CN113103863A - Double-side double-motor independent drive assembly of all-wheel drive special vehicle based on synchronous clutch - Google Patents
Double-side double-motor independent drive assembly of all-wheel drive special vehicle based on synchronous clutch Download PDFInfo
- Publication number
- CN113103863A CN113103863A CN202110440657.XA CN202110440657A CN113103863A CN 113103863 A CN113103863 A CN 113103863A CN 202110440657 A CN202110440657 A CN 202110440657A CN 113103863 A CN113103863 A CN 113103863A
- Authority
- CN
- China
- Prior art keywords
- driving motor
- synchronous clutch
- motor assembly
- double
- rotor
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/02—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of clutch
-
- 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
-
- 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
- B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing
- B60K17/08—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing of mechanical type
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D11/00—Steering non-deflectable wheels; Steering endless tracks or the like
- B62D11/02—Steering non-deflectable wheels; Steering endless tracks or the like by differentially driving ground-engaging elements on opposite vehicle sides
- B62D11/04—Steering non-deflectable wheels; Steering endless tracks or the like by differentially driving ground-engaging elements on opposite vehicle sides by means of separate power sources
Abstract
The invention provides a double-side double-motor independent drive assembly of a full-drive special vehicle based on a synchronous clutch, in particular to a double-side double-motor independent drive assembly of a multi-shaft wheel type full-drive special vehicle based on the synchronous clutch, and belongs to the technical field of power transmission of special vehicles. The driving assembly comprises a synchronous clutch, a left driving motor assembly and a right driving motor assembly, wherein the left driving motor assembly and the right driving motor assembly are connected through the synchronous clutch. The invention realizes rigid connection of double motors at two sides, controllable differential speed containing friction damping and complete independence in sequence by controlling complete combination, partial engagement and complete separation of the synchronous clutch, thereby enabling the vehicle to realize stable straight line running, stable controllable steering and pivot center steering. The invention has compact structure, avoids the complex driving structure of the traditional bilateral independent driving vehicle and solves the problem of the stability of the driving direction of the bilateral double-motor independent driving vehicle.
Description
Technical Field
The invention relates to the technical field of special vehicle power transmission, in particular to a full-drive special vehicle bilateral double-motor independent drive assembly based on a synchronous clutch, and specifically discloses a multi-shaft wheel type full-drive special vehicle bilateral double-motor independent drive assembly based on the synchronous clutch.
Background
With the technical progress, the power system of special vehicles (including wheeled vehicles and tracked vehicles) is also revolutionary and advanced, and pure electric special vehicles, hybrid special vehicles, fuel cell special vehicles and the like appear at present, and the development trend of diversification and electromotion is presented. For example, the U.S. army team multi-purpose Equipment Transport (SMET) unmanned vehicle project, initiated 2012 by the study plan; in 2017, in 4 months, 9 suppliers obtain a first-stage contract of the SMET unmanned vehicle; in 12 months in 2017, 4 suppliers entered the second stage of the SMET unmanned vehicle plan; in 10 months of 2019, the U.S. army selects a Multi-Utility Tactical Transport vehicle (MUTT) designed and produced by general Power land System (GDLS) as a final winner of a project of transporting unmanned vehicles of SMET teams of America army. The maximum load capacity of MUTT 8 multiplied by 8 wheeled unmanned vehicles of GDLS company is 544kg, the maximum total mass of the whole unmanned vehicle is 1587kg, the vehicle length is 2946mm, and the vehicle width is 1778mm, under the condition of being equipped with a standard fuel tank, hybrid power is adopted, the maximum driving distance can reach 96km, under the condition of being elected and additionally equipped with a 22.7L fuel tank, the unmanned vehicle can further drive for 58km, whether an amphibious driving module is additionally arranged or not can be optionally arranged, the electric power of 3kW can be output outwards, the remote control distance range is 200m, and remote control and semi-automatic control are optional.
The layout of a vehicle using a motor drive as a driving system is mainly classified into two categories: distributed and centralized. The distributed drive system is characterized in that drive motors are distributed to a plurality of wheels, and each drive motor transmits power to a corresponding wheel through a respective speed reducer device or a transmission half shaft or the like. In terms of design technical details, if the motor, the speed reduction mechanism and the wheel hub are combined, a wheel-side motor driving structure or a wheel hub motor driving structure is formed. The distributed driving system has the advantages of short driving transmission path, high transmission efficiency, compact structure and high utilization rate of space in the vehicle, but the heat dissipation structure of the motor, the light weight of the driving system and the like are not easy to design. The centralized driving system is characterized in that the power output of a single motor or the power output of a plurality of motors firstly enters a speed reducer and then is output to transmit the power to wheels through a mechanical device such as a transmission shaft, a differential mechanism and the like. The layout form of the centralized driving system continues the layout form of the driving system of the vehicle with the traditional internal combustion engine as the power device, so the technology is mature and the application is wide.
