CN106965660B

CN106965660B - Double-motor coupling drive axle with torque directional distribution function

Info

Publication number: CN106965660B
Application number: CN201710266538.0A
Authority: CN
Inventors: 王军年; 杨斌
Original assignee: Jilin University
Current assignee: Jilin University
Priority date: 2017-04-21
Filing date: 2017-04-21
Publication date: 2023-03-31
Anticipated expiration: 2037-04-21
Also published as: CN106965660A

Abstract

The invention discloses a double-motor coupling drive axle with torque directional distribution function, which comprises: a main drive mechanism; a spur gear differential; a TV control drive mechanism; the first single-row planetary gear train is characterized in that a first sun gear is rotatably supported on a first half shaft, and a first gear ring is connected with the output end of the TV control driving mechanism; the second single-row planetary gear train is fixed on the drive axle shell, and the second sun gear is fixedly connected with the first sun gear; a third sun gear is fixedly connected with the differential shell, and a third gear ring is fixedly connected with the second planet carrier; first and second clutches for disengaging or engaging the first carrier from the first axle shaft and the transaxle case; third and fourth clutches for disengaging or engaging the third carrier with the first axle shaft and the transaxle case; a fifth clutch and a sixth clutch, for disengaging or engaging the sixth planet carrier from the force transfer cage and the differential housing.

Description

Double-motor coupling drive axle with torque directional distribution function

Technical Field

The invention belongs to the field of electric automobile transmission, and particularly relates to a double-motor coupling drive axle with a torque directional distribution function.

Background

Due to environmental pollution and increasingly serious problems such as energy crisis, development of energy-saving and environment-friendly automobiles is paid more and more attention by more and more countries in the world. The electric automobile, as an automobile with almost zero emission, becomes a new favorite in the automobile industry, and has been rapidly developed in recent years. The electric automobile has great development potential due to inherent advantages.

At present, the technical bottleneck problems of poor heat dissipation of a motor, overlarge unsprung mass and the like of the electric automobile driven by the hub motor are solved, and the electric automobile generally adopts a power assembly consisting of a single motor and a drive axle or a power assembly consisting of a single motor, a transmission and a drive axle to drive the automobile to run. Therefore, many conventional electric vehicles include a transaxle in a powertrain.

Generally, a drive axle in an electric automobile only plays a role of reducing speed and increasing torque, and torque of an electric motor is amplified and transmitted to wheels to drive the automobile to run, similar to the drive axle in a traditional internal combustion engine automobile. Therefore, due to the "differential torque-out" principle of a conventional differential in a transaxle, the drive torque is equally distributed to the left and right wheels. Therefore, the adhesion force of the ground cannot be well utilized under the condition of uneven adhesion of the road surface, and even unstable working conditions such as slipping of wheels and the like are easily caused on the low adhesion side, so that the adhesion capability of the driving wheels cannot be exerted. Meanwhile, when the automobile turns at a high speed, the load of the automobile is laterally transferred according to the darlinger principle, and at this time, the load on the inner side of the automobile is reduced and the load on the outer side is increased, so that the adhesion characteristic on the inner side is deteriorated, and if the torque is still equally divided by the drive axle, the slip of the wheels on the inner side may occur, and the automobile may be unstable. Therefore, the automobile needs to reduce the torque of the inner wheels and increase the torque of the outer wheels, so that the lateral force margin of the inner wheels can be increased, the wheels are prevented from slipping, an additional yaw moment can be generated on the whole automobile, the automobile is beneficial to turning, and the turning maneuverability and the ultimate turning capability of the automobile are improved. At present, the technology is mainly applied to some high-end traditional internal combustion engine automobiles in the form of a torque directional distribution differential mechanism, such as an ultra four-wheel drive system (SH-AWD) developed by Honda corporation and an ultra active yaw control System (SAYC) developed by Mitsubishi corporation, these torque vectoring differentials have greatly improved the drivability and limit cornering ability of the vehicle, but the torque vectoring technology has not been practically feasible for use in electric vehicles.

In addition, because the electric automobile generally adopts a power assembly consisting of a single motor and a drive axle or a power assembly consisting of a single motor, a transmission and a drive axle to drive the automobile to run, in order to meet various complex running conditions of the automobile, the single drive motor of the electric automobile is inevitably required to have higher backup power, so that the phenomenon of 'large horse-drawn small car' similar to the traditional internal combustion engine automobile is inevitably existed in most running conditions, namely the problem that the driving efficiency is not very high. In order to improve the driving efficiency of the electric automobile driven by a single motor, two driving motors are adopted to drive the electric automobile one by taking the design idea of a power assembly of a hybrid electric automobile as reference, the main motor provides constant power output, the auxiliary motor is used for peak clipping and valley filling, the working interval of the main motor is adjusted, and the driving efficiency of the whole vehicle is improved.

