CN108297620B - Torque directional distribution electric drive axle based on double-rotor motor - Google Patents
Torque directional distribution electric drive axle based on double-rotor motor Download PDFInfo
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- CN108297620B CN108297620B CN201810203477.8A CN201810203477A CN108297620B CN 108297620 B CN108297620 B CN 108297620B CN 201810203477 A CN201810203477 A CN 201810203477A CN 108297620 B CN108297620 B CN 108297620B
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- 238000005516 engineering process Methods 0.000 description 7
- 238000010586 diagram Methods 0.000 description 5
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
- B60B35/00—Axle units; Parts thereof ; Arrangements for lubrication of axles
- B60B35/12—Torque-transmitting axles
- B60B35/121—Power-transmission from drive shaft to hub
- B60B35/122—Power-transmission from drive shaft to hub using gearings
- B60B35/125—Power-transmission from drive shaft to hub using gearings of the planetary type
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K1/00—Arrangement or mounting of electrical propulsion units
- B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
- B60K17/16—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of differential gearing
- B60K17/165—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of differential gearing provided between independent half axles
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Retarders (AREA)
Abstract
The invention discloses a torque directional distribution electric drive axle based on a double-rotor motor, which comprises the following components: the output end of the main driving motor is connected with the shell of the bevel gear differential mechanism through a speed reducing mechanism; the counter-rotating type double-rotor motor comprises an outer rotor and an inner rotor which are coaxially and relatively rotatably arranged; the first output end driving gear wheel of the first output gear transmission mechanism is fixedly connected with the output end of the outer rotor of the double-rotor motor, and the first output end driven gear is connected with a first half shaft; the second output end driving gear of the second output end gear transmission mechanism is fixedly connected with the output end of the inner rotor of the double-rotor motor, and the second output end driven gear bevel gear differential shell is fixedly connected; the first output end gear transmission mechanism and the second output end gear transmission mechanism have the same transmission ratio. The electric drive axle based on the directional torque distribution of the double-rotor motor provided by the invention has the advantages that the directional torque distribution of wheels on two sides is realized without a clutch, the action response is rapid, and the integration level is high.
Description
Technical Field
The invention belongs to the technical field of electric automobile transmission, and particularly relates to a torque directional distribution electric drive axle based on a double-rotor motor.
Background
In recent years, with the improvement of the living standard of people and the continuous progress of technology, people have also put higher and higher demands on the quality of automobiles, and the demands on high-performance automobiles are gradually increased year by year from the demand of originally serving as a walking aid only to the demands on safety, comfort, economy, driving fun and the like. Therefore, research and development investment for high-performance automobiles is also necessary.
The electric automobile is an important development direction of adapting to energy conservation and emission reduction in future traffic modes, is valued by various countries, and has been well developed in recent years. The development of the Chinese electric automobile starts from large buses and small low-end electric automobiles, however, along with the development of electronic information technology, the electric automobile gradually develops to informatization and high-end, and high-performance and sports electric automobiles represented by Tesla and Biedi Tang are promoted. Therefore, in order to improve the drivability of the electric vehicle, the application of the electric drive axle with the torque directional distribution function is an important means for improving the technical level and the product force of the electric vehicle to develop the electric vehicle with high performance.
The traditional automobile driving axle is positioned at the tail end of a transmission system and mainly comprises a main speed reducer, a bevel gear differential mechanism, a half shaft, a driving axle housing and the like, wherein the bevel gear differential mechanism is an important part in the driving axle. Because of the differential torque principle of the bevel gear differential mechanism, the driving torque transmitted by the engine can only be evenly distributed to wheels on two sides, so that the ground adhesion force can not be well utilized under the condition of uneven road surface adhesion, and even the situation of wheel slip occurs on one side with low adhesion, thereby causing instability of the vehicle. Meanwhile, when the automobile turns at a high speed, the load on the inner side is transferred to the outer side, so that the inner side wheels can reach the attachment limit to generate slip so as to cause instability of the automobile. If the driving torque can be distributed between the wheels at two sides at will, the attachment limit of each wheel can be fully utilized, and the instability working condition can be greatly reduced. In addition, when the road surface at the wheels at the two sides is uneven, the driving torque can be transferred from the low adhesion side to the high adhesion side, so that the working condition of wheel slip at the low adhesion side is eliminated. When the automobile turns at a high speed, if the driving torque is transferred from the inner side wheel to the outer side wheel, the inner side wheel can be prevented from slipping, the lateral force margin of the whole automobile is increased, and meanwhile, an additional yaw moment is generated, and the moment can help to push and guide the automobile to turn, so that the turning maneuverability and the limiting turning capacity of the automobile are improved.