If the vehicle is driven by the motor as a driving system, and two motors are adopted, the power of the two motors is combined by using different power coupling devices and then the vehicle is driven by the transmission system, the vehicle driving system has the advantages that the torque capacity of a single motor can be reduced, the high-speed development of the motor is facilitated, and the power density of the whole driving system of the vehicle can be improved. The working points of the two motors can also be flexibly designed and separately adjusted, which is beneficial to optimizing the efficiency of the driving system. In addition, the two motors are flexibly controlled, the mode switching is smooth, and the driving impact is small. Therefore, the dual-motor coupling driving is a research focus at present, and the common dual-motor coupling modes mainly include rotating speed coupling, torque coupling and power coupling. However, it is relatively complicated and difficult to implement the functions of independent driving of the wheels on both sides, center steering, etc. of the vehicle by the dual-motor coupling driving.
In order to overcome the defect of double-motor coupling driving, double-side double-motor independent driving is also applied to special vehicles, particularly crawler-type special vehicles. However, the double-sided dual-motor independent driving also has inherent defects, which are mainly reflected in that: because the driving motors on the two sides are not mechanically connected, the driving stability, the steering performance and the like of the vehicle all put forward higher requirements on the response speed and the control precision of a driving motor control system; when the vehicle runs at a low speed, the problems are not serious, but the stability of the vehicle in straight line running can be influenced by the slight difference of the rotating speeds of the driving motors at the two sides along with the increase of the running speed of the vehicle; for a special vehicle driven by a person, the workload of a driver is increased seriously, and the driver can keep the vehicle running in a straight line only by continuously correcting a steering wheel; even for an unmanned special vehicle, the defect also seriously increases the design difficulty of a vehicle control system, the stability of the vehicle direction is poor, the control convergence is not easy to achieve, and even the rotation speed difference of the driving motors at two sides, namely the small oscillation of the steering angle of the vehicle always exists, which shows that the vehicle running state is a snake-shaped straight line.
Disclosure of Invention
The invention aims to solve the technical problem of providing a double-side double-motor independent driving assembly of a full-drive special vehicle based on a synchronous clutch, in particular to a multi-shaft wheel type double-side double-motor independent driving assembly of the full-drive special vehicle based on the synchronous clutch.
The drive assembly comprises a synchronous clutch, a left side drive motor assembly and a right side drive motor assembly, wherein the synchronous clutch comprises a synchronous clutch steel sheet hub, a synchronous clutch steel sheet, a synchronous clutch friction sheet, a synchronous clutch shell, a synchronous clutch actuating mechanism and a synchronous clutch friction sheet hub; the left driving motor assembly comprises a left driving motor assembly shell, a left driving motor assembly stator, a left driving motor assembly rotor, a left driving motor assembly reduction gear set and a left driving motor assembly output shaft; the right driving motor assembly comprises a right driving motor assembly shell, a right driving motor assembly stator, a right driving motor assembly rotor, a right driving motor assembly reduction gear set and a right driving motor assembly output shaft;
the synchronous clutch steel sheet hub is connected with the rotor of the left driving motor assembly through a spline; the synchronous clutch steel discs are sleeved in the synchronous clutch steel disc hub and can axially and freely slide along the synchronous clutch steel disc hub; the synchronous clutch friction plate hub is connected with the right side driving motor assembly rotor through a spline; the synchronous clutch friction plates are sleeved outside the synchronous clutch friction plate hub and can freely slide along the synchronous clutch friction plate hub in the axial direction; a plurality of synchronous clutch steel sheets and a plurality of synchronous clutch friction plates are respectively and alternately installed one by one; the synchronous clutch actuating mechanism controls the complete connection, partial connection and complete separation of a plurality of synchronous clutch steel sheets and a plurality of synchronous clutch friction plates; the outer part of the rotor of the left driving motor assembly is matched with the stator of the left driving motor assembly, the rotor of the left driving motor assembly is used as an input part of a reduction gear set of the left driving motor assembly, and an output shaft of the left driving motor assembly is used as an output part of the reduction gear set of the left driving motor assembly; the outer part of the right side driving motor assembly rotor is matched with a right side driving motor assembly stator, the right side driving motor assembly rotor is used as an input part of a right side driving motor assembly reduction gear set, and an output shaft of the right side driving motor assembly is used as an output part of the right side driving motor assembly reduction gear set; the left driving motor assembly shell, the synchronous clutch shell and the right driving motor assembly shell are sequentially connected into an integral shell through bolts; the output shaft of the left driving motor assembly, the rotor of the right driving motor assembly and the output shaft of the right driving motor assembly are coaxial in spatial position.
