WO2024045547A1 - 双电机混合动力传动***及作业机械 - Google Patents

双电机混合动力传动***及作业机械 Download PDF

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Publication number
WO2024045547A1
WO2024045547A1 PCT/CN2023/081208 CN2023081208W WO2024045547A1 WO 2024045547 A1 WO2024045547 A1 WO 2024045547A1 CN 2023081208 W CN2023081208 W CN 2023081208W WO 2024045547 A1 WO2024045547 A1 WO 2024045547A1
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WO
WIPO (PCT)
Prior art keywords
gear pair
shaft
shifting mechanism
input shaft
gear
Prior art date
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PCT/CN2023/081208
Other languages
English (en)
French (fr)
Inventor
陈小江
田景笔
张子函
刘金强
李文祥
王顺
Original Assignee
湖南行必达网联科技有限公司
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Publication of WO2024045547A1 publication Critical patent/WO2024045547A1/zh

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Classifications

    • 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
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • 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
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • 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
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the present disclosure relates to the field of transmission technology, and in particular to a dual-motor hybrid transmission system and working machinery.
  • gasoline-electric hybrid technology With the development of gasoline-electric hybrid technology, the fields in which gasoline-electric hybrid technology can be applied are gradually increasing. Although the gasoline-electric hybrid technology applied to cars is relatively mature, the load of cars is light, and the gears used in the transmission system of cars are cannot be adapted to heavy-duty vehicles.
  • the hybrid transmission system used in commercial vehicles is mainly based on the P2 parallel hybrid architecture of a single motor.
  • the fuel-saving effect of the P2 hybrid system in urban conditions is significantly lower than that of a dual-motor hybrid system.
  • Motor power split and series-parallel hybrid system, and P2 hybrid has power interruption problem when shifting gears. Power interruption in heavy-duty vehicles will seriously affect the driving performance of the vehicle and the safety of hill climbing shifting. Therefore, in Under the background of gasoline-electric hybrid technology, developing a vehicle suitable for heavy-duty vehicles, and how to solve the power interruption during the shifting process and achieve a better fuel saving rate have become technical problems in this field.
  • the present disclosure provides a dual-motor hybrid transmission system and a working machine.
  • a dual-motor hybrid transmission system including: an engine, a first motor, a second motor, a first input shaft, a second input shaft, a third three input shafts, a first intermediate shaft, a second intermediate shaft, a gear assembly, a first shifting mechanism, a second shifting mechanism, a third shifting mechanism and a first output shaft;
  • the first input shaft is connected to the engine, the second input shaft is connected to the first motor, and the third input shaft is connected to the second motor;
  • the second input shaft, the third input shaft, the first intermediate shaft and the second intermediate shaft are respectively arranged parallel to the first input shaft;
  • the gear assemblies are respectively provided on the first input shaft, the second input shaft, the third input shaft, the first intermediate shaft, the second intermediate shaft and the first output shaft;
  • the first input shaft is selectively linked with the first shifting mechanism and the second shifting mechanism respectively, and is selectively linked with the third shifting mechanism through the first intermediate shaft and the second intermediate shaft;
  • the second input shaft and the third input shaft are respectively selectively linked with the first shifting mechanism, and are selectively linked with the second shifting mechanism and the third shifting mechanism through the first intermediate shaft and the second intermediate shaft;
  • the first output shaft is selectively linked with the first input shaft and/or the second input shaft and/or the third input shaft respectively through the first shift mechanism, the second shift mechanism and the third shift mechanism to achieve Switching between multiple gears;
  • first shifting mechanism and the second shifting mechanism are arranged on the first input shaft
  • the third shifting mechanism is provided on the first output shaft.
  • the invention further includes: a clutch, which is respectively connected to the power shaft and the first input shaft of the engine to achieve selectable linkage between the engine and the first input shaft.
  • At least two first intermediate shafts are evenly distributed around the circumference of the first input shaft
  • At least two second intermediate shafts are evenly distributed around the circumference of the first input shaft.
  • the gear assembly further includes: a first gear pair and a second gear pair;
  • the first gear pair is respectively sleeved on the outside of the first input shaft and the second input shaft to achieve linkage between the first input shaft and the second input shaft;
  • the second gear pair is respectively sleeved on the outside of the first input shaft and the third input shaft, and is provided corresponding to the first shifting mechanism to achieve switching between multiple gears.
  • the gear assembly further includes: a third gear pair and a fourth gear pair;
  • the third gear pair is connected to the first input shaft and the first intermediate shaft respectively, and is provided corresponding to the first shifting mechanism to achieve switching between multiple gears;
  • the fourth gear pair is respectively connected to the first output shaft and the first intermediate shaft, and is provided corresponding to the second shifting mechanism to realize switching between multiple gears.
  • the gear assembly further includes: a fifth gear pair, a sixth gear pair and a seventh gear pair;
  • the fifth gear pair is connected to the first input shaft and the second intermediate shaft respectively, and is arranged between the first shifting mechanism and the second shifting mechanism to achieve switching between multiple gears;
  • the sixth gear pair is connected to the first output shaft and the second intermediate shaft respectively, and is provided corresponding to the third shifting mechanism to realize switching between multiple gears;
  • the seventh gear pair is respectively connected to the first output shaft and the second intermediate shaft, and is provided corresponding to the third shifting mechanism to realize switching between multiple gears.
  • the first output shaft and the second countershaft realize multiple gear switching, including at least reverse gear, through a seventh gear pair and a third shifting mechanism.
  • the gear assembly further includes: an eighth gear pair, a ninth gear pair and a tenth gear pair;
  • the eighth gear pair is connected to the first input shaft and the first intermediate shaft respectively, and is provided corresponding to the first shifting mechanism to achieve switching between multiple gears;
  • the ninth gear pair is connected to the first output shaft and the first intermediate shaft respectively, and is provided corresponding to the second shifting mechanism to achieve switching between multiple gears;
  • the tenth gear pair is respectively connected to the first output shaft and the first intermediate shaft, and is provided corresponding to the third shifting mechanism to achieve switching between multiple gears.
  • it further includes: a fourth shifting mechanism, the fourth shifting mechanism is provided on the first output shaft;
  • the gear assembly also includes: an eleventh gear pair, a twelfth gear pair, a thirteenth gear pair and a fourteenth gear pair;
  • the eleventh gear pair is connected to the first input shaft and the second intermediate shaft respectively, and is disposed between the first shifting mechanism and the second shifting mechanism to achieve switching between multiple gears;
  • the twelfth gear pair is connected to the first output shaft and the second intermediate shaft respectively, and is provided corresponding to the third shifting mechanism to achieve switching between multiple gears;
  • the thirteenth gear pair is connected to the first output shaft and the second intermediate shaft respectively, and is provided corresponding to the fourth gear shifting mechanism to achieve switching between multiple gears;
  • the fourteenth gear pair is respectively connected to the first output shaft and the second intermediate shaft, and is provided corresponding to the fourth shifting mechanism to realize switching between multiple gears.
  • the first output shaft and the second intermediate shaft realize multiple gear switching, including at least reverse gear, through a fourteenth gear pair and a fourth shifting mechanism.
  • it further includes: a gearbox, a fifth shifting mechanism and a second output shaft;
  • the fifth shifting mechanism is arranged inside the gearbox
  • the input end of the gearbox is connected to the first output shaft, and the output end of the gearbox is connected to the second output shaft;
  • the gearbox doubles the number of gears output by the first output shaft.
  • the gear assembly further includes: a fifteenth gear pair, a sixteenth gear pair and a third intermediate shaft;
  • the fifteenth gear pair is connected to the first output shaft and the third intermediate shaft respectively, and is arranged between the fourth shifting mechanism and the fifth shifting mechanism;
  • the sixteenth gear pair is connected to the second output shaft and the third intermediate shaft respectively, and is configured corresponding to the fifth shift mechanism;
  • the gearbox doubles the number of gears output by the first output shaft through the fifteenth gear pair, the sixteenth gear pair and the third intermediate shaft.
  • Figure 1 is one of the schematic diagrams of the layout relationship of a dual-motor hybrid transmission system according to an embodiment of the present disclosure
  • Figure 2 is a second schematic diagram of the layout relationship of a dual-motor hybrid transmission system according to an embodiment of the present disclosure
  • Figure 3 is the third schematic diagram of the layout relationship of a dual-motor hybrid transmission system according to an embodiment of the present disclosure
  • FIG. 4 is the fourth schematic diagram of the layout relationship of a dual-motor hybrid transmission system according to an embodiment of the present disclosure.