Currently, the technology is applied to some high-end sport cars and SUVs in the form of a torque-oriented distribution bevel gear differential mechanism, such as a super four-wheel drive system (SH-AWD) in Honda and a super active yaw control System (SAYC) in Mitsubishi, but the technology is not applied to electric automobiles too much, and in addition, the existing torque-oriented distribution bevel gear differential mechanism technology applied to the traditional four-wheel drive car is often used for realizing the transverse transfer distribution of torque by arranging a planetary gear mechanism controlled by a plurality of electromagnetic or hydraulic clutches in a drive axle. Because of the slipping loss when the clutch is combined and disconnected, the system power consumption is increased. Moreover, the clutch locking torque is limited, and response lag exists in the action, which influences the execution effect and quality of the torque directional distribution. In addition, multiple sets of planetary gear mechanisms also result in higher system volumes and masses, and difficult spatial arrangements.
Disclosure of Invention
The invention aims at overcoming the defects of the prior art, and provides a torque directional distribution electric drive axle based on a double-rotor motor, which realizes a torque directional distribution function by outputting torques with opposite directions through a double-power output end of the double-rotor motor, thereby increasing the limit turning capacity and the maneuverability of the electric vehicle.
The technical scheme provided by the invention is as follows:
a dual rotor electric machine based torque vectoring electric drive axle comprising:
the output end of the main driving motor is connected with the shell of the bevel gear differential mechanism through a speed reducing mechanism;
wherein a first half shaft is rotatably supported on the housing and connected through the housing to a first side gear of the bevel gear differential and a second half shaft is rotatably supported on the housing and connected through the housing to a second side gear of the bevel gear differential;
the counter-rotating type double-rotor motor comprises an outer rotor and an inner rotor which are coaxially and relatively rotatably arranged;
the first output end driving gear is connected with the outer rotor power output shaft;
the first output end driven gear is in meshed transmission with the first output end driving gear and is connected with the first half shaft;
the second output end driving gear is connected with the inner rotor power output shaft;
a second output driven gear in meshed drive with the second output driving gear, rotatably supported on the first axle shaft, and connected with the housing of the bevel gear differential;
the transmission ratio between the first output end driving gear and the first output end driven gear is equal to the transmission ratio between the second output end driving gear and the second output end driven gear.
Preferably, the first half shaft and the second half shaft respectively penetrate from center holes on both sides of the bevel gear differential housing and are rotatably supported on the bevel gear differential housing.
Preferably, the first output driven gear is spline-connected with the first half shaft.
Preferably, the bevel gear differential further comprises:
a planetary gear shaft passing through the center of the bevel gear differential housing and rotatably supported on the housing of the bevel gear differential;
a first conical planetary gear fixedly mounted on the planetary gear shaft and simultaneously externally engaged with the first side gear and the second side gear;
a second conical planetary gear fixedly mounted on the planetary gear shaft and simultaneously externally engaged with the first side gear and the second side gear;
the first conical planetary gear and the second conical planetary gear are symmetrically arranged.
Preferably, the first half shaft gear is in spline connection with the first half shaft; the second side gear is in splined connection with the second side gear.
Preferably, the speed reducing mechanism includes:
the first planet gear system comprises a first annular gear, a first planet gear, a first sun gear and a first planet carrier;
the first inner gear ring is fixed on a driving axle shell, the first sun gear is rotatably supported on the second half shaft, and the first planet carrier is fixedly connected with the shell of the bevel gear differential mechanism;
the second planetary gear train comprises a second annular gear, a second planet wheel, a second sun wheel and a second planet carrier;
the second planet carrier is fixedly connected with the first sun gear, the second annular gear is fixed on the driving axle shell, and the second sun gear is rotatably supported on the second half axle and is in spline connection with the output end of the main driving motor.