Therefore, in order to apply the torque directional distribution technology to the electric automobile, improve the turning maneuverability and the driving pleasure of the electric automobile, the invention provides a double-motor coupling drive axle with a torque directional distribution function, and the driving efficiency of an electric automobile is improved by means of the technical advantages of double-motor coupling drive.

Disclosure of Invention

The invention aims to provide a double-motor coupling drive axle with a torque directional distribution function, which firstly solves the defect that the differential mechanism in the traditional drive axle has no differential speed and no torque difference, the total driving torque of the automobile can be directionally distributed to the left and right wheels on the premise of not changing the total longitudinal driving torque. Secondly, the driving bridge is integrated with a main driving motor, a TV control motor and a transmission gear, and the driving bridge integrates driving and transmission and has a more compact structure.

When the drive axle does not distribute the torque, the TV control motor also plays the role of a power-assisted motor in a torque coupling mode, and is coupled with the main drive motor in a torque manner to drive the automobile to run together.

When the drive axle does not distribute torque, the TV control motor also plays the role of a speed regulating motor in a rotating speed coupling mode, is coupled with the rotating speed of the main drive motor, and regulates the rotating speed working interval of the main drive motor so as to obtain higher drive efficiency.

In order to realize the purpose, the following technical scheme is adopted:

a dual-motor coupling drive axle with torque directional distribution function is characterized by comprising:

the main driving mechanism is arranged on one side of the spur gear differential and is used for outputting driving torque to drive the vehicle to run;

a TV control driving mechanism arranged at the other side of the spur gear differential for outputting control power;

a first single-row planetary gear train including a first sun gear, a first planet gear, a first carrier, and a first ring gear, the first sun gear is rotatably supported on a first half shaft, and the first gear ring is connected with the output end of the TV control driving mechanism;

the second single-row planetary gear train comprises a second sun gear, a second planet carrier and a second gear ring, the second gear ring is fixed on the drive axle shell, and the second sun gear is coaxially and fixedly connected with the first sun gear;

the third single-row planetary gear train comprises a third sun gear, a third planetary gear, a third planet carrier and a third gear ring, wherein the third sun gear is fixedly connected with the differential shell, and the third gear ring is fixedly connected with the second planet carrier;

a first clutch connected to the first half shaft and the first carrier, respectively, to disengage or engage the first half shaft and the first carrier;

a third clutch connected to the first half shaft and the third carrier, respectively, to disengage or engage the first half shaft and the third carrier;

the first single-row planetary gear train and the second single-row planetary gear train have the same characteristic parameters.

Preferably, the method further comprises the following steps:

a second clutch connected to the first carrier and the transaxle case, respectively, to separate or engage the first carrier and the transaxle case;

and a fourth clutch connected with the third carrier and the transaxle case, respectively, to separate or engage the third carrier and the transaxle case.

Preferably, the method further comprises the following steps:

and the force transmission cover is in a hollow cylindrical flange shape, the spur gear differential is accommodated in the force transmission cover, and one end of the force transmission cover is fixedly connected with the third planet carrier through bolts so as to facilitate the installation and the disassembly of the spur gear differential.

Preferably, the method further comprises:

the fifth clutch is respectively connected with the force transmission cover and the output end of the main driving mechanism so as to separate or joint the force transmission cover and the output end of the main driving mechanism;

and a sixth clutch connected to the main drive output and the differential case, respectively, to disengage or engage the main drive output and the differential case.

The TV control driving mechanism comprises a TV control motor and a TV speed reducing mechanism;

the TV control motor has a hollow output shaft, and the first half shaft is rotatably supported on and penetrates out of the hollow output shaft.

Preferably, the TV deceleration mechanism includes:

the fourth single-row planetary gear train comprises a fourth sun gear, a fourth planetary gear, a fourth planet carrier and a fourth gear ring, the fourth sun gear is fixedly connected with the hollow output shaft, and the fourth gear ring is fixed on the drive axle shell;

the fifth single-row planetary gear train comprises a fifth sun gear, a fifth planet carrier and a fifth gear ring, the fifth sun gear is fixedly connected with the fourth planet carrier, the fifth gear ring is fixed on the driving axle housing, and the fifth planet carrier is fixedly connected with the first gear ring.

Preferably, the main drive mechanism includes a main drive motor and a main speed reduction mechanism.

Preferably, the main drive motor has a hollow output shaft, and the second axle shaft is rotatably supported on and extends out of the hollow output shaft.

