CN106965662A - A kind of bi-motor coupling driving bridge with torque fixed direction allocation function - Google Patents

Abstract

The invention discloses a dual-motor coupling drive axle with torque orientation distribution function, comprising: a main drive mechanism; a bevel gear differential; a TV control drive mechanism; Rotatably supported on the first axle shaft, the first ring gear is connected to the output end of the TV control drive mechanism; the second single-row planetary gear train, the second ring gear of which is fixed on the drive axle housing, and the second sun gear is connected to the The first sun gear is fixedly connected coaxially; the third single-row planetary gear train, the third sun gear is fixedly connected to the second planet carrier, and the third ring gear is fixedly connected to the differential case; the first clutch is used to make the second The half shaft is disengaged or engaged with the first planet carrier; the third clutch is used to disengage or engage the first half shaft and the third planet carrier; the second clutch is used to disengage or engage the first planet carrier and the transaxle case engagement; the fourth clutch is used to separate or engage the third planet carrier and the drive axle case.

Description

A Dual-Motor Coupled Drive Axle with Torque Orientation Distribution

technical field

The invention belongs to the technical field of electric vehicle drive, and in particular relates to a dual-motor coupling drive axle with torque orientation distribution function.

Background technique

Due to the increasingly serious problems of environmental pollution and energy crisis, more and more countries in the world have paid attention to the development of energy-saving and environment-friendly vehicles. Among them, electric vehicles, as a vehicle with almost zero emissions, have become the new darling of the automotive industry and have developed rapidly in recent years. Due to its inherent advantages, electric vehicles have great potential for development.

At this stage, due to the poor heat dissipation of the motor and excessive unsprung mass of the electric vehicle driven by the hub motor, the technical bottlenecks cannot be solved. The electric vehicle generally adopts a powertrain composed of a single motor and a drive axle or consists of a single motor, transmission and drive. The powertrain composed of the bridge drives the vehicle. Therefore, most of the powertrains of existing electric vehicles contain drive axles.

Generally, the drive axle in an electric vehicle is similar to that in a traditional internal combustion engine vehicle. It only plays the role of deceleration and torque increase, and transmits the torque amplification of the electric motor to the wheels to drive the car. Therefore, due to the "differential torque" principle of the traditional differential in the transaxle, the driving torque is evenly distributed to the left and right wheels. In this way, in the case of uneven road surface adhesion, the ground adhesion cannot be well utilized, and even on the low adhesion side, it is easy to cause unstable conditions such as wheel slippage, and the adhesion ability of the driving wheel cannot be exerted. At the same time, when the car is turning at a high speed, it can be known from D'Alembert's principle that the load of the car will be transferred laterally. At this time, the load on the inner side of the car will decrease and the load on the outer side will increase. Equally divided torque may cause the inside wheel to slip and the car will become unstable. Therefore, the car needs to reduce the torque of the inner wheel and increase the torque of the outer wheel, which can increase the lateral force margin of the inner wheel and prevent the wheel from slipping. It is suitable for turning the vehicle, improving the turning maneuverability and extreme turning ability of the vehicle. At present, this technology is mainly used in some high-end traditional internal combustion engine vehicles in the form of torque-oriented distribution differential, such as the super four-wheel drive system (SH-AWD) developed by Honda and the super active yaw developed by Mitsubishi. Control system (SAYC), etc., these torque directional distribution differentials have greatly improved the driving performance and extreme cornering ability of the vehicle, but the torque directional distribution technology has no practical application in electric vehicles.

In addition, since electric vehicles generally use a powertrain composed of a single motor and drive axle or a powertrain composed of a single motor, transmission and drive axle to drive the vehicle, in order to meet various complex driving conditions of the car, it is necessary to require electric vehicles The single drive motor has a high backup power, so in most driving conditions, there must be a phenomenon of "big horse and small car" similar to traditional internal combustion engine vehicles, that is, the driving efficiency is not very high. In order to improve the driving efficiency of electric vehicles driven by a single motor, the design idea of hybrid electric vehicle powertrain can be used for reference, and two driving motors, one main and one auxiliary, can be used to drive. The main motor provides constant power output, and the auxiliary motor is used to "cut peaks and fill valleys". ", adjust the working range of the main motor, and improve the driving efficiency of the whole vehicle.

Therefore, in order to apply torque directional distribution technology to electric vehicles, improve the turning maneuverability and driving pleasure of electric vehicles, and improve the driving efficiency of electric vehicles by virtue of the technical advantages of dual-motor coupling drive, it is necessary to design a new Dual-motor coupling drive axle with torque-oriented distribution function.