Preferably, the first half shaft and the second half shaft are respectively connected with the left and right wheels through constant velocity universal joints.
Preferably, the main drive motor is a hollow shaft type inner rotor motor.
Preferably, the outer housing of the counter-rotating double-rotor motor is fixed on the drive axle housing, the outer rotor is rotatably supported in the outer housing cavity of the counter-rotating double-rotor motor, and the inner rotor is rotatably supported in the outer rotor cavity.
The beneficial effects of the invention are as follows:
(1) The electric drive axle based on the directional torque distribution of the double-rotor motor overcomes the defect of differential torque difference of the traditional bevel gear differential mechanism, so that the driving torque of an automobile can be distributed to the left and right wheels of a rear axle in an opposite direction in an equal and equal direction at will according to the control requirement of control logic, the torque can be transferred from the wheel at the side with high rotating speed to the wheel at the side with low rotating speed, the torque can be transferred from the wheel at the side with low rotating speed to the wheel at the side with high rotating speed, the random distribution of the wheel torque at the left and right sides is realized on the premise of strictly not changing the longitudinal total driving torque, and the turning maneuverability and driving pleasure of the automobile are improved.
(2) The electric drive axle for torque directional distribution based on the double-rotor motor provided by the invention uses the opposite-rotating double-rotor motor as a driving power source of the torque directional distribution mechanism, has no friction loss and rapid action response, simplifies a planetary gear mechanism of the traditional torque directional distribution mechanism, has high system integration level, compact structure and small space occupation, and is simpler and more reliable for realizing the control of the torque directional distribution function; the traditional bevel gear differential mechanism which is the same as the existing automobile drive axle is adopted, and the product technology inheritance is good.
(3) Compared with a hub motor distributed driving system which can realize free torque distribution, the electric drive axle based on the torque directional distribution of the double-rotor motor provided by the invention has the advantages that unsprung mass is not increased, and the smoothness of an automobile is not affected.
Drawings
Fig. 1 is a schematic diagram of a torque directional distribution electric drive axle based on a dual-rotor motor.
Fig. 2 is a schematic diagram of a torque flow direction of the electric drive axle of the present invention based on torque directional distribution of a dual rotor motor when there is no torque distribution requirement.
Fig. 3 is a schematic diagram of a torque flow direction of the electric drive axle based on the directional torque distribution of the dual-rotor motor according to the present invention when the driving torque is distributed by the first half shaft to the second half shaft.
Fig. 4 is a schematic diagram of a torque flow direction of the electric drive axle based on the torque directional distribution of the dual-rotor motor according to the present invention when the driving torque is distributed by the second half-axis direction first half-axis direction.
Detailed Description
The present invention is described in further detail below with reference to the drawings to enable those skilled in the art to practice the invention by referring to the description.
As shown in fig. 1, the present invention provides a dual-rotor motor-based torque directional distribution electric drive axle, which is mainly composed of a torque directional distributor 2000, a bevel gear differential mechanism 1300, a main drive motor reduction mechanism 1000 and a main drive motor 1001.
The torque directional distributor 2000 is located at the left side of the drive axle (or the position of the main power source assembly formed by the main drive motor 1001 and the main drive motor reducing mechanism 1000 can be exchanged, and the main power source assembly is arranged at the right side of the drive axle), and mainly comprises a counter-rotating type double-rotor motor 1600, a first output end gear transmission mechanism 1400 and a second output end gear transmission mechanism 1500.
The outer housing 1601 of the counter-rotating type dual-rotor motor 1600 is fixed on the driving axle housing, and the outer rotor 1602 is rotatably supported in the inner cavity of the outer housing 1601, and serves as a first output end (an outer rotor power output shaft) of the counter-rotating type dual-rotor motor, and outputs torque outwards. An inner rotor 1603 is rotatably supported in the inner cavity of the outer rotor 1602 as a second output end (inner rotor power output shaft) of the counter-rotating double-rotor motor, outputting torque outwardly. The counter-rotating type double-rotor motor 1600 has the characteristic that the torques output by the outer rotor 1602 and the inner rotor 1603 are always the same in magnitude and opposite in direction, and the characteristic is determined by the characteristic that the double-rotor motor is of a counter-rotating type double-rotor motor.