  • this solution provides a dual-motor hybrid transmission system, including: an engine 1, a first motor 2, a second motor 3, and a first input shaft 10.
  • the second input shaft 20 the third input shaft 30, the first intermediate shaft 40, the second intermediate shaft 50, the gear assembly, the first shifting mechanism K1, the second shifting mechanism K2, the third shifting mechanism K3 and first output shaft 60;
  • the first input shaft 10 is connected to the engine 1, the second input shaft 20 is connected to the first motor 2, and the third input shaft 30 is connected to the second motor 3;
  • the second input shaft 20, the third input shaft 30, the first intermediate shaft 40 and the second intermediate shaft 50 are respectively arranged parallel to the first input shaft 10;
  • the gear assemblies are respectively provided on the first input shaft 10, the second input shaft 20, the third input shaft 30, the first intermediate shaft 40, the second intermediate shaft 50 and the first output shaft 60;
  • the first input shaft 10 is selectively linked with the first shifting mechanism K1 and the second shifting mechanism K2 respectively, and is selectively linked with the third shifting mechanism K3 through the first intermediate shaft 40 and the second intermediate shaft 50;
  • the second input shaft 20 and the third input shaft 30 are selectively linked with the first shift mechanism K1 respectively, and are connected with the second shift mechanism K2 and the third shift mechanism through the first intermediate shaft 40 and the second intermediate shaft 50 respectively.
  • the first output shaft 60 communicates with the first input shaft 10 and/or the second input shaft 20 and/or the third input shaft 30 respectively through the first shift mechanism K1, the second shift mechanism K2 and the third shift mechanism K3. Selectable linkage to achieve switching between multiple gears;
  • the first shifting mechanism K1 and the second shifting mechanism K2 are provided on the first input shaft 10;
  • the third shifting mechanism K3 is provided on the first output shaft 60 .
  • the power transmission system of the present disclosure by arranging the first intermediate shaft 40 and the second intermediate shaft 50 , can realize a variety of hybrid working conditions of three power sources.
  • the application of a transmission system with a simple structure improves the power transmission. The smoothness of the system reduces the cost of the power transmission system and reduces the frustration during driving.
  • a clutch 4 is also included.
  • the clutch 4 is respectively connected to the power shaft of the engine 1 and the first input shaft 10 to achieve selectable linkage between the engine 1 and the first input shaft 10 .
  • this embodiment provides an implementation of the clutch 4.
  • the clutch 4 By arranging the clutch 4, switching between the engine 1, the first motor 2 and the second motor 3 in various hybrid operating modes is realized.
  • the two sets of intermediate shaft mechanical gear mechanisms are selectively engaged or disconnected for independent driving, thereby establishing gear sharing driven by three power sources and achieving efficient driving across the entire vehicle speed range.
  • At least two first intermediate shafts 40 are evenly distributed around the circumference of the first input shaft 10;
  • At least two second intermediate shafts 50 are evenly distributed around the circumferential direction of the first input shaft 10 .
  • this embodiment provides an implementation of the first intermediate shaft 40 and the second intermediate shaft 50 by arranging a plurality of first intermediate shafts 40 and/or a plurality of second intermediate shafts 50 around the first input shaft. 10 evenly distributed circumferences improve the carrying capacity of the driving load and meet the needs of larger load application scenarios, making gear shifting without power interruption, high reliability, high safety, and high cost performance.
  • a dual-countershaft architecture of two first countershafts 40 and two second countershafts 50 is used to realize application scenarios with higher driving loads.
  • the gear assembly further includes: a first gear pair 70 and a second gear pair 71;
  • the first gear pair 70 is sleeved on the outside of the first input shaft 10 and the second input shaft 20 respectively to realize the linkage of the first input shaft 10 and the second input shaft 20;
  • the second gear pair 71 is sleeved on the outside of the first input shaft 10 and the third input shaft 30 respectively, and is provided corresponding to the first shifting mechanism K1 to achieve switching between multiple gears.
  • this embodiment provides a first gear pair 70 and a second gear pair 71
  • the first input shaft 10 and the second input shaft 20 can perform synchronous actions.
  • the gear assembly further includes: a third gear pair 72 and a fourth gear pair 73;
  • the third gear pair 72 is connected to the first input shaft 10 and the first intermediate shaft 40 respectively, and is provided corresponding to the first shifting mechanism K1 to achieve switching between multiple gears;
  • the fourth gear pair 73 is connected to the first output shaft 60 and the first intermediate shaft 40 respectively, and is provided corresponding to the second shifting mechanism K2 to realize switching between multiple gears.
  • this embodiment provides an implementation of a third gear pair 72 and a fourth gear pair 73.
  • the third gear pair 72 and the fourth gear pair 73 By arranging the third gear pair 72 and the fourth gear pair 73, the first output shaft 60 can be rotated in multiple positions. Switching between gears.
  • the gear assembly further includes: a fifth gear pair 74 , a sixth gear pair 75 , and a seventh gear pair 76 ;
  • the fifth gear pair 74 is connected to the first input shaft 10 and the second intermediate shaft 50 respectively, and is disposed between the first shift mechanism K1 and the second shift mechanism K2 to achieve switching between multiple gears;
  • the sixth gear pair 75 is connected to the first output shaft 60 and the second intermediate shaft 50 respectively, and is provided corresponding to the third shifting mechanism K3 to achieve switching between multiple gears;
  • the seventh gear pair 76 is connected to the first output shaft 60 and the second intermediate shaft 50 respectively, and is provided corresponding to the third shifting mechanism K3 to realize switching between multiple gears.
  • this embodiment provides an implementation of the fifth gear pair 74 , the sixth gear pair 75 and the seventh gear pair 76 , by arranging the fifth gear pair 74 , the sixth gear pair 75 and the seventh gear pair 76, realizing the switching of the first output shaft 60 between multiple gears.
  • the architecture is set up with only one first intermediate shaft 40 and one second intermediate shaft 50 , that is, a single intermediate shaft architecture, which is mainly used in applications where the driving load demand is not high. Scenarios, such as medium trucks, light trucks, etc., guarantee 5 forward gears At the same time as it has a reverse gear drive function, there is no power interruption when shifting gears, with high reliability, high safety and high cost performance.
  • the first output shaft 60 and the second intermediate shaft 50 realize multiple gear switching, including at least reverse gear, through the seventh gear pair 76 and the third shifting mechanism K3.
  • this embodiment provides an implementation in which the first output shaft 60 and the second intermediate shaft 50 realize reverse gear through the seventh gear pair 76 and the third shifting mechanism K3.
  • the reverse gear idler is set up to realize the structure of reverse gear switching.
  • the seventh gear pair 76 includes three gears, which are respectively disposed on the second intermediate shaft 50 and the first output shaft 60 , and are meshed through the reverse idler gear to achieve reverse gear.
  • the gear assembly further includes: an eighth gear pair 77 , a ninth gear pair 78 , and a tenth gear pair 79 ;
  • the eighth gear pair 77 is connected to the first input shaft 10 and the first intermediate shaft 40 respectively, and is provided corresponding to the first shifting mechanism K1 to achieve switching between multiple gears;
  • the ninth gear pair 78 is connected to the first output shaft 60 and the first intermediate shaft 40 respectively, and is provided corresponding to the second shifting mechanism K2 to achieve switching between multiple gears;
  • the tenth gear pair 79 is connected to the first output shaft 60 and the first intermediate shaft 40 respectively, and is provided corresponding to the third shifting mechanism K3 to realize switching between multiple gears.
  • this embodiment provides an implementation of the eighth gear pair 77 , the ninth gear pair 78 and the tenth gear pair 79 , by providing the eighth gear pair 77 , the ninth gear pair 78 and the tenth gear pair 79, so that the second input shaft 20 can realize switching of multiple gears through the first intermediate shaft 40.
