左半轴或右半轴连接。
其中左侧的自动变速器2与车桥半轴中的左半轴连接，右侧的自动变速器2与车桥半轴中的右半轴连接。
下面以左侧的驱动单元举例来详细说明其详细结构，如图1所示，输入轴3上设置有第一齿轮4，中间轴8上设置有第二齿轮6，第一齿轮4和第二齿轮6之间设置有惰轮5，惰轮轴15平行于输入轴3，第一齿轮4、惰轮5和第二齿轮6之间啮合形成三连齿轮。
惰轮5是为了结构尺寸需要而安装的，它不改变第一齿轮4与第二齿轮 6之间传动比的大小，也可以不设置惰轮5，第一齿轮4与第二齿轮6直接啮合传动，如图2所示。
中间轴8空套安装有第三齿轮10、固定安装有第六齿轮7，输出轴12上固定安装有第四齿轮11、空套安装有第五齿轮14，第三齿轮10与第四齿轮11啮合传动，二者在轴上的安装方式不同，第五齿轮14与第六齿轮7啮合传动，二者在轴上的安装方式不同。
中间轴8与空套其上的第三齿轮10之间设置有二档离合器9，输出轴12与空套其上的第五齿轮14之间设置有一档离合器13。
第三齿轮10通过滚针轴承空套在中间轴8上，第五齿轮14通过滚针轴承空套在输出轴12上。虽然是空套安装，但是第三齿轮10和第五齿轮14均不发生轴向移动。
第一齿轮4与第二齿轮6啮合传动比为i1，或者第一齿轮4、惰轮5和第二齿轮6这一组三连齿轮啮合传动比为i1，第五齿轮14与第六齿轮7啮合传动比为i2，第三齿轮10与第四齿轮11啮合传动比为i3，自动变速器2中啮合传动比为i1×i2或者i1×i3。
如图1所示，右侧的驱动单元与左侧的驱动单元结构是镜像关系，在此不再详细说明。
当一档离合器13闭合、二档离合器9断开时，动力源1依次通过输入轴3、第一齿轮4、惰轮5、第二齿轮6、中间轴8、第六齿轮7、第五齿轮14、一档离合器13和输出轴12将动力传递至车桥半轴，自动变速器2中啮合传动比为i1×i2。此为第一工况。
当二档离合器9闭合、一档离合器13断开时，动力源1依次通过输入轴3、第一齿轮4、惰轮5、第二齿轮6、中间轴8、二档离合器9、第三齿轮10、第四齿轮11和输出轴12将动力传递至车桥半轴，自动变速器2中啮合传动比为i1×i3。此为第二工况。
当一档离合器13、二档离合器9均断开时，实现空档，此时无动力输出到车桥半轴。
其中，传动比i1、i2和i3的大小可通过改变齿轮的尺寸或齿数来改变，从而改变自动变速器的传动比。
优选的是，右侧的驱动单元换挡顺序与左侧的驱动单元相同，车辆内侧和外侧的车轮转速也就是相同的。通常在车辆转弯时，需要内侧和外侧的车轮转速不同，此时可以通过改变动力源1的转速来调节。
由上述可知，该车辆驱动总成可实现两种速比传动，自动变速器根据控制策略程序，可实现两个档位电控自动换档，传动形式灵活，满足整车对不同路况的行驶需求，当车辆在启动加速和负重爬坡时，可选择较大速比传动，提高整车驱动力，弥补整车驱动力不足的缺陷；当整车在巡航状态时，可选择较小速比传动，以满足整车高速行驶要求，节约能源，提高车辆续航里程。
动力源1的转子轴和输入轴3一体化设计，可以减小转子轴对自动变速器2的冲击。
动力源1为电动机，也可以为发动机。
输出轴12和左半轴或右半轴的连接结构可以采用花键连接，或者采用联轴器连接，或者是一体制成。
一档离合器13和二档离合器9为端面齿离合器，包括活动齿盘和固定齿盘。一档离合器13的活动齿盘空套在输出轴12上，配合的固定齿盘固定在第五齿轮14上。二档离合器9的活动齿盘空套在中间轴8上，配合的固定齿盘固定在第三齿轮10上。
在一档离合器13、二档离合器9中，活动齿盘可通过花键在轴上滑动。活动齿盘的中心孔设置有内花键，相应地在输出轴12和中间轴8上设置了外花键，而且长度应该比活动齿盘的内花键较长，只有这样活动齿盘才可以穿套在轴上，可轴向滑动并且输出力矩。
活动齿盘上设置有端面传动齿或齿槽，固定齿盘上相应设置有端面齿槽或传动齿。端面齿离合器相对于摩擦式离合器可使动能损失最大程度地降低，弥补了传统摩擦式离合器因无法承受电动机的动力冲击而寿命过短的缺 陷。