The number of the synchronous clutch steel sheets is the same as that of the synchronous clutch friction plates, and the number of the synchronous clutch steel sheets is not less than three.
When the special vehicle runs in a straight line, under the action of the actuating mechanism of the synchronous clutch, the steel sheets of the synchronous clutch are in complete contact with the friction sheets of the synchronous clutch, namely, the synchronous clutch is completely engaged, the rotor of the left side driving motor assembly is rigidly connected with the rotor of the right side driving motor assembly, no rotation speed difference exists, and the wheel speeds of the wheels at two sides are completely equal.
When the special vehicle is in a left-turning working condition or a right-turning working condition, under the action of the synchronous clutch actuating mechanism, the synchronous clutch steel sheets are partially contacted with the synchronous clutch friction sheets, a rotation speed difference exists between the synchronous clutch steel sheets and the synchronous clutch friction sheets, sliding friction exists between the synchronous clutch steel sheets and the synchronous clutch friction sheets, namely the synchronous clutch is partially connected, a rotation speed difference exists between the left side driving motor assembly rotor and the right side driving motor assembly rotor, additional friction damping provided by the synchronous clutch exists between the left side driving motor assembly rotor and the right side driving motor assembly rotor, and the wheel speed difference value of the wheels.
When the special vehicle is in a central steering working condition, under the action of the synchronous clutch actuating mechanism, the synchronous clutch steel sheet and the synchronous clutch friction sheet are completely separated, the rotating speed of the synchronous clutch steel sheet is completely independent of the rotating speed of the synchronous clutch friction sheet, namely, the synchronous clutch is completely separated, the rotating speed of the left side driving motor assembly rotor is completely independent of the rotating speed of the right side driving motor assembly rotor, the rotating speed of the left side driving motor assembly rotor and the rotating speed of the right side driving motor assembly rotor are controlled to be equal in magnitude and opposite in direction, and the rotating speeds of the wheels on the two sides are equal in magnitude and opposite in direction.
The technical scheme of the invention has the following beneficial effects:
in the scheme, when the special vehicle runs in a straight line, the synchronous clutch is completely engaged, the left side driving motor assembly rotor and the right side driving motor assembly rotor are rigidly connected, the wheel speeds of wheels at two sides are completely equal, the vehicle runs in a stable straight line, the problem of poor stability of the traditional double-side double-motor independent driving special vehicle in the straight line running is solved, and the vehicle can run in a stable straight line at a higher speed; when the special vehicle is in a left turning working condition or a right turning working condition, the synchronous clutch is partially engaged, the left side driving motor assembly rotor and the right side driving motor assembly rotor have a rotation speed difference and have additional friction damping provided by the synchronous clutch, the wheel speed difference value of the wheels at two sides is stable and controllable, the vehicle realizes stable and controllable steering, and the problem of poor steering stability of the traditional double-side double-motor independent driving special vehicle in the turning working condition is solved; under the central steering working condition of the special vehicle, the synchronous clutch is completely separated, the rotating speed of the rotor of the left driving motor assembly and the rotating speed of the rotor of the right driving motor assembly are completely independent, the rotating speed of the rotor of the left driving motor assembly and the rotating speed of the rotor of the right driving motor assembly are controlled to be equal in size and opposite in direction, the rotating speeds of wheels at two sides are equal in size and opposite in direction, the vehicle achieves in-situ central steering, the double-power-flow driving assembly which is widely adopted by the traditional crawler-type special vehicle for achieving the in-situ central steering function and is complex in structure is avoided, and the in-situ central steering function of the wheel type multi-shaft full-drive special vehicle is achieved through the double-side double-motor independent driving assembly.