  • it also includes: a fourth shifting mechanism K4, a fourth The shifting mechanism K4 is provided on the first output shaft 60;
  • the gear assembly also includes: an eleventh gear pair 80, a twelfth gear pair 81, a thirteenth gear pair 82 and a fourteenth gear pair 83;
  • the eleventh gear pair 80 is connected to the first input shaft 10 and the second intermediate shaft 50 respectively, and is disposed between the first shift mechanism K1 and the second shift mechanism K2 to achieve switching between multiple gears;
  • the twelfth gear pair 81 is connected to the first output shaft 60 and the second intermediate shaft 50 respectively, and is provided corresponding to the third shifting mechanism K3 to achieve switching between multiple gears;
  • the thirteenth gear pair 82 is connected to the first output shaft 60 and the second intermediate shaft 50 respectively, and is provided corresponding to the fourth shifting mechanism K4 to achieve switching between multiple gears;
  • the fourteenth gear pair 83 is connected to the first output shaft 60 and the second intermediate shaft 50 respectively, and is provided corresponding to the fourth shifting mechanism K4 to realize switching between multiple gears.
  • this embodiment provides an implementation of the eleventh gear pair 80, the twelfth gear pair 81, the thirteenth gear pair 82, and the fourteenth gear pair 83.
  • the eleventh gear pair 80, The twelfth gear pair 81 , the thirteenth gear pair 82 and the fourteenth gear pair 83 realize the switching of the first output shaft 60 between multiple gears.
  • FIG. 2 an arrangement of two first intermediate shafts 40 and two second intermediate shafts 50 is adopted, so that the overall conventional system architecture can be adapted to a medium-load center drive commercial vehicle.
  • the first output shaft 60 and the second intermediate shaft 50 realize multiple gear switching, including at least reverse gear, through the fourteenth gear pair 83 and the fourth shifting mechanism K4.
  • this embodiment provides an implementation in which the first output shaft 60 and the second intermediate shaft 50 realize reverse gear through the fourteenth gear pair 83 and the fourth shifting mechanism K4.
  • 83 is equipped with a reverse gear idler to realize the structure of reverse gear switching.
  • the fourteenth gear pair 83 includes three gears, which are respectively arranged on the second The intermediate shaft 50 and the first output shaft 60 are engaged through the reverse gear idler gear, thereby realizing the reverse gear.
  • it also includes: a gearbox 200, a fifth shifting mechanism K5 and a second output shaft 210;
  • the fifth shifting mechanism K5 is provided inside the gearbox 200;
  • the input end of the gearbox 200 is connected to the first output shaft 60, and the output end of the gearbox 200 is connected to the second output shaft 210;
  • the gearbox 200 doubles the number of gears output by the first output shaft 60 .
  • this embodiment provides an implementation of the gearbox 200, the fifth shifting mechanism K5 and the second output shaft 210.
  • the gearbox 200 By arranging the gearbox 200, the number of gears is increased, that is, in Figure 2 Based on the transmission architecture, through the setting of the gearbox 200, the output gears are doubled.
  • the gear assembly further includes: a fifteenth gear pair 84, a sixteenth gear pair 85, and a third countershaft 220;
  • the fifteenth gear pair 84 is connected to the first output shaft 60 and the third intermediate shaft 220 respectively, and is disposed between the fourth shifting mechanism K4 and the fifth shifting mechanism K5;
  • the sixteenth gear pair 85 is connected to the second output shaft 210 and the third intermediate shaft 220 respectively, and is provided corresponding to the fifth shift mechanism K5;
  • the gearbox 200 doubles the number of gears output by the first output shaft 60 through the fifteenth gear pair 84, the sixteenth gear pair 85 and the third intermediate shaft 220.
  • this embodiment provides an implementation of the fifteenth gear pair 84 , the sixteenth gear pair 85 and the third intermediate shaft 220 , through the fifteenth gear pair 84 , the sixteenth gear pair 85 and the third intermediate shaft 220 .
  • the arrangement of the three intermediate shafts 220 architecture realizes the switching of multiple gears between the first output shaft 60 and the third intermediate shaft 220, as well as the second output shaft 210 and the third intermediate shaft 220.
  • doubling the gears of the first output shaft 60 that is, the number of gears output on one side of the second output shaft 210 is twice that of the gears on one side of the first output shaft 60 .
  • the engine 1, the first motor 2 and the second motor 3 share the same 10 forward gears and 2 reverse gear transmission paths, except that the power of the two motors is input through the first-stage offset gear Linkage.
  • the fifth shift mechanism K5 of the gearbox 200 keeps the sixteenth gear pair 85 of the gearbox 200 connected to the second output shaft 210; in the 6th to 10th gears, the fifth gearshift mechanism K5 of the gearbox 200 The mechanism K5 keeps the first output shaft 60 and the second output shaft 210 directly connected, and the power of the first output shaft 60 is directly output.
  • the transmission path of the first gear G1 is: first input shaft 10 ⁇ eleventh gear pair 80 ⁇ second intermediate shaft 50 ⁇ thirteenth gear pair 82 ⁇ fourth Shift mechanism K4 ⁇ first output shaft 60 ⁇ fifteenth gear pair 84 ⁇ third intermediate shaft 220 ⁇ sixteenth gear pair 85 ⁇ fifth shift mechanism K5 ⁇ second output shaft 210.
  • the transmission path of the second gear G2 is: first input shaft 10 ⁇ first shifting mechanism K1 ⁇ eighth gear pair 77 ⁇ first intermediate shaft 40 ⁇ tenth gear pair 79 ⁇ third shifting mechanism K3 ⁇ first
  • the output shaft 60 ⁇ the fifteenth gear pair 84 ⁇ the third intermediate shaft 220 ⁇ the sixteenth gear pair 85 ⁇ the fifth shifting mechanism K5 ⁇ the second output shaft 210.
  • the transmission path of the third gear G3 is: first input shaft 10 ⁇ eleventh gear pair 80 ⁇ second intermediate shaft 50 ⁇ twelfth gear pair 81 ⁇ third shifting mechanism K3 ⁇ first output shaft 60 ⁇ first The fifteenth gear pair 84 ⁇ the third intermediate shaft 220 ⁇ the sixteenth gear pair 85 ⁇ the fifth shifting mechanism K5 ⁇ the second output shaft 210.
  • the transmission path of the fourth gear G4 is: first input shaft 10 ⁇ first shifting mechanism K1 ⁇ eighth gear pair 77 ⁇ first intermediate shaft 40 ⁇ ninth gear pair 78 ⁇ second shifting mechanism K2 ⁇ first
  • the output shaft 60 ⁇ the fifteenth gear pair 84 ⁇ the third intermediate shaft 220 ⁇ the sixteenth gear pair 85 ⁇ the fifth shifting mechanism K5 ⁇ the second output shaft 210.
  • the transmission path of the fifth gear G5 is: first input shaft 10 ⁇ second shift mechanism K2 ⁇ first output shaft 60 ⁇ fifteenth gear pair 84 ⁇ third intermediate shaft 220 ⁇ sixteenth gear pair 85 ⁇ Fifth shifting mechanism K5 ⁇ Second output shaft 210.
  • the transmission path of the sixth gear G6 is: first input shaft 10 ⁇ eleventh gear pair 80 ⁇ second intermediate shaft 50 ⁇ thirteenth gear pair 82 ⁇ fourth shift mechanism K4 ⁇ first output shaft 60 ⁇ third Fifth gear shifting mechanism K5 ⁇ second output shaft 210.
  • the transmission path of the seventh gear G7 is: first input shaft 10 ⁇ first shift mechanism K1 ⁇ eighth gear pair 77 ⁇ first intermediate shaft 40 ⁇ tenth gear pair 79 ⁇ third shift mechanism K3 ⁇ first
  • the transmission path of the eighth gear G8 is: first input shaft 10 ⁇ eleventh gear pair 80 ⁇ second intermediate shaft 50 ⁇ twelfth gear pair 81 ⁇ third shift mechanism K3 ⁇ first output shaft 60 ⁇ first Fifth gear shifting mechanism K5 ⁇ second output shaft 210.
  • the transmission path of the ninth gear G9 is: first input shaft 10 ⁇ first shift mechanism K1 ⁇ eighth gear pair 77 ⁇ first intermediate shaft 40 ⁇ ninth gear pair 78 ⁇ second shift mechanism K2 ⁇ first The output shaft 60 ⁇ the fifth shifting mechanism K5 ⁇ the second output shaft 210 .
  • the transmission path of the tenth gear G10 is: first input shaft 10 ⁇ second shifting mechanism K2 ⁇ first output shaft 60 ⁇ fifth shifting mechanism K5 ⁇ second output shaft 210.