端面齿离合器的驱动方式可以为电磁驱动式利用电磁铁吸附带动、或液力驱动式利用液压机构带动、或气动驱动式利用气压机构带动、或电动驱动式利用电动机带动，或机械拨叉驱动式利用拨叉带动，驱动活动齿盘轴向移动与固定齿盘啮合。
当一档离合器13和二档离合器9为电磁齿嵌式离合器时，车辆驱动总成在动力输入时，电磁齿嵌式离合器可使动力与整车随时瞬间脱开和结合，实现了动力的平顺切换，提高车辆行驶平稳度。
或者一档离合器13和二档离合器9均采用湿式离合器，湿式离合器内部设置有对偶摩擦片和钢片，利用液压油驱动使得摩擦片和钢片接触或分离从而实现离合。安装湿式离合器，需要实现中间轴8与空套其上的第三齿轮10的离合，输出轴12与空套其上的第五齿轮14的离合。
在本发明实施例中，车桥半轴为后桥半轴，也可以为前桥半轴。车辆驱动总成与前桥半轴连接时，车辆为前驱模式，车辆驱动总成与后桥半轴连接时，车辆为后驱模式。
车桥半轴的结构在图1、图2中未示出，实际结构是包括左半轴和右半轴，两个半轴之间不用再设置差速器。
实施例2
如图3所示为本发明实施例2，本发明实施例2是在实施例1的基础上做出的改进，本发明实施例2与实施例1的区别点在于，如图3所示，左侧的驱动单元中，一档离合器13空套在中间轴8上，配合的固定齿盘固定在第六齿轮7上，第六齿轮7空套安装在中间轴8上，第五齿轮14固定安装在输出轴12上。二档离合器9空套在输出轴12上，配合的固定齿盘固定在第四齿轮11上，第四齿轮11空套安装在输出轴12上，第三齿轮10固定安装在中间轴8上。
如图3所示，右侧的驱动单元与左侧的驱动单元结构是镜像关系，在此不再详细说明。
设定第一齿轮4与第二齿轮6啮合传动比为i1，或者前述三连齿轮啮合传动比为i1，第五齿轮14与第六齿轮7啮合传动比为i2，第三齿轮10与第四齿轮11啮合传动比为i3。
当一档离合器13闭合、二档离合器9断开时，动力源1依次通过输入轴3、第一齿轮4、惰轮5、第二齿轮6、中间轴8、一档离合器13、第六齿轮7、第五齿轮14和输出轴12将动力传递至车桥半轴，自动变速器2中啮合传动比为i1×i2。此为第一工况。
当二档离合器9闭合、一档离合器13断开时，动力源1依次通过输入轴3、第一齿轮4、惰轮5、第二齿轮6、中间轴8、第三齿轮10、第四齿轮11、二档离合器9和输出轴12将动力传递至车桥半轴，自动变速器2中啮合传动比为i1×i3。此为第二工况。
当一档离合器13、二档离合器9均断开时，实现空档，此时无动力输出到车桥半轴。
右侧的驱动单元换挡顺序与左侧的驱动单元相同。
本发明实施例2的其他内容与实施例1相同，此处不再重复描述。
实施例3
如图4所示为本发明实施例3，本发明实施例3是在实施例1的基础上做出的改进，本发明实施例3与实施例1的区别点在于，如图4所示，左侧的驱动单元结构中，二档离合器9空套在输出轴12上，配合的固定齿盘固定在第四齿轮11上，第四齿轮11空套安装在输出轴12上，第三齿轮10固定安装在中间轴8上。
如图4所示，右侧的驱动单元与左侧的驱动单元结构是镜像关系，在此不再详细说明。
设定第一齿轮4与第二齿轮6啮合传动比为i1，或者前述三连齿轮啮合传动比为i1，第五齿轮14与第六齿轮7啮合传动比为i2，第三齿轮10与第四齿轮11啮合传动比为i3。
当一档离合器13闭合、二档离合器9断开时，动力源1依次通过输入轴3、第一齿轮4、惰轮5、第二齿轮6、中间轴8、第六齿轮7、第五齿轮14、一档离合器13和输出轴12将动力传递至车桥半轴，自动变速器2中啮合传动比为i1×i2。此为第一工况。
当二档离合器9闭合、一档离合器13断开时，动力源1依次通过输入轴3、第一齿轮4、惰轮5、第二齿轮6、中间轴8、第三齿轮10、第四齿轮11、二档离合器9和输出轴12将动力传递至车桥半轴，自动变速器2中啮合传动比为i1×i3。此为第二工况。
当一档离合器13、二档离合器9均断开时，实现空档，此时无动力输出到车桥半轴。
右侧的驱动单元换挡顺序与左侧的驱动单元相同。