Contents of the invention

The purpose of the present invention is to solve the defect that the left and right output torques of the differential are equal and cannot be adjusted in the traditional drive axle, and provide a dual-motor coupling drive axle with torque directional distribution function.

Another object of the present invention is to enable the control drive mechanism to torque-couple with the main drive motor to jointly drive the vehicle in addition to torque distribution.

The technical scheme provided by the invention is:

A dual-motor coupled transaxle with torque directional distribution, comprising:

The main drive mechanism is arranged on one side of the differential, and its output end is connected to the differential case, which can transmit the rotational power to the differential case to drive the vehicle;

TV control driving mechanism, which is arranged on the other side of the differential, and is used to output control power;

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

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

The third single-row planetary gear train includes a third sun gear, a third planetary gear, a third planet carrier, and a third ring gear, the third sun gear is fixedly connected to the second planet carrier, and the third ring gear Fixed connection with the differential case;

a first clutch, which is respectively connected to the first half shaft and the first planet carrier, so as to separate or engage the first half shaft and the first planet carrier;

a third clutch, which is respectively connected to the first half shaft and the third planet carrier, so as to separate or engage the first half shaft and the third planet carrier;

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

Preferably, it also includes:

a second clutch, which is respectively connected to the first planet carrier and the drive axle housing, so as to separate or engage the first planet carrier and the drive axle housing;

The fourth clutch is respectively connected to the third planetary carrier and the transaxle case to separate or engage the third planetary carrier and the transaxle case.

Preferably, the TV control drive mechanism includes a TV control motor and a TV deceleration mechanism;

The TV control motor has a hollow output shaft, the first half shaft is rotatably supported on the hollow output shaft, and passes through the hollow output shaft.

Preferably, the TV deceleration mechanism includes:

The fourth single-row planetary gear train includes a fourth sun gear, a fourth planetary gear, a fourth planet carrier, and a fourth ring gear. The fourth sun gear is fixedly connected to the hollow output shaft, and the fourth ring gear is fixedly connected to the hollow output shaft. on the drive axle housing;

The fifth single-row planetary gear train includes a fifth sun gear, a fifth planetary gear, a fifth planet carrier, and a fifth ring gear, the fifth sun gear is fixedly connected to the fourth planet carrier, and the fifth ring gear Fixed on the drive axle case, the fifth planet carrier is fixedly connected with the first ring gear.

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

Preferably, the main reduction mechanism includes:

The seventh single-row planetary gear train, which includes the seventh sun gear, the seventh planetary gear, the seventh planet carrier and the seventh ring gear, the seventh sun gear is fixedly connected to the output shaft of the main drive motor, and the seventh gear The ring is fixed on the drive axle housing;

The sixth single-row planetary gear train includes a sixth sun gear, a sixth planetary gear, a sixth planet carrier and a sixth ring gear, the sixth sun gear is fixedly connected to the seventh planet carrier, and the sixth ring gear It is fixed on the drive axle case, and the sixth planet carrier is fixedly connected with the differential case.

Preferably, the main drive motor has a hollow output shaft, the second half shaft is rotatably supported on the hollow output shaft, and passes through the hollow output shaft.

A dual-motor coupling drive axle with torque directional distribution function, characterized in that it includes:

The main drive mechanism is arranged on one side of the differential, and its output end is connected to the differential case, which can transmit the rotational power to the differential case to drive the vehicle;

TV control driving mechanism, which is arranged on the other side of the differential, and is used to output control power;

The first single-row double-stage planetary gear train includes a first sun gear, a first double-stage planetary gear, a first planet carrier, and a first ring gear, and the first sun gear is rotatably supported on a first half shaft, The first ring gear is connected to the output end of the TV control drive mechanism;

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

The third single-row planetary gear train includes a third sun gear, a third planetary gear, a third planet carrier, and a third ring gear, the third sun gear is fixedly connected to the second planet carrier, and the third ring gear Fixed connection with the differential case;

a first clutch, which is respectively connected to the first half shaft and the first planet carrier, so as to separate or engage the first half shaft and the first planet carrier;

a third clutch, which is respectively connected to the first half shaft and the third planet carrier, so as to separate or engage the first half shaft and the third planet carrier;

Wherein, the first single-row double-stage planetary gear train has the same characteristic parameters as the second single-row double-stage planetary gear train.