Drawings
FIG. 1 is a schematic diagram of a double-side double-motor independent drive assembly of a full-drive special vehicle based on a synchronous clutch according to the invention;
FIG. 2 is a three-dimensional view of a double-side double-motor independent driving assembly of the full-drive special vehicle based on the synchronous clutch, disclosed by the invention;
FIG. 3 is an axonometric view of a double-side double-motor independent drive assembly of the full-drive special vehicle based on the synchronous clutch of the invention;
FIG. 4 is a side view of a double-side dual-motor independent drive assembly of the full-drive special vehicle based on the synchronous clutch of the invention;
FIG. 5 is a cross-sectional view of a double-sided dual-motor independent drive assembly of the full-drive special vehicle based on the synchronous clutch of the invention;
FIG. 6 is an exploded view of the synchronizing clutch of the present invention;
FIG. 7 is a schematic diagram of a rotational speed variation curve of a double-side driving motor under a double-side independent driving linear running condition of a multi-shaft wheel type all-wheel-drive special vehicle without a synchronous clutch;
FIG. 8 is a schematic diagram of a rotational speed variation curve of a dual-side independent driving linear running working condition dual-side driving motor of a multi-shaft wheel type all-wheel drive special vehicle with a synchronous clutch;
FIG. 9 is a schematic diagram showing the influence of the presence or absence of a synchronous clutch on the absolute value of the rotational speed difference of the two-side driving motors under the condition of two-side independent driving linear running of the two-motor dual-side dual-motor dual-drive special multi-axle wheel type all-wheel drive vehicle;
FIG. 10 is a system diagram of a first embodiment of a multi-axle wheel type all-wheel drive special vehicle based on a synchronous clutch-double-side double-motor independent drive assembly;
FIG. 11 is a control logic diagram of a first embodiment of a multi-axle wheel type all-wheel drive special vehicle based on a synchronous clutch-double-side double-motor independent drive assembly;
FIG. 12 is a schematic view of a straight-line driving condition of a first embodiment of a multi-shaft wheel type all-wheel-drive special vehicle based on a synchronous clutch-double-side double-motor independent drive assembly;
FIG. 13 is a schematic diagram of a left-turning operating condition of a first embodiment of a multi-shaft wheel type all-wheel-drive special vehicle based on a synchronous clutch-double-side double-motor independent drive assembly;
FIG. 14 is a schematic diagram of a right-turning operating condition of a first embodiment of a multi-shaft wheel type all-wheel-drive special vehicle based on a synchronous clutch-double-side double-motor independent drive assembly;
FIG. 15 is a schematic diagram of a center steering operation condition (left center steering) of a first embodiment of a multi-axle wheel type all-wheel-drive special vehicle based on a synchronous clutch-double-side double-motor independent drive assembly;
FIG. 16 is a schematic diagram of a center steering operation (steering to the right center) of a first embodiment of a multi-axle wheel type all-wheel-drive special vehicle based on a synchronous clutch-double-side double-motor independent drive assembly;
fig. 17 is a system schematic diagram of a second embodiment of the multi-shaft wheel type all-wheel drive special vehicle based on a synchronous clutch-double-side double-motor independent drive assembly.
Wherein: 1-a synchronous clutch; 11-synchronous clutch steel disc hub; 12-synchronous clutch steel discs; 13-synchronizer clutch discs; 14-a synchronizing clutch housing; 15-a synchronous clutch actuation mechanism; 16-synchronizing clutch friction plate hub; 2-left side driving motor assembly; 21-left drive motor assembly housing; 22-left drive motor assembly stator; 23-left drive motor assembly rotor; 24-a left drive motor assembly reduction gear set; 25-left side drive motor assembly output shaft; 3-driving the motor assembly on the right side; 31-right drive motor assembly housing; 32-right drive motor assembly stator; 33-right drive motor assembly rotor; 34-right drive motor assembly reduction gear set; 35-right side drive motor assembly output shaft; 81-diesel engine; 82-a generator; 83-a rectifier; 84-a power battery; 85-a motor controller; 86-an alternating current cable; 87-a direct current cable; 88-an alternating current cable; 911-wheel one; 912-wheel two; 913-wheel three; 914-wheel four; 915-wheel five; 916-wheel six; 921-half shaft one; 922-half shaft two; 923-half shaft III; 924-half shaft four; 925-half shaft five; 926-half shaft six; 931-wheel edge gearbox I; 932-a second wheel-side gearbox; 933-third wheel-side gearbox; 934-hub gearbox four; 935-wheel-side gearbox five; 936-wheel-side gearbox six; 941-drive shaft one; 942-transmission shaft two; 943-drive shaft three; 944-drive shaft four; 951-sprocket one; 952-sprocket two; 953-sprocket three; 954-sprocket four; 955-sprocket five; 956 — sprocket six; 961-chain one; 962-link chain two; 963-chain III; 964-chain four.
Detailed Description
In order to make the technical problems, technical solutions and advantages of the present invention more apparent, the following detailed description is given with reference to the accompanying drawings and specific embodiments.
The invention provides a double-side double-motor independent driving assembly of a full-drive special vehicle based on a synchronous clutch, and particularly relates to a double-side double-motor independent driving assembly of a multi-shaft wheel type full-drive special vehicle based on the synchronous clutch.