  • the transmission path of the reverse gear GR1 is: first input shaft 10 ⁇ eleventh gear pair 80 ⁇ second intermediate shaft 50 ⁇ fourteenth gear pair 83 ⁇ fourth shift mechanism K4 ⁇ first output shaft 60 ⁇ tenth
  • the transmission path of the reverse gear GR2 is: first input shaft 10 ⁇ eleventh gear pair 80 ⁇ second intermediate shaft 50 ⁇ fourteenth gear pair 83 ⁇ fourth shift mechanism K4 ⁇ first output shaft 60 ⁇ fifth Shift mechanism K5 ⁇ second output shaft 210.
  • the clutch 4 is closed, the engine 1 and the first motor 2 are driven in parallel in the above-mentioned 10 forward gears and 2 reverse gears, and the second motor 3 can share all gears in parallel linkage.
  • the engine 1 and the first motor 2 are connected in parallel in the first gear G1, the third gear G3, the fifth gear G5, the sixth gear G6, the eighth gear G8, the tenth gear G10 and two
  • the second motor 3 can be disengaged and stopped, thereby realizing the efficient direct drive function of the engine 1 under cruising conditions.
  • the second motor 3 can be driven in the second gear G2, the fourth gear G4, the seventh gear G7 and the ninth gear G9, and can provide power compensation for the engine 1 and the first motor 2 when shifting gears.
  • the clutch 4 is opened, the engine 1 is stopped, and the first motor 2 and the second motor 3 can be jointly driven purely electrically in 10 gears. It can be driven both forward and reverse.
  • the series hybrid function has a high fuel saving rate under low-load urban conditions, when the vehicle starts and stops frequently, and when the on-board power battery is insufficient.
  • the clutch 4 is closed, the engine 1 and the first motor 2 are out of gear and linked.
  • the first motor 2 works in the speed mode to provide negative torque, converting the mechanical input power of the engine 1 into electrical energy, which not only generates electricity in series, but also affects the power battery. Charging, or part of the electric energy is directly provided to the controller of the second motor 3 to directly drive the wheels.
  • the second motor 3 can maintain pure electric driving in the second gear G2, the fourth gear G4, the seventh gear G7 and the ninth gear G9.
  • the engine 1 has a reverse gear drive function.
  • the engine 1 can provide continuous reverse gear drive in the two reverse gears GR1 and GR2, especially in the second reverse gear position.
  • engine 1 can independently and continuously provide powerful reverse drive wheel torque.
  • the dual motors can assist and superimpose to provide transient reverse drive, which further enhances the vehicle's ability to escape from reverse gear.
  • the engine 1 is controlled to shift smoothly.
  • the engine 1 needs to shift.
  • the engine 1 and the first motor 2 keep driving, and the second motor 3 keeps or shifts into its independent driving gear: 2 gear, 4th gear, 7th gear or 9th gear.
  • the engine 1 and the first motor 2 begin to unload, and the second motor 3 loads the drive.
  • the clutch 4 is opened, and the first motor 2 is unloaded at the same time to control the corresponding shifting mechanism.
  • the mechanical reliability of the shifting mechanism is improved, the difficulty of shifting control of the shifting sleeve is greatly reduced, and the shifting quality far exceeds the P2 hybrid architecture.
  • the P23 hybrid can greatly improve the problem of shifting gears slipping and improve the safety of the entire vehicle.
  • AMT is an electronically controlled mechanical automatic transmission, spelled out as Automated Mechanical Transmission.
  • the present solution provides a working machine having the above-mentioned dual-motor hybrid transmission system.
  • the work machine is a vehicle.
  • the work machine is a heavy-duty vehicle.
  • the work machine is a medium-duty vehicle.
  • the work machine is a lightly loaded vehicle.