Preferably, the main speed reducing mechanism includes:

the seventh single-row planetary gear train comprises a seventh sun gear, a seventh planet carrier and a seventh gear ring, the seventh sun gear is fixedly connected with the output shaft of the main driving motor, and the seventh gear ring is fixed on the drive axle shell;

and the sixth single-row planetary gear train comprises a sixth sun gear, a sixth planet carrier and a sixth gear ring, the sixth sun gear is fixedly connected with the seventh planet carrier, the sixth gear ring is fixed on the drive axle shell, and the sixth planet carrier is fixedly connected with a fifth clutch and a sixth clutch.

the first single-row double-stage planetary gear train comprises a first sun gear, a first planetary gear, a first planet carrier and a first gear ring, wherein the first sun gear is rotatably supported on a first half shaft, and the first gear ring is connected with the output end of the TV control driving mechanism;

the second single-row double-stage planetary gear train comprises a second sun gear, a second planet carrier and a second gear ring, the second gear ring is fixed on the drive axle shell, and the second sun gear is coaxially and fixedly connected with the first sun gear;

And the fifth clutch is respectively connected with the force transmission cover and the output end of the main driving mechanism so as to separate or joint the force transmission cover and the output end of the main driving mechanism.

The first single-row double-stage planetary gear train and the second single-row double-stage planetary gear train have the same characteristic parameters.

The beneficial effects of the invention are:

1. the double-motor coupling drive axle with the torque directional distribution function solves the defect that a differential mechanism in the traditional drive axle is not differential and not torque-differential, can realize the directional distribution of the drive torque to the left and right wheels on the premise of not changing the total longitudinal drive torque, and improves the turning maneuverability and the driving pleasure of the vehicle.

2. According to the double-motor coupling drive axle with the torque directional distribution function, the main drive motor, the TV control motor and the traditional gear are integrated in the drive axle, the drive and the transmission are integrated, the main drive motor and the TV control motor are coaxially arranged, the structure is more compact, and the space utilization rate is high.

3. The double-motor coupling drive axle with the torque directional distribution function has the advantages that most of the mass belongs to the spring load mass, and the influence on the smoothness of an automobile in the running process is small.

4. According to the double-motor coupling drive axle with the torque directional distribution function, the TV control motor can be used as a power-assisted motor when the torque distribution is not carried out, and the power-assisted motor and the main drive motor are coupled in torque to drive the automobile to run together, so that the dynamic property of the automobile is improved, the high-power requirement of special working conditions is met, the utilization rate of the TV control motor is increased, and the total drive efficiency is improved.

5. According to the double-motor coupling drive axle with the torque directional distribution function, the TV control motor can also be used as a speed regulating motor when torque distribution is not carried out, the speed regulating motor is coupled with the rotating speed of the main drive motor, stepless speed change is realized while the rotating speed of the main drive motor is maintained in a high-efficiency interval, and the vehicle is driven to run in stepless speed change mode.

Drawings

Fig. 1 is a schematic structural diagram of an embodiment of a dual-motor coupled drive axle with a torque directional distribution function according to the present invention.

Fig. 2 is a schematic structural diagram of a spur gear differential of a dual-motor coupling drive axle with a torque directional distribution function according to the invention.

Fig. 3 is a schematic structural diagram of a second embodiment of the dual-motor coupled drive axle with a torque directional distribution function according to the present invention.

FIG. 4 is a schematic view of the dual-motor coupled driving axle with torque directional distribution function in straight-going or normal differential turning.

FIG. 5 is a schematic diagram of the torque flow direction of the two-motor coupled driving axle with the torque directional distribution function in straight-going or normal differential turning according to the present invention.

Fig. 6 is a schematic structural diagram of the two-motor coupled drive axle with a torque directional distribution function in the torque directional distribution mode according to the present invention.

Fig. 7 is a schematic diagram of a torque flow direction of the dual-motor coupled drive axle with a torque directional distribution function when the automobile turns left in the torque directional distribution mode.

Fig. 8 is a schematic diagram of the torque flow direction of the dual-motor coupled transaxle with a torque directional distribution function in the invention when the automobile turns right in the torque directional distribution mode.

Fig. 9 is a schematic structural diagram of a two-motor coupling drive axle with a torque directional distribution function in a torque coupling mode according to the present invention.

Fig. 10 is a schematic torque flow diagram of the two-motor coupled drive axle with a torque directional distribution function in the torque coupling mode according to the present invention.

Fig. 11 is a schematic structural diagram of the dual-motor coupled transaxle with a torque directional distribution function according to the present invention in a rotational speed coupling mode.