As shown in fig. 1, fig. 2, fig. 3, fig. 4, fig. 5 and fig. 6, the drive assembly includes a synchronous clutch 1, a left side drive motor assembly 2 and a right side drive motor assembly 3, wherein the synchronous clutch 1 includes a synchronous clutch steel plate hub 11, a synchronous clutch steel plate 12, a synchronous clutch friction plate 13, a synchronous clutch housing 14, a synchronous clutch actuating mechanism 15 and a synchronous clutch friction plate hub 16; the left driving motor assembly 2 comprises a left driving motor assembly shell 21, a left driving motor assembly stator 22, a left driving motor assembly rotor 23, a left driving motor assembly reduction gear set 24 and a left driving motor assembly output shaft 25; the right driving motor assembly 3 comprises a right driving motor assembly shell 31, a right driving motor assembly stator 32, a right driving motor assembly rotor 33, a right driving motor assembly reduction gear set 34 and a right driving motor assembly output shaft 35;
the synchronous clutch steel sheet disc hub 11 is connected with a left driving motor assembly rotor 23 through a spline; the synchronous clutch steel sheets 12 are sleeved in the synchronous clutch steel sheet hub 11 and can freely slide along the synchronous clutch steel sheet hub 11 in the axial direction; the synchronous clutch friction plate hub 16 is connected with a right driving motor assembly rotor 33 through a spline; the synchronous clutch friction plates 13 are sleeved outside the synchronous clutch friction plate hub 16 and can freely slide along the synchronous clutch friction plate hub 16 in the axial direction; the synchronous clutch steel sheets 12 and the synchronous clutch friction sheets 13 are respectively and alternately arranged one by one; the synchronous clutch actuating mechanism 15 controls the complete engagement, partial engagement and complete disengagement of the plurality of synchronous clutch steel plates 12 and the plurality of synchronous clutch friction plates 13; the outer part of a left driving motor assembly rotor 23 is matched with a left driving motor assembly stator 22, the left driving motor assembly rotor 23 is used as an input part of a left driving motor assembly reduction gear set 24, and a left driving motor assembly output shaft 25 is used as an output part of the left driving motor assembly reduction gear set 24; the outside of the right side driving motor assembly rotor 33 is matched with the right side driving motor assembly stator 32, the right side driving motor assembly rotor 33 is used as an input part of the right side driving motor assembly reduction gear set 34, and the right side driving motor assembly output shaft 35 is used as an output part of the right side driving motor assembly reduction gear set 34; the left driving motor assembly shell 21, the synchronous clutch shell 14 and the right driving motor assembly shell 31 are sequentially connected into an integral shell through bolts; the left driving motor assembly output shaft 25, the left driving motor assembly rotor 23, the right driving motor assembly rotor 33 and the right driving motor assembly output shaft 35 are coaxial in spatial position.
The number of the synchronous clutch steel sheets 12 is the same as that of the synchronous clutch friction sheets 13, and the number of the synchronous clutch steel sheets is not less than three.
Under the action of the actuating mechanism 15 of the synchronous clutch, the steel sheets 12 of the synchronous clutch and the friction sheets 13 of the synchronous clutch are completely contacted, namely the synchronous clutch 1 is completely engaged, the rotor 23 of the left driving motor assembly and the rotor 33 of the right driving motor assembly are rigidly connected, no rotation speed difference exists, and the wheel speeds of the wheels on the two sides are completely equal.
When the special vehicle is in a left-turning working condition or a right-turning working condition, under the action of the synchronous clutch actuating mechanism 15, the synchronous clutch steel sheet 12 is partially contacted with the synchronous clutch friction sheet 13, a rotation speed difference exists between the synchronous clutch steel sheet 12 and the synchronous clutch friction sheet 13, sliding friction exists, namely the synchronous clutch 1 is partially connected, a rotation speed difference exists between the left side driving motor assembly rotor 23 and the right side driving motor assembly rotor 33, additional friction damping provided by the synchronous clutch 1 exists, and the wheel speed difference value of the wheels on the two sides is stable and controllable.
Under the central steering working condition of the special vehicle, under the action of the synchronous clutch actuating mechanism 15, the synchronous clutch steel sheet 12 and the synchronous clutch friction plate 13 are completely separated, the rotating speed of the synchronous clutch steel sheet 12 is completely independent of the rotating speed of the synchronous clutch friction plate 13, namely, the synchronous clutch 1 is completely separated, the rotating speed of the left side driving motor assembly rotor 23 is completely independent of the rotating speed of the right side driving motor assembly rotor 33, the rotating speed of the left side driving motor assembly rotor 23 and the rotating speed of the right side driving motor assembly rotor 33 are controlled to be equal in size and opposite in direction, and the rotating speeds of the wheels on the two sides are equal in size and opposite in direction.