  • connection should be understood in a broad sense.
  • it can be a fixed connection or a detachable connection. Or integrated connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium.
  • connection should be understood in a broad sense.
  • it can be a fixed connection or a detachable connection. Or integrated connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium.
  • connection can be a fixed connection or a detachable connection. Or integrated connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium.

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  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
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  • Mechanical Engineering (AREA)
  • Structure Of Transmissions (AREA)

Abstract

一种双电机混合动力传动***及作业机械，该***包括：第一输入轴（10）、第二输入轴（20）、第三输入轴（30）、第一中间轴（40）、第二中间轴（50）、第一换挡机构（K1）、第二换挡机构（K2）、第三换挡机构（K3）和第一输出轴（60）；第一输入轴（10）分别与第一换挡机构（K1）和第二换挡机构（K2）可选择的联动，且通过第一中间轴（40）和第二中间轴（50）与第三换挡机构（K3）可选择的联动，第二输入轴（20）和第三输入轴（30）分别与第一换挡机构（K1）可选择的联动，且通过第一中间轴（40）和第二中间轴（50）分别与第二换挡机构（K2）和第三换挡机构（K3）可选择的联动；第一输出轴（60）通过第一换挡机构（K1）、第二换挡机构（K2）和第三换挡机构（K3），分别与第一输入轴（10）和/或第二输入轴（20）和/或第三输入轴（30）可选择的联动，以实现在多个挡位间的切换。

Description

双电机混合动力传动***及作业机械
相关申请的交叉引用
本公开要求于2022年9月2日在中国知识产权局提交的申请号为No.202211074183.2，标题为“双电机混合动力传动***及作业机械”的中国专利申请的优先权，通过引用将该中国专利申请公开的全部内容并入本文。
技术领域
本公开涉及传动技术领域，尤其涉及一种双电机混合动力传动***及作业机械。
背景技术
随着油电混动技术的发展，油电混动技术所能应用的领域逐渐增加，虽然应用于轿车的油电混动技术较为成熟，但轿车的载荷轻，应用于轿车的传动***的挡位无法适应于重载车辆中，特别是，应用于商用车的混合动力传动***以单电机的P2并联混动架构为主，P2混动***在城市工况下的节油效果明显低于双电机功率分流及串并混联***，并且在换挡时P2混动存在动力中断问题，在重载车辆中出现动力中断会严重影响车辆的行驶性能以及爬坡换挡的安全性，因此，在油电混动技术的大背景下，开发一种适用于重载车辆，同时如何解决换挡过程中动力中断及更优的节油率成为了本领域中的技术难题。
发明内容
本公开提供了一种双电机混合动力传动***以及作业机械。
根据本公开的第一方面，提供了一种双电机混合动力传动***，包括：发动机、第一电机、第二电机、第一输入轴、第二输入轴、第 三输入轴、第一中间轴、第二中间轴、齿轮组件、第一换挡机构、第二换挡机构、第三换挡机构和第一输出轴；
第一输入轴与发动机连接，第二输入轴与第一电机连接，第三输入轴与第二电机连接；
第二输入轴、第三输入轴、第一中间轴和第二中间轴分别与第一输入轴平行设置；
齿轮组件分别设置于第一输入轴、第二输入轴、第三输入轴、第一中间轴、第二中间轴和第一输出轴；
第一输入轴分别与第一换挡机构和第二换挡机构可选择的联动，且通过第一中间轴和第二中间轴与第三换挡机构可选择的联动；
第二输入轴和第三输入轴分别与第一换挡机构可选择的联动，且通过第一中间轴和第二中间轴分别与第二换挡机构和第三换挡机构可选择的联动；
第一输出轴通过第一换挡机构、第二换挡机构和第三换挡机构，分别与第一输入轴和/或第二输入轴和/或第三输入轴可选择的联动，以实现在多个挡位间的切换；
其中，第一换挡机构和第二换挡机构设置于第一输入轴；
第三换挡机构设置于第一输出轴。
根据本公开的一种实施方式，还包括：离合器，离合器分别与发动机的动力轴和第一输入轴连接，以实现发动机和第一输入轴之间可选择的联动。
根据本公开的一种实施方式，至少两个第一中间轴绕第一输入轴的周向均布设置；
和/或，至少两个第二中间轴绕第一输入轴的周向均布设置。
根据本公开的一种实施方式，齿轮组件还包括：第一齿轮副和第二齿轮副；
第一齿轮副分别套设于第一输入轴和第二输入轴的外部，以实现第一输入轴和第二输入轴的联动；
第二齿轮副分别套设于第一输入轴和第三输入轴的外部，且对应第一换挡机构设置，以实现多个挡位间的切换。
根据本公开的一种实施方式，齿轮组件还包括：第三齿轮副和第四齿轮副；
第三齿轮副分别与第一输入轴和第一中间轴连接，且对应第一换挡机构设置，以实现多个挡位间的切换；
第四齿轮副分别与第一输出轴和第一中间轴连接，且对应第二换挡机构设置，以实现多个挡位间的切换。
根据本公开的一种实施方式，齿轮组件还包括：第五齿轮副、第六齿轮副和第七齿轮副；
第五齿轮副分别与第一输入轴和第二中间轴连接，且设置于第一换挡机构和第二换挡机构之间，以实现多个挡位间的切换；
第六齿轮副分别与第一输出轴和第二中间轴连接，且对应第三换挡机构设置，以实现多个挡位间的切换；
第七齿轮副分别与第一输出轴和第二中间轴连接，且对应第三换挡机构设置，以实现多个挡位间的切换。
根据本公开的一种实施方式，第一输出轴和第二中间轴通过第七齿轮副和第三换挡机构实现多个挡位切换中，至少包括倒挡。
根据本公开的一种实施方式，齿轮组件还包括：第八齿轮副、第九齿轮副和第十齿轮副；
第八齿轮副分别与第一输入轴和第一中间轴连接，且对应第一换挡机构设置，以实现多个挡位间的切换；
第九齿轮副分别与第一输出轴和第一中间轴连接，且对应第二换挡机构设置，以实现多个挡位间的切换；
第十齿轮副分别与第一输出轴和第一中间轴连接，且对应第三换挡机构设置，以实现多个挡位间的切换。
根据本公开的一种实施方式，还包括：第四换挡机构，第四换挡机构设置于第一输出轴；
齿轮组件还包括：第十一齿轮副、第十二齿轮副、第十三齿轮副和第十四齿轮副；
第十一齿轮副分别与第一输入轴和第二中间轴连接，且设置于第一换挡机构和第二换挡机构之间，以实现多个挡位间的切换；
第十二齿轮副分别与第一输出轴和第二中间轴连接，且对应第三换挡机构设置，以实现多个挡位间的切换；
第十三齿轮副分别与第一输出轴和第二中间轴连接，且对应第四换挡机构设置，以实现多个挡位间的切换；
第十四齿轮副分别与第一输出轴和第二中间轴连接，且对应第四换挡机构设置，以实现多个挡位间的切换。
根据本公开的一种实施方式，第一输出轴和第二中间轴通过第十四齿轮副和第四换挡机构实现多个挡位切换中，至少包括倒挡。
根据本公开的一种实施方式，还包括：变速箱、第五换挡机构和第二输出轴；
第五换挡机构设置于变速箱的内部；
变速箱的输入端与第一输出轴对接，变速箱的输出端与第二输出轴对接；
其中，变速箱将第一输出轴输出的挡位数量翻倍。
根据本公开的一种实施方式，齿轮组件还包括：第十五齿轮副、第十六齿轮副和第三中间轴；
第十五齿轮副分别与第一输出轴和第三中间轴连接，且设置于第四换挡机构和第五换挡机构之间；
第十六齿轮副分别与第二输出轴和第三中间轴连接，且对应第五换挡机构设置；
其中，变速箱通过第十五齿轮副、第十六齿轮副和第三中间轴，实现将第一输出轴输出的挡位数量翻倍。
根据本公开的第二方面，提供了一种作业机械，具有上述的双电机混合动力传动***。
附图说明
为了更清楚地说明本公开的技术方案，下面将对实施例描述中所需要使用的附图作以简单地介绍，显而易见地，下面描述中的附图是本公开的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1是根据本公开实施例的双电机混合动力传动***的布置关系示意图之一；
图2是根据本公开实施例的双电机混合动力传动***的布置关系示意图之二；
图3是根据本公开实施例的双电机混合动力传动***的布置关系示意图之三；
图4是根据本公开实施例的双电机混合动力传动***的布置关系示意图之四。
附图标记：