Fig. 12 is a schematic power flow diagram of the dual-motor coupled drive axle with torque directional distribution function in the rotational speed coupling mode according to the present invention.

Detailed Description

The present invention is further described in detail below with reference to the attached drawings so that those skilled in the art can implement the invention by referring to the description text.

Example one

As shown in FIG. 1, the present invention provides a dual-motor coupling drive axle with a torque directional distribution function, which mainly comprises a torque directional distributor 2000, a spur gear differential 1400, a main drive motor speed reduction mechanism 1500 and a main drive motor 1002.

In the present embodiment, the torque directional divider 2000 is located on the left side of the driving axle (which may be exchanged with the main driving motor 1002 and disposed on the right side of the driving axle), and mainly comprises a TV control motor 1001, a TV speed reduction mechanism 1100, a double-planetary TV coupling mechanism 1200, a single-planetary differential coupling mechanism 1300, a first clutch 1, a second clutch 2, a third clutch 3, and a fourth clutch 4.

The TV control motor 1001 is a hollow shaft type inner rotor motor, the first half shaft 1402 connected with the left wheel penetrates through an inner hole of the hollow rotor shaft, the hollow shaft type inner rotor is in spline connection with the sun gear 1014 of the fourth planetary gear train 1010, and the output torque of the TV control motor 1001 is input to the fourth planetary gear train 1010. The TV control motor 1001 is supported on a first axle shaft 1402 by bearings, the stator of which and its housing are fixed to the transaxle case.

The TV reduction gear 1100 mainly includes a fourth row a star train 1010 and a fifth star train 1020. The fourth planetary gear train 1010 comprises a sun gear 1014, three planetary gears 1012 uniformly distributed on the circumference, a planet carrier 1013 and an inner gear ring 1011 fixed on a drive axle housing. The sun gear 1014 is splined to a hollow shaft type inner rotor of the TV control motor 1001, and the carrier 1013 is integrated with the sun gear 1024 of the fifth planetary gear train 1020. The fifth planetary gear train 1020 comprises a sun gear 1024, three planetary gears 1022 uniformly distributed on the circumference, a planet carrier 1023 and an inner gear ring 1021 fixed on a drive axle housing. The sun gear 1024 is supported on the first half shaft 1402 by a bearing, and the planet carrier 1023 is integrated with the ring gear 1031 of the first planetary gear train 1030.

It is preferable that the TV reduction mechanism 1100 be constituted by a single row planetary gear train, a multiple row planetary gear train, or other form of reduction mechanism, and therefore changing the form of the reduction mechanism 1100, even canceling the TV reduction mechanism, is not considered as an innovation of the present invention.

The double-planet-row TV coupling mechanism 1200 mainly comprises a first planet gear train 1030, a second planet gear train 1040, a first clutch 1 and a second clutch 2, the characteristic parameters of the planet rows of the first planet gear train 1030 and the second planet gear train 1040 need to be the same, and the types of the planet rows need to be the same. The first planetary gear train 1030 comprises a sun gear 1034, three planetary gears 1032 which are uniformly distributed on the circumference, a planet carrier 1033, a ring gear 1031 and a driven disk 1035. The ring gear 1031 is integrated with the carrier 1023 of the fifth planetary gear train 1020, and the sun gear 1034 is integrated with the sun gear 1044 of the second planetary gear train 1040 and is supported on the first half shaft 1402 by a bearing. The driven disk 1035 is spline-connected to the first half shaft 1402, and the left end of the carrier 1033 is connected to the driven disk 1035 through the first clutch 1. When the first clutch 1 is engaged, the planet carrier 1033 is fixedly connected with the driven disc 1035, and the first half shaft 1402 and the planet carrier 1033 rotate at a constant speed; when the first clutch 1 is disengaged, the carrier 1033 is disconnected from the driven disk 1035, and the first half shaft 1402 and the carrier 1033 rotate independently of each other. The right end of the planet carrier 1033 is connected with the drive axle housing through the second clutch 2. When the second clutch 2 is engaged, the planet carrier 1033 is fixed on the drive axle housing; with the second clutch 2 disengaged, the carrier 1033 is rotatable relative to the transaxle case. The second planetary gear train 1040 includes a sun gear 1044, three planetary gears 1042 uniformly distributed circumferentially, a planet carrier 1043, and an annulus gear 1041 fixed on a drive axle housing. The planet carrier 1043 is integrated with the ring gear 1051 of the third planetary gear train 1050, and the sun gear 1044 is integrated with the sun gear 1034 of the first planetary gear train 1030 and supported on the first half shaft 1402 through a bearing.