Fig. 7-9 show a comparison of typical conditions of the double-sided double-motor independent drive adopted by the traditional special vehicle for straight-line running, and mainly illustrate the brand new characteristics and unique advantages of the whole drive assembly due to the introduction of the synchronous clutch in the design of the double-sided double-motor independent drive assembly of the multi-shaft wheel type full-drive special vehicle based on the synchronous clutch.
Fig. 7 is a schematic diagram showing a curve of a change in the rotating speed of a dual-motor independent drive motor under a working condition of linear driving on both sides of a multi-shaft wheel type full-drive special vehicle without a synchronous clutch, and it can be seen that under the condition that a left-side drive motor and a right-side drive motor of the vehicle do not have mechanical coupling or hydraulic coupling respectively and independently work, the rotating speed control of the motors is completely realized by a motor control system, and theoretically, the rotating speed of the left-side drive motor and the rotating speed of the right-side drive motor can be completely equal, that is, the vehicle can; however, in reality, even if the expected value of the rotation speed of the left-side drive motor is constantly equal to the expected value of the rotation speed of the right-side drive motor, there is a small oscillation of the rotation speed of the left-side drive motor in the vicinity of the expected value, there is also a small oscillation of the rotation speed of the right-side drive motor in the vicinity of the expected value, and the small oscillation of the rotation speed of the left-side drive motor in the vicinity of the expected value is independent, uncorrelated, and random; this results in the vehicle running straight, the direction is unstable, and it is unable to run straight at high speed, and in severe cases, the running direction needs to be continuously corrected.
Fig. 8 is a schematic diagram showing the variation curve of the rotating speed of the dual-motor independent driving linear running working condition dual-side driving motor of the multi-axle wheel type full-driving special vehicle with a synchronous clutch, which is in sharp contrast to fig. 7, for the special vehicle carrying the dual-motor independent driving assembly based on the synchronous clutch, in the linear running working condition, the synchronous clutch is completely engaged through a control command, and under the action of the synchronous clutch, the left driving motor assembly rotor 23 and the right driving motor assembly rotor 33 quickly realize rigid connection, that is, the rotating speed of the left driving motor and the rotating speed of the right driving motor are completely equal, as shown in fig. 8, so that the vehicle can stably realize linear running in the linear running working condition no matter how the vehicle speed is.
Fig. 9 is a schematic diagram showing an influence of the presence or absence of a synchronous clutch on an absolute value of a rotation speed difference of two-side drive motors under a condition of straight-line driving of the two-side dual-motor independent drive of the multi-shaft wheel type full-drive special vehicle, wherein a solid line shows an absolute value change situation of the rotation speed difference of the two-side drive motors of the vehicle when the synchronous clutch is not mounted, and a dotted line shows an absolute value change situation of the rotation speed difference of the two-side drive motors of the vehicle when the synchronous clutch is mounted.
To further illustrate the present invention, a first preferred embodiment is described, as shown in FIGS. 10-16. The preferred embodiment is a 6 x 6 special vehicle carrying the double-side double-motor independent drive assembly based on the synchronous clutch, the special vehicle adopts diesel engine range-extending hybrid power, and the special vehicle is characterized by further comprising all-wheel drive, central steering and gear drive adopted by wheel edge drive at two sides.
The first preferred embodiment:
as shown in fig. 10, the double-side dual-motor independent driving assembly based on the synchronous clutch of the present invention includes a synchronous clutch 1, a left-side driving motor assembly 2, and a right-side driving motor assembly 3; the diesel engine 81 drives the generator 82 to generate electric energy, alternating current generated by the generator 82 reaches the rectifier 83 through the alternating current cable 86, the alternating current is obtained through rectification, and the rectifier 83 is respectively connected with the power battery 84 and the motor controller 85 through the direct current cable 87; the motor controller 85 drives the left driving motor assembly 2 and the right driving motor assembly 3 through the alternating current cable 88 respectively;
the left driving motor assembly 2 outputs power through the left driving motor assembly output shaft 25, and the power is firstly transmitted to the wheel side gear box II 932, wherein one third of the power is transmitted to the wheel I911 through the transmission shaft I941, the wheel side gear box I931 and the half shaft I921; one third of the power is directly transmitted to the second wheel 912 through the second half shaft 922; one third of the power is transmitted to a wheel III 913 through a transmission shaft II 942, a wheel-side gearbox III 933 and a half shaft III 923; the left driving motor assembly 2 drives the first wheel 911, the second wheel 912 and the third wheel 913;
the right driving motor assembly 3 outputs power through an output shaft 35 of the right driving motor assembly, the power is firstly transmitted to a fifth wheel-side gearbox 935, wherein one third of the power is transmitted to a fourth wheel 914 through a third transmission shaft 943, a fourth wheel-side gearbox 934 and a fourth half shaft 924; one third of the power is directly transmitted to the fifth wheel 915 through the fifth half shaft 925; one third of the power is transmitted to the six wheels 916 through a transmission shaft four 944, a wheel-side gearbox six 936 and a half shaft six 926; the right driving motor assembly 3 realizes the driving of the wheel four 914, the wheel five 915 and the wheel six 916.