A dual-motor coupled transaxle with torque directional distribution, comprising:

The main drive mechanism is arranged on one side of the differential, and its output end is connected to the differential case, which can transmit the rotational power to the differential case to drive the vehicle;

TV control driving mechanism, which is arranged on the other side of the differential, and is used to output control power;

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

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

The third single-row double-stage planetary gear train includes a third sun gear, a third double-stage planetary gear, a third planet carrier and a third ring gear, the third sun gear is fixedly connected to the second planet carrier, the The third ring gear is fixedly connected with the differential case;

a first clutch, which is respectively connected to the first half shaft and the first planet carrier, so as to separate or engage the first half shaft and the first planet carrier;

a third clutch, which is respectively connected to the first half shaft and the third planet carrier, so as to separate or engage the first half shaft and the third planet carrier;

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

A dual-motor coupled transaxle with torque directional distribution, comprising:

The main drive mechanism is arranged on one side of the differential, and its output end is connected to the differential case, which can transmit the rotational power to the differential case to drive the vehicle;

TV control driving mechanism, which is arranged on the other side of the differential, and is used to output control power;

The first single-row double-stage planetary gear train includes a first sun gear, a first double-stage planetary gear, a first planet carrier, and a first ring gear, and the first sun gear is rotatably supported on a first half shaft, The first ring gear is connected to the output end of the TV control drive mechanism;

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

The third single-row double-stage planetary gear train includes a third sun gear, a third double-stage planetary gear, a third planet carrier and a third ring gear, the third sun gear is fixedly connected to the second planet carrier, the The third ring gear is fixedly connected with the differential case;

a first clutch, which is respectively connected to the first half shaft and the first planet carrier, so as to separate or engage the first half shaft and the first planet carrier;

a third clutch, which is respectively connected to the first half shaft and the third planet carrier, so as to separate or engage the first half shaft and the third planet carrier;

Wherein, the first single-row double-stage planetary gear train has the same characteristic parameters as the second single-row double-stage planetary gear train.

The beneficial effects of the present invention are:

1. The dual-motor coupled drive axle with torque directional distribution function of the present invention solves the disadvantage of “differential speed and torque” of the differential in the traditional drive axle, and can achieve Under the premise of torque, the driving torque can be arbitrarily distributed to the left and right wheels, which improves the turning maneuverability and driving pleasure of the vehicle.

2. In the dual-motor coupling drive axle with torque-oriented distribution function described in the present invention, the main drive motor, TV control motor and traditional gears are integrated in the drive axle, which integrates drive and transmission, and the main drive motor and TV The control motor is coaxially arranged, the structure is more compact, and the space utilization rate is high.

3. In the dual-motor coupling drive axle with torque-oriented distribution function according to the present invention, most of the mass belongs to the sprung mass, which has little influence on the ride comfort of the vehicle.

4. In the dual-motor coupling drive axle with torque-oriented distribution function described in the present invention, the TV control motor can also be used as a booster motor when torque distribution is not performed, and is torque-coupled with the main drive motor to drive the car together. The power performance of the car is improved to meet the high-power requirements of special working conditions. In addition, the utilization rate of the TV control motor is increased, and the total drive efficiency is improved.

Description of drawings

FIG. 1 is a structural schematic diagram of Embodiment 1 of a dual-motor coupling drive axle with torque directional distribution function according to the present invention.

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

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

Fig. 4 is a structural schematic diagram of Embodiment 4 of the dual-motor coupling drive axle with torque directional distribution function according to the present invention.

Fig. 5 is a schematic diagram of the torque flow of the dual-motor coupled drive axle with torque directional distribution function when going straight or turning at normal differential speed according to the present invention.

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

Fig. 7 is a schematic diagram of the torque flow when the vehicle turns left and the torque directional distributor is working in the torque directional distribution mode of the dual-motor coupled transaxle with torque directional distribution function according to the present invention.

Fig. 8 is a schematic diagram of the torque flow when the vehicle turns right and the torque directional distributor is working in the torque directional distribution mode of the dual-motor coupled transaxle with torque directional distribution function according to the present invention.

FIG. 9 is a schematic structural diagram of the dual-motor coupled drive axle with torque-oriented distribution function in TV control motor assist mode according to the present invention.

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

detailed description

The present invention will be further described in detail below in conjunction with the accompanying drawings, so that those skilled in the art can implement it with reference to the description.

Embodiment one

As shown in FIG. 1 , the dual-motor coupling transaxle with torque distribution function is mainly composed of a torque directional distributor 2000 , a traditional bevel gear differential 1400 , a main drive motor reduction mechanism 1500 and a main drive motor 1002 .

In this embodiment, the torque directional distributor 2000 is located on the left side of the drive axle, and it can also be exchanged with the main drive motor 1002, and it is arranged on the right side of the drive axle. The torque directional distributor 2000 is mainly controlled by the TV motor. 1001 , TV control motor reduction mechanism 1100 , double planetary row TV coupling mechanism 1200 , single planetary row differential coupling mechanism 1300 , first clutch 1 , second clutch 2 , third clutch 3 and fourth clutch 4 .