It should be noted that the type of clutch or the engagement method for replacing the first clutch 1 and the second clutch 2 is not considered as an innovation of the present invention.

The single planetary row differential coupling mechanism 1300 is mainly composed of a third planetary gear train 1050, a third clutch 3, a fourth clutch 4 and a force transmission cover 7. The third planetary gear train 1050 is a single-planet-wheel planet row, and includes a sun wheel 1054, three planet wheels 1052 circumferentially and uniformly distributed, a planet carrier 1053, an inner gear ring 1051, and a driven plate 1055. The sun gear 1054 is integrated with the differential case 1401, the ring gear 1051 is integrated with the carrier 1043 of the second planetary gear train 1040, and is supported on the first half shaft 1402 through a bearing, the driven disc 1055 is spline-connected with the first half shaft 1402, and the right end of the carrier 1053 is connected with the driven disc 1055 through the third clutch 3. When the third clutch 3 is engaged, the planet carrier 1053 is fixedly connected with the driven disc 1055, and the first half shaft 1402 and the planet carrier 1053 rotate at a constant speed; when the third clutch 3 is disengaged, the carrier 1053 is disconnected from the driven plate 1055, and the first half shaft 1402 and the carrier 1053 rotate independently of each other. The left end of the planet carrier 1053 is connected with the drive axle housing through the fourth clutch 4. When the fourth clutch 4 is engaged, the planet carrier 1053 is fixed on the drive axle housing; when the fourth clutch 4 is disengaged, the carrier 1053 is rotatable relative to the transaxle case. The force transmission cover 7 is in a hollow cylindrical flange shape, the spur gear differential 1400 is accommodated in the force transmission cover 7, the left end of the force transmission cover 7 is fixedly connected with the third planet carrier 1053 through bolts so as to facilitate the installation and the disassembly of the spur gear differential 1400, and the right end of the force transmission cover 7 is connected with the fifth clutch 5.

It should be noted that the replacement of the type of clutch or the engagement mode of the third clutch 3 and the fourth clutch 4 is not considered as an innovation of the present invention.

As shown in fig. 1 and 2, the spur gear differential 1400 is mainly composed of a differential case 1401, a first half shaft 1402, a second half shaft 1403, a first half shaft gear 1404, a second half shaft gear 1405, three right planetary gears 1406, three left planetary gears 1407, three right planetary gear shafts 1408, and three left planetary gear shafts 1409. Wherein the second side gear 1405 and the first side gear 1404 are both helical gears, and the left planetary gear 1407 and the right planetary gear 1406 are both helical gears, and have the same axial length; the left planetary gear 1407 meshes with the first side gear 1404 while meshing with the right planetary gear 1406 but not with the second side gear 1405; the right planetary gears 1406 are in mesh with the second side gear 1405, but not with the first side gear 1404. Three left planetary gears 1407 are respectively and idly sleeved on left planetary gear shafts 1409, and three right planetary gears 1406 are respectively and idly sleeved on right planetary gear shafts 1408; three right

planetary gear shafts

1408 and 1409 are arranged in parallel in space in pairs, and three pairs of planetary gear shafts are uniformly distributed and fixed on the differential shell 1401. The structure schematic diagram is shown in fig. 2. The first side gear 1404 is spline-connected to the first axle shaft 1402, the second side gear 1405 is spline-connected to the second axle shaft 1403, and the differential case 1401 is supported on the first axle shaft 1402 and the second axle shaft 1403 by bearings.

The main drive motor speed reduction mechanism 1500 is located on the right side of the transaxle, and is mainly composed of a sixth planetary gear train 1060, a seventh planetary gear train 1070, a fifth clutch 5, and a sixth clutch 6. The sixth planetary gear train 1060 includes a sun gear 1064, three planetary gears 1062 uniformly distributed circumferentially, a planet carrier 1063, and an annulus gear 1061 fixed on the drive axle housing. The sun gear 1064 is integrated with the carrier 1073 of the seventh planetary gear train 1070, the sun gear 1064 is supported on the second half shaft 1403 by a bearing, and the left end of the carrier 1063 is connected with the force transmission cover 7 through the fifth clutch 5, then connected with the third carrier 1053, and connected with the differential case 1401 through the sixth clutch 6. When the fifth clutch 5 is engaged, the sixth planet carrier 1063 is fixedly connected to the third planet carrier 1053 through the force-transmitting cover 7, and rotates together, so that the torque of the main driving motor 1002 can be transmitted to the third planet carrier 1053; when the fifth clutch 5 is disengaged, the sixth carrier 1063 is disconnected from the force transmitting cover 7 and is rotatable independently of the third carrier 1053. When the sixth clutch 6 is engaged, the sixth planet carrier 1063 is fixedly connected with the differential case 1401 and rotates together, and the torque of the main driving motor 1002 can be transmitted to the differential case 1401; when the sixth clutch 6 is disengaged, the sixth carrier 1063 and the differential case 1401 rotate independently of each other. The seventh row planetary gear train 1070 comprises a sun gear 1074, three planet gears 1072 uniformly distributed on the circumference, a planet carrier 1073 and an inner gear ring 1071 fixed on a drive axle housing. Wherein the sun gear 1074 is splined to the hollow inner rotor shaft of the main drive motor 1002.