本发明实施例3的其他内容与实施例1相同，此处不再重复描述。
实施例4
如图5所示为本发明实施例4，本发明实施例4是在实施例1的基础上做出的改进，本发明实施例4与实施例1的区别点在于，如图5所示，左侧的驱动单元结构中，一档离合器13空套在中间轴8上，配合的固定齿盘固定在第六齿轮7上，第六齿轮7空套安装在中间轴8上，第五齿轮14固定安装在输出轴12上。
如图5所示，右侧的驱动单元与左侧的驱动单元结构是镜像关系，在此不再详细说明。
设定第一齿轮4与第二齿轮6啮合传动比为i1，或者前述三连齿轮啮合传动比为i1，第五齿轮14与第六齿轮7啮合传动比为i2，第三齿轮10与第四齿轮11啮合传动比为i2,。
当一档离合器13闭合、二档离合器9断开时，动力源1依次通过输入轴3、第一齿轮4、惰轮5、第二齿轮6、中间轴8、一档离合器13、第六齿轮7、第五齿轮14和输出轴12将动力传递至车桥半轴，自动变速器2中 啮合传动比为i1×i2。此为第一工况。
当二档离合器9闭合、一档离合器13断开时，动力源1依次通过输入轴3、第一齿轮4、惰轮5、第二齿轮6、中间轴8、二档离合器9、第三齿轮10、第四齿轮11和输出轴12将动力传递至车桥半轴，自动变速器2中啮合传动比为i1×i3。此为第二工况。
当一档离合器13、二档离合器9均断开时，实现空档，此时无动力输出到车桥半轴。
右侧的驱动单元换挡顺序与左侧的驱动单元相同。
本发明实施例4的其他内容与实施例1相同，此处不再重复描述。
实施例5
如图6所示为本发明实施例5，本发明实施例5是在实施例1的基础上做出的改进，本发明实施例5与实施例1的区别点在于，如图6所示，左侧的驱动单元结构中，双向离合器16空套在中间轴8上，双向离合器16左右两侧均设置有端面齿，相当于两个活动齿盘，第三齿轮10、第六齿轮7均空套安装在中间轴8上，两个齿轮上均固定有配合的固定齿盘，第四齿轮11、第五齿轮14均固定安装在输出轴12上。
如图6所示，右侧的驱动单元与左侧的驱动单元结构是镜像关系，在此不再详细说明。
设定第一齿轮4与第二齿轮6啮合传动比为i1，或者前述三连齿轮啮合传动比为i1，第五齿轮14与第六齿轮7啮合传动比为i2，第三齿轮10与第四齿轮11啮合传动比为i3。
当双向离合器16向右移动，可以与第六齿轮7上的固定齿盘闭合，动力源1依次通过输入轴3、第一齿轮4、惰轮5、第二齿轮6、中间轴8、双向离合器16、第六齿轮7、第五齿轮14和输出轴12将动力传递至车桥半轴，自动变速器2中啮合传动比为i1×i2。此为第一工况。
当双向离合器16向左移动，可以与第三齿轮10上的固定齿盘闭合，动 力源1依次通过输入轴3、第一齿轮4、惰轮5、第二齿轮6、中间轴8、双向离合器16、第三齿轮10、第四齿轮11和输出轴12将动力传递至车桥半轴，自动变速器2中啮合传动比为i1×i3。此为第二工况。
当双向离合器16居中时，与第六齿轮7、第三齿轮10均断开时，实现空档，此时无动力输出到车桥半轴。
右侧的驱动单元换挡顺序与左侧的驱动单元相同。
本发明实施例5的其他内容与实施例1相同，此处不再重复描述。
实施例6
如图7所示为本发明实施例6，本发明实施例6是在实施例5的基础上做出的改进，本发明实施例6与实施例5的区别点在于，如图7所示，左侧的驱动单元结构中，双向离合器16空套在输出轴12上，双向离合器16左右两侧均设置有端面齿，相当于两个活动齿盘，第四齿轮11、第五齿轮14均空套安装在输出轴12上，两个齿轮上均固定有配合的固定齿盘，第三齿轮10、第六齿轮7均固定安装在中间轴8上。
如图7所示，右侧的驱动单元与左侧的驱动单元结构是镜像关系，在此不再详细说明。
设定第一齿轮4与第二齿轮6啮合传动比为i1，或者前述三连齿轮啮合传动比为i1，第五齿轮14与第六齿轮7啮合传动比为i2，第三齿轮10与第四齿轮11啮合传动比为i3。
当双向离合器16向右移动，可以与第五齿轮14上的固定齿盘闭合，动力源1依次通过输入轴3、第一齿轮4、惰轮5、第二齿轮6、中间轴8、第六齿轮7、第五齿轮14、双向离合器16和输出轴12将动力传递至车桥半轴，自动变速器2中啮合传动比为i1×i2。此为第一工况。