The TV control motor 1001 is a hollow shaft inner rotor motor, the first half shaft 1402 connected to the left wheel passes through the inner hole of the hollow rotor shaft, and the hollow shaft inner rotor and the sun gear of the first planetary gear train 1010 1014 is splined to input the output torque of the TV control motor 1001 to the first planetary gear train 1010 . The TV control motor 1001 is supported on the first axle shaft 1402 through bearings, and its stator and its housing are fixed with the drive axle housing.

The TV control motor reduction mechanism 1100 mainly includes a fourth planetary gear train 1010 and a fifth planetary gear train 1020 . The fourth planetary gear train 1010 includes a sun gear 1014, three planetary gears 1012 uniformly distributed around the circumference, a planetary carrier 1013 and an inner ring gear 1011 fixed on the drive axle housing. The sun gear 1014 is spline connected with the hollow shaft inner rotor of the TV control motor 1001 , and the planet carrier 1013 is integrated with the sun gear 1024 of the fifth planetary gear train 1020 . The fifth planetary gear train 1020 includes a sun gear 1024, three planetary gears 1022 uniformly distributed around the circumference, a planetary carrier 1023 and an inner ring gear 1021 fixed on the drive axle housing. The sun gear 1024 is supported on the first axle shaft 1402 through bearings, and the planet carrier 1023 is integrated with the ring gear 1031 of the first planetary gear train 1030 .

Preferably, the TV control motor reduction mechanism 1100 can be composed of a single-row planetary gear train, a multi-row planetary gear train or other types of reduction mechanisms, so changing the form of the reduction gear mechanism 1100 is not regarded as an innovation to the present invention.

The double planetary row TV coupling mechanism 1200 mainly includes the first planetary gear train 1030, the second planetary gear train 1040, the first clutch 1 and the second clutch 2, and the planets of the first planetary gear train 1030 and the second planetary gear train 1040. The characteristic parameters of the rows must be the same, and the types of the planetary rows must be consistent. The first planetary gear train 1030 includes a sun gear 1034 , three planetary gears 1032 uniformly distributed around the circumference, a planet carrier 1033 , an inner ring gear 1031 , and a driven disc 1035 . The ring gear 1031 is integrated with the planetary carrier 1023 of the fifth planetary gear train 1020 , the sun gear 1034 is integrated with the sun gear 1044 of the second planetary gear train 1040 , and is supported on the first axle shaft 1402 through bearings. The driven disc 1035 is spline connected with the first half shaft 1402 , and the left end of the planet carrier 1033 is connected with the driven disc 1035 through the first clutch 1 . When the first clutch 1 is engaged, the planet carrier 1033 is fixedly connected to the driven disc 1035, and the first half shaft 1402 and the planet carrier 1033 rotate at the same speed; when the first clutch 1 is disconnected, the planet carrier 1033 and the driven disc 1035 is disconnected, and the first half shaft 1402 and the planet carrier 1033 rotate independently. 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; when the second clutch 2 is disconnected, the planet carrier 1033 can rotate relative to the drive axle housing. The second planetary gear train 1040 includes a sun gear 1044, three planetary gears 1042 uniformly distributed around the circumference, a planet carrier 1043 and an inner ring gear 1041 fixed on the drive axle housing. The planet carrier 1043 is integrated with the sun gear 1054 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 is supported on the first axle shaft 1402 through bearings.

It should be noted that changing the clutch type or engagement mode of the first clutch 1 and the second clutch 2 is not regarded as an innovation of the present invention.

The single planetary differential coupling mechanism 1300 is mainly composed of the third planetary gear train 1050 , the third clutch 3 and the fourth clutch 4 . The third planetary gear train 1050 includes a sun gear 1054 , three planetary gears 1052 uniformly distributed around the circumference, a planet carrier 1053 , an inner ring gear 1051 , and a driven disc 1055 . The inner ring gear 1051 is integrated with the differential case 1401, the sun gear 1054 is integrated with the planet carrier 1043 of the second planetary gear train 1040, the driven disc 1055 is spline connected with the first half shaft 1402, and the right end of the planet carrier 1053 passes through The third clutch 3 is connected with the driven disc 1055 . When the third clutch 3 is engaged, the planet carrier 1053 is fixedly connected to the driven disc 1055, and the first half shaft 1402 and the planet carrier 1053 rotate at the same speed; when the first clutch 3 is disconnected, the planet carrier 1053 and the driven disc 1055 is disconnected, and the first half shaft 1402 and the planet carrier 1053 rotate independently. 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 disconnected, the planet carrier 1053 can rotate relative to the drive axle housing.