1、发动机；2、第一电机；3、第二电机；4、离合器；
10、第一输入轴；20、第二输入轴；30、第三输入轴；40、第一
中间轴；50、第二中间轴；60、第一输出轴；
70、第一齿轮副；71、第二齿轮副；72、第三齿轮副；73、第四
齿轮副；74、第五齿轮副；75、第六齿轮副；76、第七齿轮副；77、 第八齿轮副；78、第九齿轮副；79、第十齿轮副；80、第十一齿轮副；81、第十二齿轮副；82、第十三齿轮副；83、第十四齿轮副；84、第十五齿轮副；85、第十六齿轮副；
200、变速箱；210、第二输出轴；220、第三中间轴；
K1、第一换挡机构；K2、第二换挡机构；K3、第三换挡机构；
K4、第四换挡机构；K5、第五换挡机构。
具体实施方式
为使本公开实施例的目的、技术方案和优点更加清楚，下面将结合本公开实施例中的附图，对本公开实施例中的技术方案进行清楚地描述，显然，所描述的实施例是本公开的一部分实施例，而不是全部的实施例。基于本公开中的实施例，本领域普通技术人员在没有做出创造性劳动的前提下所获得的所有其他实施例，都属于本公开保护的范围。
在本公开实施例的描述中，需要说明的是，术语“中心”、“纵向”、“横向”、“上”、“下”、“前”、“后”、“左”、“右”、“竖直”、“水平”、“顶”、“底”、“内”、“外”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本公开实施例和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本公开实施例的限制。此外，术语“第一”、“第二”、“第三”仅用于描述目的，而不能理解为指示或暗示相对重要性。
在本公开的一些具体实施方案中，如图1至图4所示，本方案提供一种双电机混合动力传动***，包括：发动机1、第一电机2、第二电机3、第一输入轴10、第二输入轴20、第三输入轴30、第一中间轴40、第二中间轴50、齿轮组件、第一换挡机构K1、第二换挡机构K2、第三换挡机构K3和第一输出轴60；
第一输入轴10与发动机1连接，第二输入轴20与第一电机2连接，第三输入轴30与第二电机3连接；
第二输入轴20、第三输入轴30、第一中间轴40和第二中间轴50分别与第一输入轴10平行设置；
齿轮组件分别设置于第一输入轴10、第二输入轴20、第三输入轴30、第一中间轴40、第二中间轴50和第一输出轴60；
第一输入轴10分别与第一换挡机构K1和第二换挡机构K2可选择的联动，且通过第一中间轴40和第二中间轴50与第三换挡机构K3可选择的联动；
第二输入轴20和第三输入轴30分别与第一换挡机构K1可选择的联动，且通过第一中间轴40和第二中间轴50分别与第二换挡机构K2和第三换挡机构K3可选择的联动；
第一输出轴60通过第一换挡机构K1、第二换挡机构K2和第三换挡机构K3，分别与第一输入轴10和/或第二输入轴20和/或第三输入轴30可选择的联动，以实现在多个挡位间的切换；
其中，第一换挡机构K1和第二换挡机构K2设置于第一输入轴10；
第三换挡机构K3设置于第一输出轴60。
需要说明的是，本公开的动力传动***，通过设置第一中间轴40与第二中间轴50，可以实现三个动力源的混联混动多种不同工况，动力传动***中构建有多个动力传动路径，在动力传动***换挡的过程中，利用多个动力传动路径之间的切换，实现了动力传动***在换挡时的动力不中断，应用结构简单的传动***提高了动力传动***的流畅性，降低了动力传动***的成本，减少行车过程中的顿挫感。
在本公开一些替代实施例中，还包括：离合器4，离合器4分别与发动机1的动力轴和第一输入轴10连接，以实现发动机1和第一输入轴10之间可选择的联动。
具体来说，本实施例提供了一种离合器4的实施方式，通过设置离合器4，实现了发动机1、第一电机2和第二电机3之间的混动多种工况的切换，实现了选择性地将两套中间轴机械轴齿机构接合联动或断开独立驱动，从而建立三个动力源驱动的挡位共享，实现全车速范围的高效驱动。
需要说明的是，由于发动机1、第一电机2和第二电机3具备各自独立的驱动路径，换挡期间保持一个动力路径当前挡位驱动，另外一个卸载换挡，从而实现完全无动力中断的换挡控制，提升驾驶平顺性。
在本公开一些替代实施例中，至少两个第一中间轴40绕第一输入轴10的周向均布设置；
和/或，至少两个第二中间轴50绕第一输入轴10的周向均布设置。
具体来说，本实施例提供了一种第一中间轴40和第二中间轴50的实施方式，通过将多个第一中间轴40和/或多个第二中间轴50绕第一输入轴10周向均布设置，提升了驱动载荷的承载力，满足了较大载荷应用场景的需求，使得换挡无动力中断，高可靠性、高安全性、高性价比。
在替代实施方式中，如图3和图4所示，采用了两个第一中间轴40和两个第二中间轴50的双中间轴架构，实现了驱动载荷较高的应用场景。
在本公开一些替代实施例中，齿轮组件还包括：第一齿轮副70和第二齿轮副71；
第一齿轮副70分别套设于第一输入轴10和第二输入轴20的外部，以实现第一输入轴10和第二输入轴20的联动；
第二齿轮副71分别套设于第一输入轴10和第三输入轴30的外部，且对应第一换挡机构K1设置，以实现多个挡位间的切换。
具体来说，本实施例提供了一种第一齿轮副70和第二齿轮副71 的实施方式，通过设置第一齿轮副70和第二齿轮副71，使得第一输入轴10和第二输入轴20之间能够进行同步动作。
在本公开一些替代实施例中，齿轮组件还包括：第三齿轮副72和第四齿轮副73；
第三齿轮副72分别与第一输入轴10和第一中间轴40连接，且对应第一换挡机构K1设置，以实现多个挡位间的切换；
第四齿轮副73分别与第一输出轴60和第一中间轴40连接，且对应第二换挡机构K2设置，以实现多个挡位间的切换。
具体来说，本实施例提供了一种第三齿轮副72和第四齿轮副73的实施方式，通过设置第三齿轮副72和第四齿轮副73，实现了第一输出轴60在多个挡位间的切换。
在本公开一些替代实施例中，齿轮组件还包括：第五齿轮副74、第六齿轮副75和第七齿轮副76；
第五齿轮副74分别与第一输入轴10和第二中间轴50连接，且设置于第一换挡机构K1和第二换挡机构K2之间，以实现多个挡位间的切换；
第六齿轮副75分别与第一输出轴60和第二中间轴50连接，且对应第三换挡机构K3设置，以实现多个挡位间的切换；
第七齿轮副76分别与第一输出轴60和第二中间轴50连接，且对应第三换挡机构K3设置，以实现多个挡位间的切换。
具体来说，本实施例提供了一种第五齿轮副74、第六齿轮副75和第七齿轮副76的实施方式，通过设置第五齿轮副74、第六齿轮副75和第七齿轮副76，实现了第一输出轴60在多个挡位间的切换。
在替代实施方式中，如图2所示，对架构进行了设置，只设置了一个第一中间轴40和一个第二中间轴50，即单中间轴架构，主要应用在驱动载荷需求不高的场景，例如中卡、轻卡等，保证了5个前进挡 和1个倒挡驱动功能的同时，换挡无动力中断，高可靠性、高安全性、高性价比。
在本公开一些替代实施例中，第一输出轴60和第二中间轴50通过第七齿轮副76和第三换挡机构K3实现多个挡位切换中，至少包括倒挡。
具体来说，本实施例提供了一种第一输出轴60和第二中间轴50通过第七齿轮副76和第三换挡机构K3实现倒挡的实施方式，通过在第七齿轮副76中设置倒挡惰轮，实现了架构进行倒挡的切换。
需要说明的是，为了节约篇幅，本公开没有对第七齿轮副76的具体结构进行描述，在实际应用中，第七齿轮副76可参考图2和本领域相关设置，如图1所示，第七齿轮副76包括了三个齿轮，分别设置于第二中间轴50和第一输出轴60上，并通过倒挡惰轮实现啮合，进而实现倒挡。
在本公开一些替代实施例中，齿轮组件还包括：第八齿轮副77、第九齿轮副78和第十齿轮副79；
第八齿轮副77分别与第一输入轴10和第一中间轴40连接，且对应第一换挡机构K1设置，以实现多个挡位间的切换；
第九齿轮副78分别与第一输出轴60和第一中间轴40连接，且对应第二换挡机构K2设置，以实现多个挡位间的切换；
第十齿轮副79分别与第一输出轴60和第一中间轴40连接，且对应第三换挡机构K3设置，以实现多个挡位间的切换。
具体来说，本实施例提供了一种第八齿轮副77、第九齿轮副78和第十齿轮副79的实施方式，通过设置第八齿轮副77、第九齿轮副78和第十齿轮副79，使得第二输入轴20能够通过第一中间轴40上实现了多个挡位的切换。
在本公开一些替代实施例中，还包括：第四换挡机构K4，第四 换挡机构K4设置于第一输出轴60；
齿轮组件还包括：第十一齿轮副80、第十二齿轮副81、第十三齿轮副82和第十四齿轮副83；
第十一齿轮副80分别与第一输入轴10和第二中间轴50连接，且设置于第一换挡机构K1和第二换挡机构K2之间，以实现多个挡位间的切换；
第十二齿轮副81分别与第一输出轴60和第二中间轴50连接，且对应第三换挡机构K3设置，以实现多个挡位间的切换；
第十三齿轮副82分别与第一输出轴60和第二中间轴50连接，且对应第四换挡机构K4设置，以实现多个挡位间的切换；
第十四齿轮副83分别与第一输出轴60和第二中间轴50连接，且对应第四换挡机构K4设置，以实现多个挡位间的切换。