The first output gear transmission 1400 is formed by a first output drive gear 1401 and a first output driven gear 1402. A first output driven gear 1402 is meshed with the first output driving gear 1401; the first output end driving gear 1401 is fixedly connected with a first output end of the counter-rotating type dual-rotor motor 1600, and can transmit the torque output by the outer rotor 1602, and the first output end driven gear 1402 is in spline connection with the first half shaft 1301.
The second output gear transmission 1500 is composed of a second output driving gear 1501 and a second output driven gear 1502. A second output driven gear 1502 is meshed with the second output driving gear 1501; the second output end driving gear 1501 is fixedly connected to the second output end of the counter-rotating dual-rotor motor 1600, and can transmit the torque output by the inner rotor 1603, and the second output end driven gear 1502 is rotatably supported on the first half shaft 1301 and is fixedly connected to the bevel gear differential housing 1308.
The first output gear assembly 1400 has the same gear ratio as the second output gear assembly 1500.
The bevel gear differential mechanism 1300 is mainly composed of a first half shaft 1301, a second half shaft 1302, a first half shaft gear 1303, a second half shaft gear 1304, two conical planetary gears 1305 and 1306, a planetary gear shaft 1307, and a bevel gear differential housing 1308. Wherein the first half shaft gear 1303 is spline-connected to the first half shaft 1301 connecting the left wheel. The second side gear 1304 is spline-connected to a second side shaft 1302 that connects right-side wheels, and the first side shaft 1301 and the second side shaft 1302 are respectively penetrated from center holes on both sides of the bevel gear differential housing 1308 and rotatably supported on the bevel gear differential housing 1308, and finally power is output to the left and right-side wheels through constant velocity joints (not shown in the drawing). The bevel gear differential housing 1308 is rotatably supported on the transaxle housing, and the left end face of the bevel gear differential housing 1308 is fixedly connected to the second output driven gear 1502. A pinion shaft 1307 is rotatably supported on the bevel gear differential housing 1308 through the center of the bevel gear differential housing 1308, and two bevel pinion gears 1305 and 1306 are symmetrically installed in the middle of the pinion shaft 1307. Two conical planetary gears 1305 and 1306 are disposed face to face on both sides of the center of the bevel gear differential and are externally meshed with a first side gear 1303 and a second side gear 1304 disposed on both left and right sides thereof, respectively.
The main driving motor reducing mechanism 1000 is located at the right side of the driving axle and mainly comprises a first planetary gear train 1100 and a second planetary gear train 1200. The first planetary gear system 1100 includes a first ring gear 1101, three first planetary gears 1102 uniformly distributed circumferentially, a first sun gear 1103, and a first carrier 1104. Wherein the first ring gear 1101 is fixed to the transaxle housing and the first sun gear 1103 is rotatably supported on the second half shaft 1302. The first planet carrier 1104 is fixedly connected to the bevel gear differential housing 1308. The second planetary gear train 1200 comprises a second annular gear 1201, three second planetary gears 1202 uniformly distributed on the circumference, a second sun gear 1203 and a second planet carrier 1204. The second planet carrier 1204 of the second planetary gear train 1200 is fixedly connected with the first sun gear 1103 into a whole, the second ring gear 1201 is fixed on the drive axle housing, and the second sun gear 1203 is rotatably supported on the second half shaft 1302 and is in spline connection with the hollow inner rotor shaft of the main drive motor 1001.
Preferably, the main drive motor reduction mechanism 1000 may be formed from a single row planetary gear train, a multiple row planetary gear train, or other form of reduction mechanism.