It should be noted that the replacement of the clutch type or the engagement mode of the fifth clutch 5 and the sixth clutch 6 is not considered as an innovation of the present invention.

It is preferable that the main drive motor reduction mechanism 1500 may be constituted by a single row planetary gear train, a multiple row planetary gear train, or other form of reduction mechanism, and thus changing the form of the main drive motor reduction mechanism 1500 is not considered as an innovation of the present invention.

The main drive motor 1002 is located on the right side of the drive axle and is a hollow shaft type inner rotor motor, and a second half shaft 1403 connected with the right wheel penetrates through an inner hole of the hollow rotor shaft. The hollow shaft inner rotor is spline-connected to the sun gear 1074 of the seventh planetary gear train 1070, and the main drive motor 1002 can input a drive torque to the fifth clutch 5 and the sixth clutch 6 through the sun gear 1074. The main drive motor 1002 is supported on a second axle shaft 1403 via bearings, the stator of which and its housing are fixed to the drive axle housing.

Example two

As shown in fig. 3, in the present embodiment, the first planetary gear train 1030 and the second planetary gear train 1040 in the double planetary row TV coupling mechanism 1200 are both single-row double-pinion planetary rows.

The working principle of the double-motor coupling drive axle with the torque directional distribution function is as follows:

1. single driving mode of main driving motor

When the automobile is in the working condition of normal straight line running and normal differential turning, the driving torques of the wheels at the left side and the right side are the same, and torque distribution is not needed. As shown in fig. 4, at this time, the first clutch 1, the second clutch 2, the third clutch 3, the fourth clutch 4, and the fifth clutch 5 are all disengaged, the sixth clutch 6 is engaged, the sixth carrier 1063 is connected to the differential case 1401, the TV control motor is not started, the torque directional distributor 2000 is not involved in driving the vehicle, the vehicle is driven only by the main drive motor 1002, the torque output by the main drive motor 1002 is amplified by the torque multiplication of the main drive motor speed reduction mechanism 1500 and then applied to the differential case 1401 through the sixth clutch 6, and the torque applied to the differential case 1401 is equally divided into the first half shaft 1402 and the second half shaft 1403 by the principle of equally dividing the torque by the spur gear differential mechanism 1400, thereby driving the vehicle to run. The torque distribution flow at this time is as shown in fig. 5.

2. Torque directional split mode

When the vehicle is in a mid-high speed turn, it is desirable to directionally distribute the inboard wheel torque to the outboard wheels to improve turn mobility. As shown in fig. 6, at this time, the first clutch 1 and the third clutch 3 are both engaged, the second clutch 2 and the fourth clutch 4 are both disengaged, the fifth clutch 5 is disengaged, the sixth clutch 6 is engaged, the carrier 1033 in the first planetary gear train 1030 is connected with the driven plate 1035 and the first half shaft 1402, the carrier 1053 in the third planetary gear train 1050 is connected with the driven plate 1055 and the first half shaft 1402, the sixth carrier 1063 is connected with the differential case 1401, and the torque directional distributor 2000 is involved in driving of the vehicle to perform directional distribution of torque of the wheels on both sides.

If the rotating direction of the wheels is set to be a positive direction when the automobile is driven, and the rotating direction is a negative direction when the automobile is driven, taking left turning of the automobile as an example analysis:

at this time, the TV control motor 1001 is controlled to output the forward torque T ₀ (T ₀ Positive value), the torque is reduced and increased through the TV control motor reducing mechanism 1100, and the torque input to the ring gear 1031 in the double planetary row TV coupling mechanism 1200 is iT ₀ Where i is the gear ratio of the TV control motor reduction mechanism 1100. So the torque input to the first half-axle 1402 from the planet carrier 1033 in the first planetary gear train 1030 is

Where k is the planet row characteristic parameter of the first planetary gear train 1030 and the second planetary gear train 1040. The torque input by the TV control motor 1001 to the inner gear 1051 in the single planetary row differential coupling mechanism 1300 is

