阅读说明：本技术 两挡电桥驱动系统及车辆 (Two keep off electric bridge actuating system and vehicle ) 是由 徐君杰 刘磊 于 2019-10-23 设计创作，主要内容包括：本发明提供了一种车辆用两挡电桥驱动系统及采用该两挡电桥驱动系统的车辆。该两挡电桥驱动系统的变速器包括双离合器和一个行星齿轮机构,借助于双离合器使得来自电机的扭矩能够选择性地经由行星齿轮机构的太阳轮或行星轮架传递到差速器。因此,根据本发明的两挡电桥驱动系统不仅结构相对简单而且能够实现在换挡过程中无动力中断现象。(The invention provides a two-gear electric bridge driving system for a vehicle and the vehicle adopting the two-gear electric bridge driving system. The transmission of the two-speed bridge drive system comprises a double clutch and a planetary gear mechanism, by means of which the torque from the electric machine can be selectively transmitted to the differential via the sun gear or the planet gear carrier of the planetary gear mechanism. Therefore, the two-gear bridge driving system is relatively simple in structure and can realize no power interruption phenomenon in the gear shifting process.)

1. A two-speed bridge drive system, comprising:

an Electric Machine (EM) having a machine output shaft (S0); and

a transmission including a double clutch (K0), a first input shaft (S1), a second input shaft (S2), and a planetary gear mechanism,

wherein the motor output shaft (S0) is selectively drivingly coupleable with the first input shaft (S1) and the second input shaft (S2) via the dual clutch (K0), the planetary gear mechanism includes one sun gear (SU) that is fixed to the first input shaft (S1) and is always in engagement with the plurality of Planet Gears (PG), a carrier (P) that is always in engagement with the ring gear (R) and is mounted to the carrier (P), and a ring gear (R) that is fixed to the second input shaft (S2) and is used to transmit torque to the outside of the planetary gear mechanism, the ring gear (R) being fixed to a casing of the transmission.

2. The two-speed bridge drive system according to claim 1, wherein the first input shaft (S1), the second input shaft (S2), and the planetary gear mechanism are all coaxially arranged with the motor output shaft (S0).

3. The two-speed bridge drive system according to claim 2, wherein the first input shaft (S1) is a solid shaft, the second input shaft (S2) is a hollow shaft, the first input shaft (S1) passes through the second input shaft (S2) and the carrier (P), and bearings for supporting the first input shaft (S1) are provided between the first input shaft (S1) and the second input shaft (S2) and between the first input shaft (S1) and the carrier (P).

4. Two-speed bridge drive system according to one of claims 1 to 3, wherein the double clutch (K0) comprises a first clutch unit (K11) and a second clutch unit (K12),

when the first clutch unit (K11) is engaged, the motor output shaft (S0) is drivingly coupled with the first input shaft (S1); when the first clutch unit (K11) is disengaged, the motor output shaft (S0) is decoupled from the first input shaft (S1), and

when the second clutch unit (K12) is engaged, the motor output shaft (S0) is drivingly coupled with the second input shaft (S2); when the second clutch unit (K12) is disengaged, the motor output shaft (S0) is drivingly decoupled from the second input shaft (S2).

5. The two-speed bridge drive system according to any one of claims 1 to 3, further comprising a Differential (DM) and two half-shafts extending from the Differential (DM), the carrier output gear (G1) of the planet carrier (P) being drivingly coupled with the differential input gear (G2) of the Differential (DM).

6. The two-speed bridge drive system according to claim 5, wherein the carrier output gear (G1) and the differential input gear (G2) are always in engagement with each other, so that the carrier output gear (G1) and the differential input gear (G2) are in direct drive coupling.

7. The two-speed bridge drive system according to claim 5, wherein the transmission further comprises at least one countershaft (MS) and a plurality of intermediate gears (G3, G4) fixed to the countershaft (MS), the carrier output gear (G1) being in indirect driving coupling with the differential input gear (G2) via the at least one countershaft (MS) and the plurality of intermediate gears (G3, G4).

8. The two-speed bridge drive system according to claim 5, wherein the Differential (DM) is a bevel gear differential.

9. The two-speed bridge drive system according to any one of claims 1 to 3, wherein the housing of the two-speed bridge drive system comprises a first housing portion (H11), a second housing portion (H12) and a third housing portion (H13) detachably connected to each other in the axial direction of the motor output shaft (S0), a part of the second housing portion (H12) being for constituting a housing of the Electric Machine (EM), another part of the second housing portion (H12) being for constituting a housing of the transmission.