Fig. 11 is a control logic diagram of a first embodiment of a multi-axle wheel type all-wheel-drive special vehicle based on a synchronous clutch-double-side double-motor independent drive assembly, wherein the special vehicle of the first embodiment judges the current vehicle running condition according to vehicle state parameters and vehicle control parameters, and controls the vehicle running condition into four types, namely a straight line running condition, a left turning condition, a right turning condition and a center steering condition; wherein the content of the first and second substances,
under the action of the synchronous clutch actuating mechanism 15, the synchronous clutch steel sheet 12 and the synchronous clutch friction sheet 13 are in complete contact under the linear running working condition, that is, the synchronous clutch 1 is completely engaged, the left side driving motor assembly rotor 23 and the right side driving motor assembly rotor 33 are rigidly connected, no rotation speed difference exists, the wheel speeds of the wheels on the two sides are completely equal, and the vehicle realizes stable linear running, which is shown in fig. 12 specifically;
under the left-turn working condition, under the action of the synchronous clutch actuating mechanism 15, the synchronous clutch steel discs 12 are partially contacted with the synchronous clutch friction discs 13, a rotation speed difference exists between the synchronous clutch steel discs 12 and the synchronous clutch friction discs 13 and sliding friction exists, namely, the synchronous clutch 1 is partially engaged, a rotation speed difference exists between the left side driving motor assembly rotor 23 and the right side driving motor assembly rotor 33 and additional friction damping provided by the synchronous clutch 1 exists, the rotation speed of the left side driving motor assembly rotor 23 is controlled to be smaller than that of the right side driving motor assembly rotor 33, the left side wheel speed is smaller than that of the right side wheel, the difference value of the wheel speeds of the two sides is stable and controllable, and the vehicle realizes stable and controllable left turn, which is specifically shown in fig. 13;
under a right turning condition, under the action of the synchronous clutch actuating mechanism 15, the synchronous clutch steel discs 12 are partially contacted with the synchronous clutch friction discs 13, a rotation speed difference exists between the synchronous clutch steel discs 12 and the synchronous clutch friction discs 13 and sliding friction exists, namely, the synchronous clutch 1 is partially engaged, a rotation speed difference exists between the left side driving motor assembly rotor 23 and the right side driving motor assembly rotor 33 and additional friction damping provided by the synchronous clutch 1 exists, the rotation speed of the left side driving motor assembly rotor 23 is controlled to be greater than that of the right side driving motor assembly rotor 33, the left side wheel speed is greater than that of the right side wheel speed, the difference value of the wheel speeds of the two sides is stable and controllable, and the vehicle realizes stable and controllable right turning, which is specifically shown in fig. 14;
under the working condition of center steering, under the action of the synchronous clutch actuating mechanism 15, the synchronous clutch steel sheet 12 and the synchronous clutch friction plate 13 are completely separated, the rotating speed of the synchronous clutch steel sheet 12 and the rotating speed of the synchronous clutch friction plate 13 are completely independent, namely the synchronous clutch 1 is completely separated, the rotating speed of the left side driving motor assembly rotor 23 and the rotating speed of the right side driving motor assembly rotor 33 are completely independent, the rotating speed of the left side driving motor assembly rotor 23 and the rotating speed of the right side driving motor assembly rotor 33 are controlled to be equal in size and opposite in direction, the rotating speeds of the wheels at two sides are equal in size and opposite in direction, and the vehicle realizes the in-situ center steering; if the center steering is performed to the left side, as shown in fig. 15, and if the center steering is performed to the right side, as shown in fig. 16.
To further illustrate the present invention, a second preferred embodiment is described, as shown in FIG. 17. The second preferred embodiment is a 6 x 6 special vehicle carrying the double-side double-motor independent drive assembly based on the synchronous clutch, the special vehicle adopts diesel engine range-extending hybrid power, and the special vehicle is characterized by further comprising full-wheel drive, central steering and chain drive adopted by wheel side transmission at two sides.