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

The traditional bevel gear differential 1400 is mainly composed of a differential case 1401, a first half shaft 1402, a second half shaft 1403, a first side gear 1404, a second side gear 1405, two conical planetary gears 1406 and 1407, the planetary gear shaft 1408 constitutes. The first side gear 1404 is splined to the first side shaft 1402 , the second side gear 1405 is splined to the second side shaft 1403 , and the differential case 1401 is supported on the second side shaft 1403 through bearings.

The main driving motor reduction mechanism 1500 is located on the right side of the drive axle, and is mainly composed of a sixth planetary gear train 1060 and a seventh planetary gear train 1070 . The sixth planetary gear train 1060 includes a sun gear 1064, three planetary gears 1062 uniformly distributed around the circumference, a planet carrier 1063 and an inner ring gear 1061 fixed on the drive axle housing. The planet carrier 1063 is integrated with the differential case 1401 , the sun gear 1064 is integrated with the planet carrier 1073 of the seventh planetary gear train 1070 , and the sun gear 1064 is supported on the second half shaft 1403 through bearings. The seventh planetary gear train 1070 includes a sun gear 1074, three planetary gears 1072 uniformly distributed around the circumference, a planet carrier 1073 and an inner ring gear 1071 fixed on the drive axle housing. Wherein the sun gear 1074 is spline connected with the hollow inner rotor shaft of the main driving motor 1002 .

Preferably, the main drive motor reduction mechanism 1500 can be composed of a single-row planetary gear train, a multi-row planetary gear train or other forms of reduction mechanisms, so changing the form of the main drive motor reduction mechanism 1500 is not considered an innovation of the present invention.

The main drive motor 1002 is located on the right side of the drive axle, and it is a hollow shaft inner rotor motor, and the second half shaft 1403 connected to the right wheel passes through the 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 the driving torque into the main drive motor reduction mechanism 1500 through the sun gear 1074, and then act on the differential case 1401 , and finally equally divided into the first semi-axis 1402 and the second semi-axis 1403 . The main drive motor 1002 is supported on the second half-shaft 1403 through bearings, and its stator and its housing are fixed with the driving axle housing.

Embodiment two

As shown in Figure 2, 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 planetary gear planetary row, and the third planetary gear train in the single planetary row differential coupling mechanism 1300 The gear train 1050 is a single-row double-stage planetary gear planetary row, and the structure diagram is as shown in the figure. Other structures in this embodiment are completely the same as those in Embodiment 1.

Embodiment Three

As shown in Figure 3, 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-stage planetary gear planetary row, and the single planetary row differential gear coupling mechanism 1300 The third planetary gear train 1050 is a single planetary gear planetary row, and the schematic structure is as shown in the figure. Other structures in this embodiment are completely the same as those in Embodiment 1.

Embodiment Four

As shown in Figure 4, 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-stage planetary gear planetary row, and the single planetary row differential gear coupling mechanism 1300 The third planetary gear train 1050 is also a single-row double-stage planetary gear planetary row, and its structure diagram is shown in the figure. Other structures in this embodiment are completely the same as those in Embodiment 1.

The schemes shown in Fig. 1 to Fig. 4 are all realizable embodiment structural schemes of the electric differential with torque directional distribution function according to the present invention, but considering the system inertia loss and operating efficiency, the scheme shown in Fig. 1 The embodiment scheme shown is the best preferred scheme, followed by the scheme shown in Figure 3, and again the scheme shown in Figure 2 and Figure 4.

The working principle of the dual-motor coupling drive axle with torque-oriented distribution function described in the present invention is as follows:

1. Single drive mode of the main drive motor

When the car is in the working condition of normal straight-line driving and normal differential speed turning, the driving torque of the left and right wheels is the same, and there is no need for torque distribution. As shown in Figure 1, at this moment, the first clutch 1, the second clutch 2, the third clutch 3, and the fourth clutch 4 are all disconnected, the TV control motor does not start, and the torque directional distributor 2000 does not intervene in the driving of the vehicle. Only driven by the main drive motor 1002, the torque output by the main drive motor 1002 acts on the differential case 1401 through the torque increase of the main drive motor reduction mechanism 1500. Due to the principle of equal torque division of the traditional bevel gear differential mechanism 1400, it acts on The torque on the differential case 1401 is equally divided into the first half shaft 1402 and the second half shaft 1403 to drive the vehicle. At this time, the torque distribution flow is shown in Fig. 5 .

2. Torque orientation distribution mode

When the car is turning at a medium-high speed, it is necessary to distribute the torque direction of the inner wheel to the outer wheel to improve the turning maneuverability, as shown in Figure 6, at this time the first clutch 1 and the third clutch 3 are engaged, and the second clutch 2, The fourth clutch 4 is disconnected, the planetary carrier 1033 in the first planetary gear train 1030 is connected with the driven disc 1035 and the first half shaft 1402, and the planetary carrier 1053 in the third planetary gear train 1050 is connected with the driven disc 1055 and the first axle shaft 1402. The half shaft 1402 is connected, and the torque directional distributor 2000 intervenes in the drive of the vehicle to perform torque directional distribution to the wheels on both sides.