10. A vehicle comprising a two-speed bridge drive system according to any one of claims 1 to 9.

Technical Field

The invention relates to the field of vehicles, in particular to a two-gear bridge driving system for a vehicle and the vehicle comprising the two-gear bridge driving system.

Background

Currently, bridge drive systems can be used for electric-only vehicles and hybrid vehicles for the driving of the vehicle.

Fig. 1a is a schematic diagram showing the topology of a two-speed bridge drive system, in which the electric machine as the drive source is omitted. As shown in fig. 1a, the two-speed bridge drive system includes an electric motor (not shown), a planetary gear mechanism, a synchromesh mechanism SN, an intermediate transmission mechanism, a differential DM, and two half shafts.

Specifically, the planetary gear mechanism includes a sun gear SU, a sun gear shaft S, a plurality of planetary gears PG, a ring gear R, and a planetary carrier P. The sun gear SU is fixed to a sun gear shaft S for receiving torque from the motor. The plurality of planet wheels PG are located on the radial outer side of the sun wheel SU and on the radial inner side of the gear ring R, and the plurality of planet wheels PG are always in a meshed state with the sun wheel SU and the gear ring R. A plurality of planets PG are mounted to a planet carrier P such that planet carrier P can rotate as the plurality of planets PG revolve around sun SU. The ring gear R is fixed to a case of the transmission. Thus, the planetary gear mechanism can preliminarily change the gear ratio in the torque transmission path of the transmission.

The synchromesh mechanism SN may employ a synchromesh mechanism of the related art. When the synchromesh mechanism SN is operated accordingly to be in different engagement positions, two torque transmission paths of torque output from the sun gear shaft S and torque output from the carrier P can be selected to transmit torque to the wheels of the vehicle. While when synchromesh mechanism SN is in the non-engaged neutral position, the entire bridge drive system does not transmit torque to the wheels of the vehicle.

The intermediate transmission mechanism includes a first intermediate gear G11, a second intermediate gear G12, a third intermediate gear G13, and an intermediate shaft MS. The first intermediate gear G11 is drivingly coupled with the synchromesh mechanism SN to receive torque from the planetary gear mechanism, and the first intermediate gear G11 and the second intermediate gear G12 are always in mesh. The second intermediate gear G12 and the third intermediate gear G13 are both fixed to the countershaft MS. The third intermediate gear G13 is always in mesh with the differential input gear G14. In this way, the intermediate shaft MS and the second intermediate gear G12 and the third intermediate gear G13 fixed thereto can further change the intermediate gear ratio of the torque transmission path of the transmission after the planetary gear mechanism.

Two half shafts extend from the differential DM toward both sides. The housing of the differential DM is fixed with the differential input gear G14 described above, thereby receiving torque via the differential input gear G14 and transmitting it to both axle shafts.

Although the bridge drive system shown in fig. 1a can realize two-gear drive with different transmission ratios by using one planetary gear mechanism and a synchromesh mechanism SN, it may generate a power interruption phenomenon during gear shifting, thereby affecting the drivability of the vehicle.

FIG. 1b is a schematic diagram showing another two-speed bridge drive system topology. As shown in fig. 1b, the two-speed bridge drive system comprises an electric machine EM, a transmission, a differential DM and two half-shafts.

Specifically, the motor EM has an output shaft and a motor output gear G15 fixed to the output shaft.

Further, the transmission includes a hollow sun gear shaft S, a transmission input gear G16 fixed to the sun gear shaft S, two planetary gear mechanisms, and two clutches K1, K2.

The sun gear shaft S is parallel to and offset from the output shaft of the electric motor EM, and the transmission input gear G15 and the electric motor output gear G16 are always in mesh, so that the transmission can receive torque from the electric motor EM.

The first planetary gear mechanism includes a first sun gear SU1, a plurality of first planetary gears PG1, a first ring gear R1, and a carrier P attached to the plurality of first planetary gears PG1, which are engaged with each other. The first sun gear SU1 is fixed to the sun gear shaft S. The planetary carrier P is fixed with the differential case of the differential DM. The first ring gear R1 is connected to the transmission case via the first clutch K1, so that the first ring gear R1 can be fixed relative to the transmission case by engagement of the first clutch K1. Similarly, the second planetary gear mechanism includes a second sun gear SU2, a plurality of second planetary gears PG2, a second ring gear R2, and a carrier P mounted to the plurality of second planetary gears PG2, which are meshed with each other. A second sun gear SU2 is fixed to sun gear shaft S. The second planetary gear mechanism shares a carrier P with the first planetary gear mechanism. The second ring gear R2 is connected to the transmission case via the second clutch K2, so that the second ring gear R2 can be fixed relative to the transmission case by engagement of the second clutch K2.