The main driving motor 1001 is located on the right side of the main driving motor reducing mechanism 1000, and is a hollow shaft type inner rotor motor, and the second half shaft 1302 connected with the right wheel penetrates out of the inner hole of the hollow rotor shaft. The hollow shaft inner rotor is in spline connection with the sun gear 1203 of the second planetary gear train 1200, and the main driving motor 1001 can transmit driving torque to the main driving motor reduction mechanism 1000 through the sun gear 1203, and acts on the bevel gear differential case 1308, and finally is equally divided onto the first half shaft 1301 and the second half shaft 1302, so as to drive the automobile to run. The inner rotor of the main driving motor 1001 is rotatably supported on the second half shaft 1302, and the stator and the housing thereof are fixedly connected with the driving axle housing.
The invention relates to a torque directional distribution electric drive axle based on a double-rotor motor, which has the following working principle:
taking the schematic structural diagram of the embodiment of the electric drive axle based on directional torque distribution of the dual-rotor motor as shown in fig. 1 as an example, when the automobile works under the normal straight running condition and has no torque distribution requirement, the dual-rotor motor 1600 has no control signal, the dual-rotor motor is not started, the first output end and the second output end of the dual-rotor motor do not output torque, at this time, the automobile is driven by the main driving motor 1001 only, the torque output by the main driving motor 1001 is applied to the bevel gear differential case 1308 through the torque increase of the main driving motor speed reducing mechanism 1000, and the torque applied to the bevel gear differential case 1308 is equally divided to the first half axle 1301 and the second half axle 1302 due to the principle of equally dividing the torque by the bevel gear differential 1300, so as to drive the automobile to run. At this time, since the vehicle travels straight, the rotational speeds of the left and right wheels are the same, and thus the rotational speeds of the first half shaft 1301, the second half shaft 1302, and the bevel gear differential case 1308 are the same. Further, since the first output driven gear 1402 is spline-connected to the first half shaft 1301, the first output driven gear 1402 has the same rotational speed as the first half shaft 1301. Further, since the second output driven gear 1502 is fixedly connected to the bevel gear differential case 1308, the second output driven gear 1502 and the bevel gear differential case 1308 have the same rotational speed, and the first output driven gear 1402 and the second output driven gear 1502 have the same rotational speed. Because the first output end gear transmission mechanism 1400 and the second output end gear transmission mechanism 1500 have the same transmission ratio, the rotation speed of the first output end driving gear 1401 and the second output end driving gear 1501 is the same, that is, the rotation speeds of the outer rotor 1602 and the inner rotor 1603 of the counter-rotating double-rotor 1600 are the same, the counter-rotating double-rotor motor 1600 is not started and idles in a follow-up mode, and the first output end and the second output end do not output torque. The torque distribution flow is shown in fig. 2.
When the automobile normally turns at a differential speed, the driving torques of the wheels at the left side and the right side are the same, and torque distribution is not needed, so that the counter-rotating type double-rotor motor 1600 does not have a control signal, the double-rotor motor is not started, the first output end and the second output end of the double-rotor motor do not output torques, and the torque output by the main driving motor 1001 is added to the bevel gear differential case 1308 through the speed reducing mechanism 1000 of the main driving motor and then is equally distributed to the first half shaft 1301 and the second half shaft 1302 to drive the automobile to run. The torque distribution flow is also shown in fig. 2.
When the vehicle is operated under the condition that the driving torque is distributed from the first half shaft 1301 to the second half shaft 1302, if the rotation direction of the wheels is set to be positive when the vehicle is running forward, the rotation direction is set to be negative. At this time, the counter-rotating type double-rotor motor 1600 is started by receiving the control signal, and starts to output torque. If the output torque of the first output end of the counter-rotating type double-rotor motor 1600 is T 0 (T 0 Positive value), the torque is input into the first half shaft 1301 through the first output end gear transmission 1400 to be-i 1 T 0 Wherein i is 1 Is the gear ratio of the first output gear assembly 1400. As can be seen from the characteristics of the output torque of the counter-rotating type double-rotor motor, when the torque output by the first output end is T 0 When the torque output by the second output end is-T 0 The torque is input into the bevel gear differential housing 1308 through the second output gear transmission 1500 as torque i 1 T 0 Wherein the second output gear train 1500 has the same gear ratio i as the first output gear train 1400 1 . By the principle of equally dividing the torque by the bevel gear differential mechanism 1300, the torque acting on the bevel gear differential case 1308 is equally divided to the first half shaft 1301 and the second half shaft 1302, and therefore, the torque obtained by the first half shaft 1301 is the sum of the torque input by the first output-side gear transmission mechanism 1400 and the torque input by the bevel gear differential mechanism 1300, with the result thatThe torque available from the second half shaft 1302 is the torque input by the bevel differential 1300, with the result thatTorque reduction of the first half shaft 1301 +.>Torque increase of the second half axle 1302 +.>The distribution of the driving torque from the first half shaft 1301 to the second half shaft 1302 is achieved with the total driving torque maintained constant, the amount of driving torque distribution beingThe torque distribution flow is shown in fig. 3.