The torque input to the first half-shaft by the planet carrier 1053 in the third planetary gear train 1050 is therefore

Wherein k is ₅ Is a planet row characteristic parameter of the third planetary gear train 1050. Similarly, the torque input from the sun gear 1054 of the third planetary gear train 1050 into the differential housing 1401 is greater or less than>

The torque equally divided by the differential case 1401 into the first half-shaft 1402 and the second half-shaft 1403 is>

Therefore, the torque finally input to the first half shaft 1402 by the TV control motor 1001 is composed of the sum of the torque input to the first half shaft 1402 from the carrier 1033 in the first planetary gear train 1030 via the first clutch 1, the torque input to the first half shaft 1402 from the carrier 1053 in the third planetary gear train 1050 via the third clutch 3, and the torque equally divided into the first half shaft by the differential case 1401, and as a result, the torque is input to the first half shaft 1402 from the differential case 1050

The torque ultimately input to second half shaft 1403 by TV controlled motor 1001 is

As can be seen from the above, the moments inputted into the first half-shaft 1402 and the second half-shaft 1403 by the TV control motor 1001 are equally opposite, so that the total longitudinal driving torque is not changed, and the left-side wheel torque connected to the first half-shaft 1402 is decreased and the right-side wheel torque connected to the second half-shaft 1403 is increased, and a yaw moment contributing to a left turn can be generated, and the left-turning maneuverability of the automobile is improved, when the torque distribution flow is as shown in fig. 7. It should be noted that if the TV control motor outputs a negative torque at this time, the driving torque will be directionally distributed from the right side wheels to the left side wheels, and a yaw moment will be generated to prevent the vehicle from oversteering, for maintaining the stability of the vehicle.

In the same way, when the automobile turns right at a high speed, the motor controller controls the TV control motor 1001 to output negative torque, so that a yaw moment which is beneficial to turning right can be generated on the premise of not changing the total longitudinal driving torque, the right turning maneuverability of the automobile is improved, and the torque distribution flow is shown in fig. 8. It should be noted that if the TV control motor outputs a forward torque at this time, the driving torque will be directionally distributed from the left wheel to the right wheel, and a yaw moment will be generated to prevent the vehicle from oversteering, for maintaining the stability of the vehicle.

3. TV control motor torque coupling mode

When the automobile does not need to increase the turning maneuverability and maintain the stability, such as the straight running of the automobile and the normal differential turning working condition, the directional distribution of the torque is not needed. In order to improve the utilization rate and the driving efficiency of the power assembly and avoid reactive loss, when the automobile is in certain specific working conditions, the TV control motor and the main driving motor drive the automobile to run together. At this point, the main drive motor provides a basic constant power output, and the TV control motor "peak clipping and valley filling". The method is characterized in that the torque demand is high under the working condition of starting or sudden acceleration, so that the TV control motor is controlled to participate in driving in order to avoid the main driving motor from entering a peak load low-efficiency interval, and the output torque of the TV control motor is coupled with the main driving motor to drive the automobile to run; when the required power of the whole vehicle is small and the whole vehicle is in a high-efficiency interval of a TV control motor (such as a medium and small load low-speed running working condition), the TV control motor can be controlled to drive the vehicle to run independently at the moment; when the required power of the whole vehicle is in a high-efficiency interval of the main driving motor (for example, a medium-load medium-high speed constant-speed running working condition), the main driving motor is controlled to drive the vehicle to run independently.

As shown in fig. 9, when the first clutch 1 and the third clutch 3 are both disengaged, the second clutch 2 and the fourth clutch 4 are engaged, the fifth clutch 5 is disengaged, the sixth clutch 6 is engaged, the carrier 1033 of the first planetary gear train 1030 is fixed to the transaxle case, the carrier 1053 of the third planetary gear train 1050 is fixed to the transaxle case, and the sixth carrier 1063 is connected to the differential case 1401. The torque amplified by the TV control motor through the TV control motor speed reducing mechanism 1100 is further converted by the double planetary row TV coupling mechanism 1200 and transmitted to the ring gear 1051 of the third planetary gear train, and since the carrier of the third planetary gear train is fixed, the torque is further amplified by the third planetary row and then input to the sun gear 1054 of the third planetary row, i.e., the spur gear differential case 1401. At this time, the TV control motor and the main driving motor can drive the vehicle to run independently, and can also drive the vehicle to run in a parallel torque coupling manner, so as to provide a larger driving torque for the vehicle to meet the acceleration power demand of the whole vehicle, and the torque distribution flow is shown in fig. 10.