Although the bridge drive system shown in fig. 1b is capable of two-gear drive with different transmission ratios via two planetary gear mechanisms and two clutches K1, K2, its structure is too complex for a bridge drive system that is capable of two-gear drive.

Disclosure of Invention

The present invention has been made in view of the above-mentioned drawbacks of the prior art. It is an object of the present invention to provide a new type of two-speed bridge drive system which is not complex and which avoids power interruption during gear shifting. Another object of the present invention is to provide a vehicle including the two-speed bridge drive system described above.

In order to achieve the above object, the present invention adopts the following technical solutions.

The invention provides a two-gear bridge driving system, which comprises:

a motor having a motor output shaft; and

a transmission including a dual clutch, a first input shaft, a second input shaft, and a planetary gear mechanism,

wherein the motor output shaft is selectively transmission-coupled with the first input shaft and the second input shaft via the dual clutch, the planetary gear mechanism includes one sun gear, a plurality of planetary gears, a carrier, and a ring gear, the sun gear is fixed to the first input shaft and constantly in engagement with the plurality of planetary gears, the plurality of planetary gears and the ring gear constantly in engagement with each other and mounted to the carrier, the carrier is fixed to the second input shaft and is used for transmitting torque to the outside of the planetary gear mechanism, and the ring gear is fixed to a housing of the transmission.

Preferably, the first input shaft, the second input shaft and the planetary gear mechanism are all arranged coaxially with the motor output shaft.

More preferably, the first input shaft is a solid shaft, the second input shaft is a hollow shaft, the first input shaft passes through the second input shaft and the carrier, and bearings for supporting the first input shaft are provided between the first input shaft and the second input shaft and between the first input shaft and the carrier.

More preferably, the dual clutch comprises a first clutch unit and a second clutch unit,

when the first clutch unit is engaged, the motor output shaft is in transmission connection with the first input shaft; when the first clutch unit is disengaged, the motor output shaft is drivingly decoupled from the first input shaft, and

when the second clutch unit is engaged, the output shaft of the motor is in transmission connection with the second input shaft; when the second clutch unit is separated, the output shaft of the motor is in transmission decoupling with the second input shaft.

More preferably, the two-gear bridge driving system further comprises a differential and two half shafts extending from the differential, and the planet carrier output gear of the planet carrier is in transmission coupling with the differential input gear of the differential.

More preferably, the planet carrier output gear and the differential input gear are always in a meshed state with each other, so that the planet carrier output gear and the differential input gear realize direct transmission coupling.

More preferably, the transmission further comprises at least one intermediate shaft and a plurality of intermediate gears fixed to the intermediate shaft, the carrier output gear being indirectly drivingly coupled to the differential input gear via the at least one intermediate shaft and the plurality of intermediate gears.

More preferably, the differential is a bevel gear differential.

More preferably, the housing of the two-speed bridge drive system includes a first housing portion, a second housing portion, and a third housing portion detachably connected to each other in the axial direction of the output shaft of the motor, a part of the second housing portion being used to constitute a housing of the motor, and another part of the second housing portion being used to constitute a housing of the transmission.

The invention further provides a vehicle comprising the two-gear bridge driving system in any one of the above technical solutions.

By adopting the technical scheme, the invention provides a novel two-gear electric bridge driving system and a vehicle comprising the same. Therefore, the two-gear bridge driving system is relatively simple in structure and can realize no power interruption phenomenon in the gear shifting process.

Drawings

FIG. 1a is a schematic diagram showing the topology of a two-speed bridge drive system; FIG. 1b is a schematic diagram showing another two-speed bridge drive system topology.

Fig. 2 is a schematic diagram showing the topology of a two-speed bridge drive system according to a first embodiment of the present invention.

Fig. 3 is a schematic diagram showing the topology of a two-speed bridge drive system according to a second embodiment of the present invention.

Description of the reference numerals

EM motor SN synchromesh mechanism DM differential mechanism

SU sun gear S sun gear PG planet gear P planet gear carrier R ring gear SU1 first sun gear SU2 second sun gear PG1 first planet gear PG2 second planet gear R1 first ring gear R2 second ring gear

K0 Dual Clutch K11 first Clutch Unit K12 second Clutch Unit K1 first Clutch K2 second Clutch

S0 Motor output shaft S1 first input shaft S2 second input shaft MS middle shaft

G1, G2, G3, G4, G11, G12, G13, G14, G15, G16 gears

H11 first housing part H12 second housing part H13 third housing part H14 baffle.