If the rotation direction of the wheel is set as the positive direction when the car is driving, and vice versa, take the car turning left as an example to analyze:

At this time, the TV control motor 1001 is controlled to output a forward torque T ₀ , and after the torque is decelerated and increased by the TV control motor deceleration mechanism 1100, the torque input to the inner ring gear 1031 in the double planetary row TV coupling mechanism 1200 is iT ₀ , where i is the transmission ratio of the TV control motor reduction mechanism 1100 . Therefore, the moment of the planet carrier 1033 input to the first half shaft 1402 in the first planetary gear train 1030 is Where k is the characteristic parameter of the planetary row of the first planetary gear set 1030 and the second planetary gear set 1040 . Then the torque of the sun gear 1054 input into the single planetary differential coupling mechanism 1300 by the TV control motor 1001 is Therefore, the moment of the planet carrier 1053 input to the first half shaft in the third planetary gear train 1050 is Where k ₅ is a characteristic parameter of the planetary row of the third planetary gear train 1050 . Similarly, the torque of the ring gear 1051 input to the differential case 1401 in the third planetary gear train 1050 is Therefore, the torque equally divided by the differential case 1401 to the first half shaft 1402 and the second half shaft 1403 is

Therefore, the torque input to the first half shaft 1402 by the TV control motor 1001 is the torque input to the first half shaft 1402 by the planet carrier 1033 in the first planetary gear train 1030 through the first clutch 1, and the planet carrier in the third planet gear train 1050 1053 is formed by the sum of the torque input by the third clutch 3 to the first half shaft 1402 and the torque equally divided by the differential case 1401 to the first half shaft. The result is The torque that is finally input to the second half shaft 1403 by the TV control motor 1001 is

As can be seen above, the torque input into the first half shaft 1402 and the second half shaft 1403 by the TV control motor 1001 is equal and reversed, so the total longitudinal driving torque does not change, and the left side connected to the first half shaft 1402 The torque of the side wheels is reduced, and the torque of the right wheel connected to the second half shaft 1403 is increased, which can generate a yaw moment that is helpful for turning left, and improves the maneuverability of the car when turning left. At this time, the torque distribution flow As shown in Figure 7. It should be noted that if the TV control motor outputs a negative torque at this time, the driving torque will be directional distributed from the right wheel to the left wheel, and a yaw moment will be generated to prevent the vehicle from oversteering, which is used to maintain car stability.

In the same way, when the car is turning right at medium speed, the motor controller controls the TV to control the motor 1001 to output a negative torque, which can produce a yaw that is helpful for turning right without changing the total longitudinal drive torque The torque improves the right-turn maneuverability of the car, and the torque distribution flow is shown in Figure 8. It should be noted that if the TV control motor outputs positive torque at this time, the drive torque will be directional distributed from the left wheel to the right wheel, and a yaw moment will be generated to prevent the vehicle from oversteering, which is used to maintain car stability.

3. TV control motor assist mode

When the car does not need to increase turning maneuverability and maintain stability, the TV control motor does not work, such as when the car is going straight and under normal differential speed turning conditions. In order to improve powertrain utilization and drive efficiency and avoid reactive power loss, when the car is in some specific working conditions, the TV control motor and the main drive motor jointly drive the car. At this time, the main drive motor provides a basic constant power output, and the TV controls the motor to "cut peaks and fill valleys". That is to say, when starting or rapid acceleration, the torque demand is large. In order to prevent the main drive motor from entering the peak load low efficiency range, at this time, the TV is controlled to control the motor to participate in the drive, and its output torque is coupled with the main drive motor to drive the car together. ; When the required power of the vehicle is small and in the high-efficiency range of the TV control motor (such as the low-speed driving condition of small and medium loads), the TV control motor can be controlled to drive the vehicle alone; When the motor is in the high-efficiency range (such as medium-load, medium-speed and constant-speed driving conditions), at this time, the main drive motor is controlled to drive the vehicle alone; The motor can also be responsible for driving the vehicle on the one hand, and on the other hand, it is responsible for driving the TV to control the motor to generate electricity in reverse, and use the TV to control the motor to adjust the operating point of the main drive motor so that it falls in the high-efficiency range and improve the driving efficiency of the vehicle. However, this work It will cause secondary energy conversion loss, so it is generally not used.