When the vehicle is operated under the condition that the driving torque is distributed from the second half shaft 1302 to the first half shaft 1301, if the rotation direction of the wheels is set to be positive when the vehicle is running forward, the rotation direction is set to be negative otherwise. Similarly, the counter-rotating type dual-rotor motor 1600 is started by receiving the control signal, and starts to output torque. If the output torque of the first output end of the counter-rotating type double-rotor motor 1600 is-T 0 (T 0 Positive value), the torque is input into the first half shaft 1301 through the first output end gear transmission 1400 as i 1 T 0 Wherein i is 1 Is the gear ratio of the first output gear assembly 1400. As can be seen from the characteristics of the output torque of the counter-rotating type double-rotor motor, when the torque output by the first output end is-T 0 When the torque output by the second output end is T 0 The torque is input into the bevel gear differential housing 1308 through the second output gear transmission 1500 as a torque-i 1 T 0 Wherein the second output gear train 1500 has the same gear ratio i as the first output gear train 1400 1 . By the principle of equally dividing the torque by the bevel gear differential mechanism 1300, the torque acting on the bevel gear differential case 1308 is equally divided to the first half shaft 1301 and the second half shaft 1302, and therefore, the torque obtained by the first half shaft 1301 is the sum of the torque input by the first output-side gear transmission mechanism 1400 and the torque input by the bevel gear differential mechanism 1300, with the result thatThe torque obtained by the second half axle 1302 is the torque input by the bevel gear differential 1300, as a result +.>Torque increase of first half shaft 1301 +.>Torque reduction of the second half axle 1302 +.>The distribution of the drive torque from the second half shaft 1302 to the first half shaft 1301 is achieved with the total drive torque maintained, the drive torque distribution amount being +.>The torque distribution flow is shown in fig. 4.
The electric drive axle based on the directional torque distribution of the double-rotor motor overcomes the defect of differential torque difference of the traditional bevel gear differential mechanism, so that the driving torque of an automobile can be distributed to the left and right wheels of a rear axle in an opposite direction in an equal and equal direction at will according to the control requirement of control logic, the torque can be transferred from the wheel at the side with high rotating speed to the wheel at the side with low rotating speed, the torque can be transferred from the wheel at the side with low rotating speed to the wheel at the side with high rotating speed, the random distribution of the wheel torque at the left and right sides is realized on the premise of strictly not changing the longitudinal total driving torque, and the turning maneuverability and driving pleasure of the automobile are improved. The counter-rotating double-rotor motor is used as a driving power source of the torque directional distribution mechanism, so that no mechanical friction loss and rapid action response are generated, a planetary gear mechanism of the traditional torque directional distribution mechanism is simplified, the system integration level is high, the structure is compact, the space occupation is small, and the control for realizing the torque directional distribution function is simpler and more reliable; the traditional bevel gear differential mechanism which is the same as the existing automobile drive axle is adopted, and the product technology inheritance is good. Compared with a hub motor distributed driving system which can realize free torque distribution, unsprung mass is not increased, and smoothness of an automobile is not affected.
Although embodiments of the present invention have been disclosed above, it is not limited to the details and embodiments shown and described, it is well suited to various fields of use for which the invention would be readily apparent to those skilled in the art, and accordingly, the invention is not limited to the specific details and illustrations shown and described herein, without departing from the general concepts defined in the claims and their equivalents.