Detailed Description

Exemplary embodiments of the present invention are described below with reference to the accompanying drawings. It should be understood that the detailed description is intended only to teach one skilled in the art how to practice the invention, and is not intended to be exhaustive or to limit the scope of the invention.

In the present invention, "drive coupling" means that two members are connected to each other so as to be able to transmit a driving force/torque, and, unless otherwise specified, may mean that the two members are directly connected (direct drive coupling) or are coupled via a transmission mechanism such as a gear mechanism (indirect drive coupling) so as to be able to transmit a driving force/torque between the two members. In addition, when a gear is described as being "fixed" to a shaft, it is meant that the gear is capable of rotating with the shaft, and not that the gear is also fixed relative to the shaft in the axial direction of the shaft. In the present invention, unless otherwise specified, "axial direction" refers to the axial direction of the motor output shaft of the motor and the input shaft of the transmission, "one axial direction side" refers to the right side in fig. 2 and 3, and "the other axial direction side" refers to the left side in fig. 2 and 3.

The structure of a two-speed bridge drive system according to a first embodiment of the present invention will be described first with reference to the drawings attached to the specification.

(Structure of two-speed bridge drive System according to the first embodiment of the present invention)

Fig. 2 is a schematic diagram showing the topology of a two-speed bridge drive system according to a first embodiment of the present invention. As shown in fig. 2, the two-speed bridge drive system according to the first embodiment of the present invention includes an electric motor EM, a transmission, a differential DM, and two half shafts which are integrated together, wherein the electric motor EM, the transmission, and the differential DM are each mounted in a housing of the two-speed bridge drive system assembled by a plurality of housing portions H11, H12, H13.

Specifically, in the present embodiment, the motor EM has a motor output shaft S0 that extends toward one side in the axial direction to the transmission to be able to transmit the torque of the motor EM to the transmission.

Further, in the present embodiment, the transmission is located on one axial side of the electric motor EM and is a dual clutch transmission including a dual clutch K0 (having two clutch units K11 and K12 capable of operating independently of each other), a solid first input shaft S1, a hollow second input shaft S2, and a planetary gear mechanism.

The first input shaft S1, the second input shaft S2, and the planetary gear mechanism are all arranged coaxially with the motor output shaft S0. The first input shaft S1 passes through the second input shaft S2 and is located radially inward of the second input shaft S2, and the first input shaft S1 is rotatable independently of the second input shaft S2. The first input shaft S1 and the second input shaft S2 are connected to the motor output shaft S0 via the double clutch K0. Thus, when the first clutch unit K11 is engaged, the first input shaft S1 is drivingly coupled with the motor output shaft S0, and when the first clutch unit K11 is disengaged, the first input shaft S1 is drivingly coupled with the motor output shaft S0; when the second clutch unit K12 is engaged, the second input shaft S2 is drivingly coupled to the motor output shaft S0, and when the second clutch unit K12 is disengaged, the second input shaft S2 is drivingly coupled to the motor output shaft S0.

The planetary gear mechanism is located on one axial side of the double clutch K0 and includes a sun gear SU, a plurality of planetary gears PG, a ring gear R, and a carrier P. The sun gear SU is fixed to the first input shaft S1. The plurality of planet wheels PG are located on the radial outer side of the sun wheel SU and on the radial inner side of the gear ring R, and the plurality of planet wheels PG are always in a meshed state with the sun wheel SU and the gear ring R. A plurality of planets PG are mounted to a planet carrier P such that planet carrier P can rotate as the plurality of planets PG revolve around sun SU. The first input shaft S1 is located radially inward of the carrier P and extends through the carrier P. The ring gear R is fixed to a case (second case portion H12) of the transmission. In addition, the planetary gear mechanism further includes a carrier output gear G1 fixed to the carrier P, and the carrier output gear G1 is always in engagement with a differential input gear G2 described below, so that the two are directly transmission-coupled.

The dual clutch K0 may be a wet clutch and include a first clutch unit K11 and a second clutch unit K12, which may be operated independently of each other as described above. When the dual clutch K0 is operating normally, only one of the first clutch unit K11 and the second clutch unit K12 is engaged; when the double clutch K0 is shifted, the two clutch units K11, K12 can achieve torque-uninterrupted transfer in the transmission, i.e. power is uninterrupted in the transmission, so that the phenomenon of power interruption during shifting is avoided.