As shown in Figure 9, at this time, the first clutch 1 and the third clutch 3 are both disconnected, the second clutch 2 and the fourth clutch 4 are both engaged, and the planet carrier 1033 in the first planetary gear train 1030 is fixed on the drive axle housing Above, the planet carrier 1053 in the third planetary gear train 1050 is fixed on the drive axle case. The torque directional distributor 2000 is only connected to the differential case 1401 at this time, and not connected to the first half shaft 1402. The torque directional distributor 2000 becomes a reduction mechanism, which further amplifies the torque of the TV control motor and applies it to the differential on the gearbox housing. At this time, the TV control motor and the main drive motor can drive the vehicle independently, or can be coupled in parallel to drive the vehicle. During coupled drive, on the one hand, it can provide a greater driving torque for the car to meet the acceleration power demand of the whole vehicle; on the other hand, it can use the TV control motor to reverse drag and generate electricity to adjust the operating point of the main drive motor and optimize the drive efficiency of the main motor. It will increase the secondary energy conversion loss and is generally not used. The torque distribution flow is shown in Fig. 10.

Although the embodiment of the present invention has been disclosed as above, it is not limited to the use listed in the specification and implementation, it can be applied to various fields suitable for the present invention, and it can be easily understood by those skilled in the art Therefore, the invention is not limited to the specific details and examples shown and described herein without departing from the general concept defined by the claims and their equivalents.

Claims (10)