4. TV control motor speed coupling mode

When the automobile does not need to increase the turning maneuverability and maintain the stability, such as the straight running of the automobile and the normal differential turning working condition, the directional distribution of the torque is not needed. Under some specific working conditions, in order to maintain the main driving motor to be operated in a high-efficiency area all the time, the TV control motor can be used as a speed-regulating generator and coupled with the rotating speed of the main driving motor, the vehicle is driven to run in a stepless speed change mode while the rotating speed of the main motor is maintained in a high-efficiency area, on one hand, the high-efficiency work of the main motor is maintained, and on the other hand, a part of power of the main driving motor is converted into electric energy to be stored in a battery again.

As shown in fig. 11, when the first clutch 1 and the third clutch 3 are both disengaged, the second clutch 2 is engaged, the fourth clutch 4 is disengaged, the fifth clutch 5 is engaged, the sixth clutch 6 is disengaged, the carrier 1033 of the first planetary gear train 1030 is fixed to the transaxle case, and the carrier 1053 of the third planetary gear train 1050 is connected to the sixth carrier 1063. The main driving motor 1002 can be connected with the third planet carrier 1053 through the speed reducing mechanism 1500 and the force transmission cover 7, the TV control motor 1001 can be connected with the double-planet-row TV coupling mechanism 1200 and the third gear ring 1051 through the TV speed reducing mechanism 1100, the differential case 1401 is fixedly connected with the third sun gear 1054, so the main driving motor 1002, the TV control motor 1001 and the differential case 1041 are coupled through the rotating speed of the third planet gear train 1050, the rotating speed of the TV control motor 1001 is changed, that is, the rotating speed of the main driving motor 1002 is adjusted, at this time, the output torque of the TV control motor 1001 is determined by the output torque of the main driving motor 1002, and the vehicle is in a back-drag power generation working state, so that the vehicle realizes stepless speed change. The power distribution flow is shown in fig. 12.

While embodiments of the invention have been described above, it is not limited to the applications set forth in the description and the embodiments, which are fully applicable in various fields of endeavor to which the invention pertains, and further modifications may readily be made by those skilled in the art, it being understood that the invention is not limited to the details shown and described herein without departing from the general concept defined by the appended claims and their equivalents.

Claims

1. A two-motor coupled transaxle with torque directional distribution function, comprising:

a TV control drive mechanism provided on the other side of the spur gear differential for outputting control power;

the first single-row planetary gear train comprises a first sun gear, a first planetary gear, a first planet carrier and a first gear ring, wherein the first sun gear is rotatably supported on a first half shaft, and the first gear ring is connected with the output end of the TV control driving mechanism;

a first clutch connected to the first half shaft and the first carrier to disengage or engage the first half shaft and the first carrier, respectively;

2. The dual-motor coupled transaxle with torque directional distribution function of claim 1, further comprising:

3. The dual-motor coupled transaxle with torque directional distribution function of claim 1, further comprising:

4. The dual-motor coupled transaxle with torque directional distribution function of claim 1, further comprising:

5. The dual-motor coupled transaxle with torque vectoring as claimed in claim 1 wherein said TV control drive mechanism comprises a TV control motor and a TV speed reduction mechanism;

6. The dual-motor coupled transaxle with directional torque distribution of claim 5 wherein the TV reduction mechanism comprises:

and the fifth single-row planetary gear train comprises a fifth sun gear, a fifth planetary gear, a fifth planet carrier and a fifth gear ring, the fifth sun gear is fixedly connected with the fourth planet carrier, the fifth gear ring is fixed on the driving axle housing, and the fifth planet carrier is fixedly connected with the first gear ring.

7. The dual-motor coupled transaxle with a torque directional distribution function of claim 1 wherein the main drive mechanism comprises a main drive motor and a main speed reduction mechanism.

8. The dual-motor coupled drive axle with torque directional distribution function according to claim 7, wherein said main drive motor has a hollow output shaft, and a second half shaft is rotatably supported on and protrudes from said hollow output shaft.

9. The dual-motor coupled transaxle with a torque directional distribution function of claim 7 wherein the main reducing mechanism comprises:

10. A two-motor coupled transaxle with torque directional distribution function, comprising:

a fourth clutch connected to the third carrier and the transaxle case, respectively, to separate or engage the third carrier and the transaxle case;

the force transmission cover is in a hollow cylindrical flange shape, a spur gear differential mechanism is accommodated in the force transmission cover, and one end of the force transmission cover is fixedly connected with the third planet carrier through bolts so as to facilitate the installation and the disassembly of the spur gear differential mechanism;

a sixth clutch connected to the main drive output and the differential case, respectively, to disengage or engage the main drive output and the differential case;