Further, in this embodiment, the differential DM is a bevel gear differential and is also integrated into the housing of the two-speed bridge drive system. The differential input gear G2 is fixed to the differential case and is always in engagement with the carrier output gear G1 as described above. Two half shafts extend from the differential DM toward the axial sides and are capable of transmitting torque to the wheels of the vehicle.

In this way, in the present embodiment, in the state where the double clutch K0 is in normal operation,

when the first clutch unit K11 is engaged, the transmission path of the torque from the electric machine EM is as follows: electric machine EM → electric machine output shaft S0 → first clutch unit K11 → first input shaft S1 → sun gear SU → planet wheel PG → carrier P → carrier output gear G1 → differential input gear G2 → differential DM;

when the second clutch unit K12 is engaged, the transmission path of the torque from the electric machine EM is as follows: electric machine EM → motor output shaft S0 → second clutch unit K12 → second input shaft S2 → carrier P → carrier output gear G1 → differential input gear G2 → differential DM.

Further, the housing of the two-speed bridge drive system according to the first embodiment of the present invention includes a first housing portion H11, a second housing portion H12, a third housing portion (end cap) H13, and a partition H14 mounted inside the second housing portion H12, which are detachably fixed to each other. The second housing portion H12 is a common portion of the housing for the motor and the housing for the transmission. The motor EM is housed in a space surrounded by the second case portion H12 and the third case portion H13. The transmission and the differential DM are each housed in a space surrounded by the second case portion H12 and the first case portion H11. A bulkhead H14 separates the dual clutch K0 from the planetary gear mechanism and the differential DM. In this way, the structure of the housing of the entire two-speed bridge drive system is simplified.

The structure of the two-speed bridge drive system according to the first embodiment of the present invention is explained above, and the structure of the two-speed bridge drive system according to the second embodiment of the present invention will be explained below with reference to the drawings of the specification.

(Structure of two-speed bridge drive System according to second embodiment of the present invention)

The basic structure of the two-speed bridge drive system according to the second embodiment of the present invention is substantially the same as that of the two-speed bridge drive system according to the first embodiment of the present invention, and only the differences therebetween will be described below.

In the present embodiment, as shown in fig. 3, the transmission of the two-speed bridge drive system further includes an intermediate shaft MS, and a first intermediate gear G3 and a second intermediate gear G4 fixed to the intermediate shaft MS. The first intermediate gear G3 and the carrier output gear G1 are always in an engaged state, and the second intermediate gear G4 and the differential input gear G2 are always in an engaged state. Thus, the gear ratio in the torque transmission path in the transmission can be further changed by the intermediate shaft MS and the first and second intermediate gears G3 and G4.

In this way, in the present embodiment, in the state where the double clutch K0 is in normal operation,

when the first clutch unit K11 is engaged, the transmission path of the torque from the electric machine EM is as follows: electric machine EM → motor output shaft S0 → first clutch unit K11 → first input shaft S1 → sun gear SU → planet wheel PG → carrier P → carrier output gear G1 → first idler gear G3 → intermediate shaft MS → second idler gear G4 → differential input gear G2 → differential DM;

when the second clutch unit K12 is engaged, the transmission path of the torque from the electric machine EM is as follows: electric motor EM → motor output shaft S0 → second clutch unit K12 → second input shaft S2 → carrier P → carrier output gear G1 → first idler gear G3 → intermediate shaft MS → second idler gear G4 → differential input gear G2 → differential DM.

In addition, the invention also provides a vehicle comprising the two-gear electric bridge driving system with the structure, the vehicle has the advantages realized by the two-gear electric bridge driving system, and the two-gear electric bridge driving system has compact structure and is beneficial to the structural layout of the vehicle.

Although the technical solutions of the present invention have been described in detail in the above embodiments, the following descriptions are also required.

i. Although not specifically described in the above embodiments, it should be understood that in each of the above embodiments, the electric motor EM can receive torque from the transmission (e.g., braking energy recovery) for charging the battery, in addition to outputting torque to the transmission for driving.

Although not specifically described in the above embodiment, it is to be understood that the motor output shaft S0 of the motor and the first input shaft S1, the second input shaft S2, the intermediate shaft MS, and the carrier P of the transmission are all supported by corresponding bearings. For example, since the first input shaft S1 passes through both the second input shaft S2 and the carrier P, bearings are provided between the first input shaft S1 and the second input shaft S2 and between the first input shaft S1 and the carrier P to support the first input shaft S1.

By adopting the technical scheme, the two-gear bridge driving system is relatively simple in structure and small in size. Moreover, the performance of the two-speed bridge drive system according to the invention is significantly better than that of the one-speed bridge drive system, enabling a larger transmission ratio to be provided in a compact configuration.