1. A dual-motor coupled drive axle with torque-oriented distribution function, characterized in that it comprises: The main drive mechanism is arranged on one side of the differential, and its output end is connected to the differential case, which can transmit the rotational power to the differential case to drive the vehicle; TV control driving mechanism, which is arranged on the other side of the differential, and is used to output control power; The first single-row planetary gear train includes a first sun gear, a first planetary gear, a first planet carrier and a first ring gear, the first sun gear is rotatably supported on a first half shaft, and the first The ring gear is connected to the output end of the TV control drive mechanism; The second single-row planetary gear train includes a second sun gear, a second planetary gear, a second planet carrier, and a second ring gear, the second ring gear is fixed on the drive axle housing, and the second sun gear It is coaxially and fixedly connected with the first sun gear; The third single-row planetary gear train includes a third sun gear, a third planetary gear, a third planet carrier, and a third ring gear, the third sun gear is fixedly connected to the second planet carrier, and the third ring gear Fixed connection with the differential case; a first clutch, which is respectively connected to the first half shaft and the first planet carrier, so as to separate or engage the first half shaft and the first planet carrier; a third clutch, which is respectively connected to the first half shaft and the third planet carrier, so as to separate or engage the first half shaft and the third planet carrier; Wherein, the first single-row planetary gear train and the second single-row planetary gear train have the same characteristic parameters. 2. The dual-motor coupling drive axle with torque orientation distribution function according to claim 1, further comprising: a second clutch, which is respectively connected to the first planet carrier and the drive axle housing, so as to separate or engage the first planet carrier and the drive axle housing; The fourth clutch is respectively connected to the third planetary carrier and the transaxle case to separate or engage the third planetary carrier and the transaxle case. 3. The double-motor coupled drive axle with torque-oriented distribution function according to claim 2, characterized in that, the TV control drive mechanism comprises a TV control motor and a TV reduction mechanism; The TV control motor has a hollow output shaft, the first half shaft is rotatably supported on the hollow output shaft, and passes through the hollow output shaft. 4. The dual-motor coupling drive axle with torque directional distribution function according to claim 2 or 3, characterized in that the TV reduction mechanism comprises: The fourth single-row planetary gear train includes a fourth sun gear, a fourth planetary gear, a fourth planet carrier, and a fourth ring gear. The fourth sun gear is fixedly connected to the hollow output shaft, and the fourth ring gear is fixedly connected to the hollow output shaft. on the drive axle housing; The fifth single-row planetary gear train includes a fifth sun gear, a fifth planetary gear, a fifth planet carrier, and a fifth ring gear, the fifth sun gear is fixedly connected to the fourth planet carrier, and the fifth ring gear Fixed on the drive axle case, the fifth planet carrier is fixedly connected with the first ring gear. 5. The dual-motor coupled drive axle with torque directional distribution function according to claim 1 or 2, characterized in that the main drive mechanism comprises a main drive motor and a main reduction mechanism. 6. The dual-motor coupling drive axle with torque directional distribution function according to claim 5, characterized in that, the main reduction mechanism comprises: The seventh single-row planetary gear train, which includes the seventh sun gear, the seventh planetary gear, the seventh planet carrier and the seventh ring gear, the seventh sun gear is fixedly connected to the output shaft of the main drive motor, and the seventh gear The ring is fixed on the drive axle housing; The sixth single-row planetary gear train includes a sixth sun gear, a sixth planetary gear, a sixth planet carrier and a sixth ring gear, the sixth sun gear is fixedly connected to the seventh planet carrier, and the sixth ring gear It is fixed on the drive axle case, and the sixth planet carrier is fixedly connected with the differential case. 7. The dual-motor coupling drive axle with torque directional distribution function according to claim 6, characterized in that, the main drive motor has a hollow output shaft, and the second half shaft is rotatably supported on the hollow output shaft shaft and passes through the hollow output shaft. 8. A dual-motor coupling drive axle with torque-oriented distribution function, characterized in that it comprises: The main drive mechanism is arranged on one side of the differential, and its output end is connected to the differential case, which can transmit the rotational power to the differential case to drive the vehicle; TV control driving mechanism, which is arranged on the other side of the differential, and is used to output control power; The first single-row double-stage planetary gear train includes a first sun gear, a first double-stage planetary gear, a first planet carrier, and a first ring gear, and the first sun gear is rotatably supported on a first half shaft, The first ring gear is connected to the output end of the TV control drive mechanism; The second single-row double-stage planetary gear train includes a second sun gear, a second double-stage planetary gear, a second planet carrier, and a second ring gear, the second ring gear is fixed on the drive axle housing, and the The second sun gear is coaxially fixedly connected with the first sun gear; The third single-row planetary gear train includes a third sun gear, a third planetary gear, a third planet carrier, and a third ring gear, the third sun gear is fixedly connected to the second planet carrier, and the third ring gear Fixed connection with the differential case; a first clutch, which is respectively connected to the first half shaft and the first planet carrier, so as to separate or engage the first half shaft and the first planet carrier; a third clutch, which is respectively connected to the first half shaft and the third planet carrier, so as to separate or engage the first half shaft and the third planet carrier; Wherein, the first single-row double-stage planetary gear train has the same characteristic parameters as the second single-row double-stage planetary gear train. 9. A dual-motor coupled drive axle with torque-oriented distribution function, characterized in that it comprises: The main drive mechanism is arranged on one side of the differential, and its output end is connected to the differential case, which can transmit the rotational power to the differential case to drive the vehicle; TV control driving mechanism, which is arranged on the other side of the differential, and is used to output control power; The first single-row planetary gear train includes a first sun gear, a first planetary gear, a first planet carrier and a first ring gear, the first sun gear is rotatably supported on a first half shaft, and the first The ring gear is connected to the output end of the TV control drive mechanism; The second single-row planetary gear train includes a second sun gear, a second planetary gear, a second planet carrier, and a second ring gear, the second ring gear is fixed on the drive axle housing, and the second sun gear Coaxially and fixedly connected with the first sun gear; The third single-row double-stage planetary gear train includes a third sun gear, a third double-stage planetary gear, a third planet carrier and a third ring gear, the third sun gear is fixedly connected to the second planet carrier, the The third ring gear is fixedly connected with the differential case; a first clutch, which is respectively connected to the first half shaft and the first planet carrier, so as to separate or engage the first half shaft and the first planet carrier; a third clutch, which is respectively connected to the first half shaft and the third planet carrier, so as to separate or engage the first half shaft and the third planet carrier; Wherein, the first single-row planetary gear train and the second single-row planetary gear train have the same characteristic parameters. 10. A dual-motor coupling drive axle with torque-oriented distribution function, characterized in that it comprises: The main drive mechanism is arranged on one side of the differential, and its output end is connected to the differential case, which can transmit the rotational power to the differential case to drive the vehicle; TV control driving mechanism, which is arranged on the other side of the differential, and is used to output control power; The first single-row double-stage planetary gear train includes a first sun gear, a first double-stage planetary gear, a first planet carrier, and a first ring gear, and the first sun gear is rotatably supported on a first half shaft, The first ring gear is connected to the output end of the TV control drive mechanism; The second single-row double-stage planetary gear train includes a second sun gear, a second double-stage planetary gear, a second planet carrier, and a second ring gear, the second ring gear is fixed on the drive axle housing, and the The second sun gear is coaxially fixedly connected with the first sun gear; The third single-row double-stage planetary gear train includes a third sun gear, a third double-stage planetary gear, a third planet carrier and a third ring gear, the third sun gear is fixedly connected to the second planet carrier, and The third ring gear is fixedly connected with the differential case; a first clutch, which is respectively connected to the first half shaft and the first planet carrier, so as to separate or engage the first half shaft and the first planet carrier; a third clutch, which is respectively connected to the first half shaft and the third planet carrier, so as to separate or engage the first half shaft and the third planet carrier; Wherein, the first single-row double-stage planetary gear train has the same characteristic parameters as the second single-row double-stage planetary gear train.