具体来说，本实施例提供了一种第十一齿轮副80、第十二齿轮副81、第十三齿轮副82和第十四齿轮副83的实施方式，通过第十一齿轮副80、第十二齿轮副81、第十三齿轮副82和第十四齿轮副83，实现第一输出轴60在多个挡位间的切换。
在替代实施方式中，如图2所示，采用了两个第一中间轴40和两个第二中间轴50的设置，使得整体传统***架构能适用于中等载荷的中央驱动商务车。
在本公开一些替代实施例中，第一输出轴60和第二中间轴50通过第十四齿轮副83和第四换挡机构K4实现多个挡位切换中，至少包括倒挡。
具体来说，本实施例提供了一种第一输出轴60和第二中间轴50通过第十四齿轮副83和第四换挡机构K4实现倒挡的实施方式，通过在第十四齿轮副83中设置倒挡惰轮，实现了架构进行倒挡的切换。
需要说明的是，为了节约篇幅，本公开没有对第十四齿轮副83 的具体结构进行描述，在实际应用中，第十四齿轮副83可参考图2和本领域相关设置，如图1所示，第十四齿轮副83包括了三个齿轮，分别设置于第二中间轴50和第一输出轴60上，并通过倒挡惰轮实现啮合，进而实现倒挡。
在本公开一些替代实施例中，还包括：变速箱200、第五换挡机构K5和第二输出轴210；
第五换挡机构K5设置于变速箱200的内部；
变速箱200的输入端与第一输出轴60对接，变速箱200的输出端与第二输出轴210对接；
其中，变速箱200将第一输出轴60输出的挡位数量翻倍。
具体来说，本实施例提供了一种变速箱200、第五换挡机构K5和第二输出轴210的实施方式，通过设置变速箱200，实现了对挡位数量的增加，即在图2传动架构的基础上，通过变速箱200的设置，实现了输出挡位的翻倍。
在本公开一些替代实施例中，齿轮组件还包括：第十五齿轮副84、第十六齿轮副85和第三中间轴220；
第十五齿轮副84分别与第一输出轴60和第三中间轴220连接，且设置于第四换挡机构K4和第五换挡机构K5之间；
第十六齿轮副85分别与第二输出轴210和第三中间轴220连接，且对应第五换挡机构K5设置；
其中，变速箱200通过第十五齿轮副84、第十六齿轮副85和第三中间轴220，实现将第一输出轴60输出的挡位数量翻倍。
具体来说，本实施例提供了一种第十五齿轮副84、第十六齿轮副85和第三中间轴220的实施方式，通过第十五齿轮副84、第十六齿轮副85和第三中间轴220架构的设置，实现了第一输出轴60和第三中间轴220，以及第二输出轴210和第三中间轴220之间多个挡位的切换， 以及对第一输出轴60挡位的翻倍，即第二输出轴210一侧的挡位输出数量是第一输出轴60一侧挡位的两倍。
在替代实施方式中，如图4所示，发动机1、第一电机2和第二电机3共享相同10个前进挡及2个倒挡传输路径，只是两个电机动力通过一级偏置齿轮输入联动。在1至5挡，变速箱200的第五换挡机构K5保持变速箱200的第十六齿轮副85与第二输出轴210连接；在6至10挡位，变速箱200的第五换挡机构K5保持第一输出轴60与第二输出轴210直接相连，第一输出轴60的动力直接输出。
在一个应用场景中，如图4所示，第一挡位G1的传递路径为：第一输入轴10→第十一齿轮副80→第二中间轴50→第十三齿轮副82→第四换挡机构K4→第一输出轴60→第十五齿轮副84→第三中间轴220→第十六齿轮副85→第五换挡机构K5→第二输出轴210。
第二挡位G2的传递路径为：第一输入轴10→第一换挡机构K1→第八齿轮副77→第一中间轴40→第十齿轮副79→第三换挡机构K3→第一输出轴60→第十五齿轮副84→第三中间轴220→第十六齿轮副85→第五换挡机构K5→第二输出轴210。
第三挡位G3的传递路径为：第一输入轴10→第十一齿轮副80→第二中间轴50→第十二齿轮副81→第三换挡机构K3→第一输出轴60→第十五齿轮副84→第三中间轴220→第十六齿轮副85→第五换挡机构K5→第二输出轴210。
第四挡位G4的传递路径为：第一输入轴10→第一换挡机构K1→第八齿轮副77→第一中间轴40→第九齿轮副78→第二换挡机构K2→第一输出轴60→第十五齿轮副84→第三中间轴220→第十六齿轮副85→第五换挡机构K5→第二输出轴210。
第五挡位G5的传递路径为：第一输入轴10→第二换挡机构K2→第一输出轴60→第十五齿轮副84→第三中间轴220→第十六齿轮副85 →第五换挡机构K5→第二输出轴210。
第六挡位G6的传递路径为：第一输入轴10→第十一齿轮副80→第二中间轴50→第十三齿轮副82→第四换挡机构K4→第一输出轴60→第五换挡机构K5→第二输出轴210。
第七挡位G7的传递路径为：第一输入轴10→第一换挡机构K1→第八齿轮副77→第一中间轴40→第十齿轮副79→第三换挡机构K3→第一输出轴60→第五换挡机构K5→第二输出轴210。
第八挡位G8的传递路径为：第一输入轴10→第十一齿轮副80→第二中间轴50→第十二齿轮副81→第三换挡机构K3→第一输出轴60→第五换挡机构K5→第二输出轴210。
第九挡位G9的传递路径为：第一输入轴10→第一换挡机构K1→第八齿轮副77→第一中间轴40→第九齿轮副78→第二换挡机构K2→第一输出轴60→第五换挡机构K5→第二输出轴210。
第十挡位G10的传递路径为：第一输入轴10→第二换挡机构K2→第一输出轴60→第五换挡机构K5→第二输出轴210。
倒档位GR1的传递路径为：第一输入轴10→第十一齿轮副80→第二中间轴50→第十四齿轮副83→第四换挡机构K4→第一输出轴60→第十五齿轮副84→第三中间轴220→第十六齿轮副85→第五换挡机构K5→第二输出轴210。
倒档位GR2的传递路径为：第一输入轴10→第十一齿轮副80→第二中间轴50→第十四齿轮副83→第四换挡机构K4→第一输出轴60→第五换挡机构K5→第二输出轴210。
在替代实施方式中，并联混动功能，离合器4闭合，发动机1与第一电机2在上述10个前进挡及2个倒挡并联驱动，第二电机3可共享所有挡位并联联动。发动机1与第一电机2在第一挡位G1、第三挡位G3、第五挡位G5、第六挡位G6、第八挡位G8、第十挡位G10并联及两个 倒档位GR1及GR2驱动时，第二电机3可脱挡停机，从而实现巡航工况下发动机1的高效直驱功能。第二电机3可保持在第二挡位G2、第四挡位G4、第七挡位G7及第九挡位G9驱动，可为发动机1及第一电机2提供换档时动力补偿。
在替代实施方式中，纯电驱动功能，离合器4打开，发动机1停机，第一电机2及第二电机3可在10个挡位共同纯电驱动。既可以前进驱动，也可以倒挡驱动。
在替代实施方式中，串联混动功能，在低载城市工况下，车辆启停频繁，当车载动力电池电量不足情况下，采用串联混动模式节油率高。串联混动模式下，离合器4闭合，发动机1与第一电机2脱挡联动，第一电机2工作在转速模式提供负扭矩，将发动机1机械输入动力转化为电能，既串联发电，对动力电池充电，或部分电能直接提供给第二电机3的控制器直接驱动车轮。第二电机3可保持在第二挡位G2、第四挡位G4、第七挡位G7及第九挡位G9纯电驱动。
在替代实施方式中，发动机1倒挡驱动功能，当动力电池电量不足，且需要持续的倒挡驱动时，发动机1可在两个倒档位GR1及GR2提供持续的倒挡驱动，尤其在第一倒档位GR1，发动机1可独立持续提供强大的倒挡驱动轮边扭矩，同时双电机可辅助叠加提供瞬态的倒挡驱动，更增强了整车的倒挡脱困能力。
在替代实施方式中，发动机1换挡平顺控制，驱动过程中，发动机1需要换挡，首先发动机1及第一电机2保持驱动，第二电机3保持或换挡进入其独立驱动挡位：2挡、4挡、7挡或9挡，同时发动机1及第一电机2开始卸载，第二电机3加载驱动，发动机1卸载后，离合器4打开，同时第一电机2卸载，控制相应换挡机构进入空挡；然后控制离合器4平顺闭合，第一电机2进入转速模式，第一电机2带着发动机1控制到下一挡位的同步转速附近，离合器4打开，第一电机2卸载，控 制相应换挡机构使第一电机2首先进入设定挡位，然后控制离合器4平顺切入发动机1，发动机1进入档位后加载驱动，从而完成换挡的平顺控制过程。
进一步地，由于第一电机2的换挡同步控制，发动机1换挡时间短，此外由于第二电机3在换挡期间的动力补偿，换挡期间基本不需要离合器4的滑摩加载控制，这样可以大幅提升离合器4寿命，离合器4甚至可以终身免维护。在传统AMT、重型手动变速箱200及基于P2的AMT混动变速箱200，难以克服离合器4滑摩疲劳磨损问题，而P23混动***可以大幅改善换挡的平顺性，提升变速箱200总成的可靠性。由于双电机换挡的同步控制，换挡机构机械可靠性提升，换挡滑套的进挡控制难度大幅降低，换挡质量远远超过P2混动架构。尤其在爬坡过程的滑档，该P23混动由于第二电机3的换挡动力补偿，可以大幅改善换挡溜坡的问题，提高整车安全性。
需要说明的是，AMT为电控机械式自动变速器，全拼为Automated Mechanical Transmission。
在本公开的一些具体实施方案中，本方案提供一种作业机械，具有上述的双电机混合动力传动***。
在替代实施方式中，作业机械为车辆。
在替代实施方式中，作业机械为重载车辆。
在替代实施方式中，作业机械为中载车辆。
在替代实施方式中，作业机械为轻载车辆。