当双向离合器16向左移动，可以与第四齿轮11上的固定齿盘闭合，动力源1依次通过输入轴3、第一齿轮4、惰轮5、第二齿轮6、中间轴8、第三齿轮10、第四齿轮11、双向离合器16和输出轴12将动力传递至车桥半 轴，自动变速器2中啮合传动比为i1×i3。此为第二工况。
当双向离合器16居中时，与第五齿轮14、第四齿轮11均断开时，实现空档，此时无动力输出到车桥半轴。
右侧的驱动单元换挡顺序与左侧的驱动单元相同。
本发明实施例6的其他内容与实施例1相同，此处不再重复描述。
以上，仅为本发明的具体实施方式，在本发明的上述教导下，本领域技术人员可以在上述实施例的基础上进行其他的改进或变形。本领域技术人员应该明白，上述的具体描述只是更好的解释本发明的目的，本发明的保护范围应以权利要求的保护范围为准。

Claims (10)

  1. 一种车辆双动力源双驱动总成，其特征在于，包括两组对称设置的驱动单元，两组驱动单元与同一组车桥半轴连接，每组驱动单元均设置有动力源和自动变速器，所述自动变速器分别与所述车桥半轴中的一根半轴连接。
  2. 根据权利要求1所述的车辆双动力源双驱动总成，其特征在于，所述自动变速器中设置有平行的输入轴、中间轴和输出轴，这三根轴上设置有不同传动比的多级齿轮，所述动力源与输入轴连接，所述输出轴与车桥半轴中的左半轴或右半轴连接。
  3. 根据权利要求2所述的车辆双动力源双驱动总成，其特征在于，所述输入轴上设置有第一齿轮，所述中间轴上设置有第二齿轮，所述第一齿轮与第二齿轮啮合传动，或者所述第一齿轮和第二齿轮之间设置有惰轮，所述第一齿轮、惰轮和第二齿轮之间啮合形成三连齿轮。
  4. 根据权利要求3所述的车辆双动力源双驱动总成，其特征在于，所述中间轴上固定或空套有第三齿轮、第六齿轮，所述输出轴上固定或空套有第四齿轮、第五齿轮，所述第三齿轮与第四齿轮啮合传动，二者在轴上的安装方式不同，所述第五齿轮与第六齿轮啮合传动，二者在轴上的安装方式不同；
    所述输入轴与空套其上的齿轮之间设置有离合器，所述中间轴与空套其上的齿轮之间设置有离合器。
  5. 根据权利要求4所述的车辆双动力源双驱动总成，其特征在于，所述第三齿轮和/或第六齿轮通过滚针轴承空套在所述中间轴上，所述第四齿轮和/或第五齿轮通过滚针轴承空套在所述输出轴上。
  6. 根据权利要求4所述的车辆双动力源双驱动总成，其特征在于，所述第三齿轮和第六齿轮通过滚针轴承空套在所述中间轴上，所述中间轴上 设置有双向离合器与所述第三齿轮和第六齿轮配合。
  7. 根据权利要求4所述的车辆双动力源双驱动总成，其特征在于，所述第四齿轮和第五齿轮通过滚针轴承空套在所述输出轴上，所述输出轴上设置有双向离合器与所述第五齿轮和第六齿轮配合。
  8. 根据权利要求4所述的车辆双动力源双驱动总成，其特征在于，所述第一齿轮与第二齿轮啮合传动比为i1，或者所述三连齿轮啮合传动比为i1，所述第五齿轮与第六齿轮啮合传动比为i2，所述第三齿轮与第四齿轮啮合传动比为i3，所述自动变速器中啮合传动比为i1×i2或者i1×i3。
  9. 根据权利要求2所述的车辆双动力源双驱动总成，其特征在于，所述动力源的转子轴和所述输入轴一体化设计，所述动力源为电动机，所述车桥半轴为后桥半轴。
  10. 根据权利要求4所述的车辆双动力源双驱动总成，其特征在于，所述离合器为端面齿离合器，包括活动齿盘和固定齿盘，所述活动齿盘空套在所述中间轴和/或输出轴上，所述固定齿盘固定在空套安装的任意齿轮上；
    所述端面齿离合器为电磁驱动式、或液力驱动式、或气动驱动式、或电动驱动式、或机械拨叉驱动式，驱动所述活动齿盘轴向移动与固定齿盘啮合；
    或者所述离合器为湿式离合器。
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