Claims (9)
1. A dual rotor electric machine based torque vectoring electric drive axle comprising:
the output end of the main driving motor is connected with the shell of the bevel gear differential mechanism through a speed reducing mechanism;
wherein a first half shaft is rotatably supported on the housing and connected through the housing to a first side gear of the bevel gear differential and a second half shaft is rotatably supported on the housing and connected through the housing to a second side gear of the bevel gear differential;
the counter-rotating type double-rotor motor comprises an outer rotor and an inner rotor which are coaxially and relatively rotatably arranged;
the first output end driving gear is connected with the outer rotor power output shaft;
the first output end driven gear is in meshed transmission with the first output end driving gear and is connected with the first half shaft;
the second output end driving gear is connected with the inner rotor power output shaft;
a second output driven gear in meshed drive with the second output driving gear, rotatably supported on the first axle shaft, and connected with the housing of the bevel gear differential;
the transmission ratio between the first output end driving gear and the first output end driven gear is equal to the transmission ratio between the second output end driving gear and the second output end driven gear.
2. The dual rotor electric machine-based torque vectoring electric drive axle of claim 1 wherein the first half axle and the second half axle each extend through central bores on either side of the bevel differential housing and are rotatably supported on the bevel differential housing.
3. The bi-rotor motor based torque vectoring electric drive axle of claim 2 wherein the first output driven gear is splined to the first half shaft.
4. A bi-rotor motor based torque vectoring electric drive axle as claimed in claim 1 or claim 3 wherein the bevel gear differential further comprises:
a planetary gear shaft passing through the center of the bevel gear differential housing and rotatably supported on the bevel gear differential housing;
a first conical planetary gear fixedly mounted on the planetary gear shaft and simultaneously externally engaged with the first side gear and the second side gear;
a second conical planetary gear fixedly mounted on the planetary gear shaft and simultaneously externally engaged with the first side gear and the second side gear;
the first conical planetary gear and the second conical planetary gear are symmetrically arranged.
5. The dual rotor electric machine based torque vectoring electric drive axle of claim 4 wherein the first half-shaft gear is splined to the first half-shaft; the second side gear is in splined connection with the second side gear.
6. The bi-rotor motor-based torque vectoring electric drive axle of claim 1 wherein the reduction mechanism comprises:
the first planet gear system comprises a first annular gear, a first planet gear, a first sun gear and a first planet carrier;
the first inner gear ring is fixed on a driving axle shell, the first sun gear is rotatably supported on the second half shaft, and the first planet carrier is fixedly connected with the shell of the bevel gear differential mechanism;
the second planetary gear train comprises a second annular gear, a second planet wheel, a second sun wheel and a second planet carrier;
the second planet carrier is fixedly connected with the first sun gear, the second annular gear is fixed on the driving axle shell, and the second sun gear is rotatably supported on the second half axle and is in spline connection with the output end of the main driving motor.
7. The dual rotor electric machine-based torque vectoring electric drive axle of claim 6 wherein the first half axle and the second half axle are connected to the left and right side wheels, respectively, by constant velocity joints.
8. The dual rotor motor-based torque vectoring electric drive axle of claim 7 wherein the main drive motor is a hollow shaft inner rotor motor.
9. The dual rotor motor-based torque vectoring electric drive axle of claim 8 wherein the outer housing of the counter-rotating dual rotor motor is fixed to the drive axle housing, the outer rotor is rotatably supported within the outer housing cavity of the counter-rotating dual rotor motor, and the inner rotor is rotatably supported within the outer rotor cavity.
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| CN108297620B true CN108297620B (en) | 2024-02-23 |
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Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN113696676B (en) * | 2021-09-06 | 2023-12-15 | 吉林大学 | Torque directional distribution electric drive axle using planetary row plus double gear |
| CN113635709B (en) * | 2021-09-06 | 2023-10-03 | 吉林大学 | Multi-mode torque vectoring electric drive axle with single actuator |
| CN114211946B (en) * | 2022-01-07 | 2023-10-27 | 吉林大学 | Multimode electric drive axle of conical differential unilateral axle housing coupled by double-rotor motor |
| CN114312144B (en) * | 2022-01-07 | 2023-08-18 | 吉林大学 | Multimode electric drive axle of left and right half shafts of double-rotor motor coupling cylindrical differential mechanism |
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