在本公开实施例的描述中，需要说明的是，除非另有明确的规定和限定，术语“相连”、“连接”应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或一体连接；可以是机械连接，也可以是电连接；可以是直接相连，也可以通过中间媒介间接相连。对于本领域的普通技术人员而言，可以根据具体情况理解上述术语在本公开实 施例中的具体含义。
在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“方式”、“具体方式”、或“一些方式”等的描述意指结合该实施例或方式描述的具体特征、结构、材料或者特点包含于本公开实施例的至少一个实施例或方式中。在本说明书中，对上述术语的示意性表述不必须针对的是相同的实施例或方式。而且，描述的具体特征、结构、材料或者特点可以在任一个或多个实施例或方式中以合适的方式结合。此外，在不相互矛盾的情况下，本领域的技术人员可以将本说明书中描述的不同实施例或方式以及不同实施例或方式的特征进行结合和组合。
最后应说明的是：以上实施方式仅用于说明本公开，而非对本公开的限制。尽管参照实施例对本公开进行了详细说明，本领域的普通技术人员应当理解，对本公开的技术方案进行各种组合、修改或者等同替换，都不脱离本公开技术方案的精神和范围，均应涵盖在本公开的权利要求范围中。

Claims (13)

  1. 一种双电机混合动力传动***，包括：发动机(1)、第一电机(2)、第二电机(3)、第一输入轴(10)、第二输入轴(20)、第三输入轴(30)、第一中间轴(40)、第二中间轴(50)、齿轮组件、第一换挡机构(K1)、第二换挡机构(K2)、第三换挡机构(K3)和第一输出轴(60)；
    所述第一输入轴(10)与所述发动机(1)连接，所述第二输入轴(20)与所述第一电机(2)连接，所述第三输入轴(30)与所述第二电机(3)连接；
    所述第二输入轴(20)、所述第三输入轴(30)、所述第一中间轴(40)和所述第二中间轴(50)分别与所述第一输入轴(10)平行设置；
    所述齿轮组件分别设置于所述第一输入轴(10)、所述第二输入轴(20)、所述第三输入轴(30)、所述第一中间轴(40)、所述第二中间轴(50)和所述第一输出轴(60)；
    所述第一输入轴(10)分别与所述第一换挡机构(K1)和所述第二换挡机构(K2)可选择的联动，且通过所述第一中间轴(40)和所述第二中间轴(50)与所述第三换挡机构(K3)可选择的联动；
    所述第二输入轴(20)和所述第三输入轴(30)分别与所述第一换挡机构(K1)可选择的联动，且通过所述第一中间轴(40)和所述第二中间轴(50)分别与所述第二换挡机构(K2)和所述第三换挡机构(K3)可选择的联动；
    所述第一输出轴(60)通过所述第一换挡机构(K1)、所述第二换挡机构(K2)和所述第三换挡机构(K3)，分别与所述第一输入轴(10)和/或所述第二输入轴(20)和/或所述第三输入轴(30)可选择的联动，以实现在多个挡位间的切换；
    其中，所述第一换挡机构(K1)和所述第二换挡机构(K2)设置于所述第一输入轴(10)；
    所述第三换挡机构(K3)设置于所述第一输出轴(60)。
  2. 根据权利要求1所述的双电机混合动力传动***，还包括：离合器(4)，所述离合器(4)分别与所述发动机(1)的动力轴和所述第一输入轴(10)连接，以实现所述发动机(1)和所述第一输入轴(10)之间可选择的联动。
  3. 根据权利要求1所述的双电机混合动力传动***，其中至少两个所述第一中间轴(40)绕所述第一输入轴(10)的周向均布设置；
    和/或，至少两个所述第二中间轴(50)绕所述第一输入轴(10)的周向均布设置。
  4. 根据权利要求1所述的双电机混合动力传动***，其中所述齿轮组件还包括：第一齿轮副(70)和第二齿轮副(71)；
    所述第一齿轮副(70)分别套设于所述第一输入轴(10)和所述第二输入轴(20)的外部，以实现所述第一输入轴(10)和所述第二输入轴(20)的联动；
    所述第二齿轮副(71)分别套设于所述第一输入轴(10)和所述第三输入轴(30)的外部，且对应所述第一换挡机构(K1)设置，以实现多个挡位间的切换。
  5. 根据权利要求1至4任一所述的双电机混合动力传动***，其中所述齿轮组件还包括：第三齿轮副(72)和第四齿轮副(73)；
    所述第三齿轮副(72)分别与所述第一输入轴(10)和所述第一中间轴(40)连接，且对应所述第一换挡机构(K1)设置，以实现多个挡位间的切换；
    所述第四齿轮副(73)分别与所述第一输出轴(60)和所述第一中间轴(40)连接，且对应所述第二换挡机构(K2)设置，以实现 多个挡位间的切换。
  6. 根据权利要求5所述的双电机混合动力传动***，其中所述齿轮组件还包括：第五齿轮副(74)、第六齿轮副(75)和第七齿轮副(76)；
    所述第五齿轮副(74)分别与所述第一输入轴(10)和所述第二中间轴(50)连接，且设置于所述第一换挡机构(K1)和所述第二换挡机构(K2)之间，以实现多个挡位间的切换；
    所述第六齿轮副(75)分别与所述第一输出轴(60)和所述第二中间轴(50)连接，且对应所述第三换挡机构(K3)设置，以实现多个挡位间的切换；
    所述第七齿轮副(76)分别与所述第一输出轴(60)和所述第二中间轴(50)连接，且对应所述第三换挡机构(K3)设置，以实现多个挡位间的切换。
  7. 根据权利要求6所述的双电机混合动力传动***，其中所述第一输出轴(60)和所述第二中间轴(50)通过所述第七齿轮副(76)和所述第三换挡机构(K3)实现多个挡位切换中，至少包括倒挡。
  8. 根据权利要求1至4任一所述的双电机混合动力传动***，其中所述齿轮组件还包括：第八齿轮副(77)、第九齿轮副(78)和第十齿轮副(79)；
    所述第八齿轮副(77)分别与所述第一输入轴(10)和所述第一中间轴(40)连接，且对应所述第一换挡机构(K1)设置，以实现多个挡位间的切换；
    所述第九齿轮副(78)分别与所述第一输出轴(60)和所述第一中间轴(40)连接，且对应所述第二换挡机构(K2)设置，以实现多个挡位间的切换；
    所述第十齿轮副(79)分别与所述第一输出轴(60)和所述第一 中间轴(40)连接，且对应所述第三换挡机构(K3)设置，以实现多个挡位间的切换。
  9. 根据权利要求8所述的双电机混合动力传动***，还包括：第四换挡机构(K4)，所述第四换挡机构(K4)设置于所述第一输出轴(60)；
    所述齿轮组件还包括：第十一齿轮副(80)、第十二齿轮副(81)、第十三齿轮副(82)和第十四齿轮副(83)；
    所述第十一齿轮副(80)分别与所述第一输入轴(10)和所述第二中间轴(50)连接，且设置于所述第一换挡机构(K1)和所述第二换挡机构(K2)之间，以实现多个挡位间的切换；
    所述第十二齿轮副(81)分别与所述第一输出轴(60)和所述第二中间轴(50)连接，且对应所述第三换挡机构(K3)设置，以实现多个挡位间的切换；
    所述第十三齿轮副(82)分别与所述第一输出轴(60)和所述第二中间轴(50)连接，且对应所述第四换挡机构(K4)设置，以实现多个挡位间的切换；
    所述第十四齿轮副(83)分别与所述第一输出轴(60)和所述第二中间轴(50)连接，且对应所述第四换挡机构(K4)设置，以实现多个挡位间的切换。
  10. 根据权利要求9所述的双电机混合动力传动***，其中所述第一输出轴(60)和所述第二中间轴(50)通过所述第十四齿轮副(83)和所述第四换挡机构(K4)实现多个挡位切换中，至少包括倒挡。
  11. 根据权利要求9所述的双电机混合动力传动***，还包括：变速箱(200)、第五换挡机构(K5)和第二输出轴(210)；
    所述第五换挡机构(K5)设置于所述变速箱(200)的内部；
    所述变速箱(200)的输入端与所述第一输出轴(60)对接，所 述变速箱(200)的输出端与所述第二输出轴(210)对接；
    其中，所述变速箱(200)将所述第一输出轴(60)输出的挡位数量翻倍。
  12. 根据权利要求11所述的双电机混合动力传动***，其中所述齿轮组件还包括：第十五齿轮副(84)、第十六齿轮副(85)和第三中间轴(220)；
    所述第十五齿轮副(84)分别与所述第一输出轴(60)和所述第三中间轴(220)连接，且设置于所述第四换挡机构(K4)和所述第五换挡机构(K5)之间；
    所述第十六齿轮副(85)分别与所述第二输出轴(210)和所述第三中间轴(220)连接，且对应所述第五换挡机构(K5)设置；
    其中，所述变速箱(200)通过所述第十五齿轮副(84)、所述第十六齿轮副(85)和所述第三中间轴(220)，实现将所述第一输出轴(60)输出的挡位数量翻倍。
  13. 一种作业机械，包括上述权利要求1至12任一所述的双电机混合动力传动***。
PCT/CN2023/081208 2022-07-28 2023-03-14 双电机混合动力传动***及作业机械 WO2024045547A1 (zh)

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