The second preferred embodiment:
as shown in fig. 17, the double-side dual-motor independent driving assembly based on the synchronous clutch of the present invention includes a synchronous clutch 1, a left-side driving motor assembly 2, and a right-side driving motor assembly 3; the diesel engine 81 drives the generator 82 to generate electric energy, alternating current generated by the generator 82 reaches the rectifier 83 through the alternating current cable 86, the alternating current is obtained through rectification, and the rectifier 83 is respectively connected with the power battery 84 and the motor controller 85 through the direct current cable 87; the motor controller 85 drives the left driving motor assembly 2 and the right driving motor assembly 3 through the alternating current cable 88 respectively;
the left side driving motor assembly 2 outputs power through the left side driving motor assembly output shaft 25, the power is firstly transmitted to the second chain wheel 952, wherein one third of the power is transmitted to the first wheel 911 through the first chain 961, the first chain wheel 951 and the first half shaft 921; one third of the power is directly transmitted to the second wheel 912 through the second half shaft 922; one third of the power is transmitted to a wheel III 913 through a chain II 962, a chain wheel III 953 and a half shaft III 923; the left driving motor assembly 2 drives the first wheel 911, the second wheel 912 and the third wheel 913;
the right driving motor assembly 3 outputs power through the right driving motor assembly output shaft 35, and the power is firstly transmitted to the chain wheel five 955, wherein one third of the power is transmitted to the wheel four 914 through the chain three 963, the chain wheel four 954 and the half shaft four 924; one third of the power is directly transmitted to the fifth wheel 915 through the fifth half shaft 925; one third of the power is transmitted to a wheel six 916 through a chain four 964, a chain wheel six 956 and a half shaft six 926; the right driving motor assembly 3 realizes the driving of the wheel four 914, the wheel five 915 and the wheel six 916.
Based on the double-side double-motor independent driving assembly of the synchronous clutch, the special vehicle in the second embodiment can also realize the functions of stable straight line running, stable steering, pivot center steering and the like.
While the foregoing is directed to the preferred embodiment of the present invention, it will be understood by those skilled in the art that various changes and modifications may be made without departing from the spirit and scope of the invention as defined in the appended claims.
Claims (5)
1. The utility model provides a two side bi-motor independent drive assemblies of special vehicle of driving entirely based on synchro clutch which characterized in that: the synchronous clutch comprises a synchronous clutch (1), a left side driving motor assembly (2) and a right side driving motor assembly (3), wherein the synchronous clutch (1) comprises a synchronous clutch steel sheet hub (11), a synchronous clutch steel sheet (12), a synchronous clutch friction sheet (13), a synchronous clutch shell (14), a synchronous clutch actuating mechanism (15) and a synchronous clutch friction sheet hub (16); the left driving motor assembly (2) comprises a left driving motor assembly shell (21), a left driving motor assembly stator (22), a left driving motor assembly rotor (23), a left driving motor assembly reduction gear set (24) and a left driving motor assembly output shaft (25); the right driving motor assembly (3) comprises a right driving motor assembly shell (31), a right driving motor assembly stator (32), a right driving motor assembly rotor (33), a right driving motor assembly reduction gear set (34) and a right driving motor assembly output shaft (35);
the synchronous clutch steel disc hub (11) is connected with a left side driving motor assembly rotor (23) through a spline; a plurality of synchronous clutch steel sheets (12) are sleeved in the synchronous clutch steel sheet hub (11) and can freely slide along the synchronous clutch steel sheet hub (11) in the axial direction; the synchronous clutch friction plate hub (16) is connected with a right driving motor assembly rotor (33) through a spline; the synchronous clutch friction plates (13) are sleeved outside the synchronous clutch friction plate hub (16) and can freely slide along the synchronous clutch friction plate hub (16) in the axial direction; the synchronous clutch steel sheets (12) and the synchronous clutch friction sheets (13) are respectively installed alternately one by one; the synchronous clutch actuating mechanism (15) controls the complete engagement, partial engagement and complete disengagement of a plurality of synchronous clutch steel sheets (12) and a plurality of synchronous clutch friction sheets (13); the outer part of a left driving motor assembly rotor (23) is matched with a left driving motor assembly stator (22), the left driving motor assembly rotor (23) is used as an input part of a left driving motor assembly reduction gear set (24), and a left driving motor assembly output shaft (25) is used as an output part of the left driving motor assembly reduction gear set (24); the outside of a right side driving motor assembly rotor (33) is matched with a right side driving motor assembly stator (32), the right side driving motor assembly rotor (33) is used as an input part of a right side driving motor assembly reduction gear set (34), and a right side driving motor assembly output shaft (35) is used as an output part of the right side driving motor assembly reduction gear set (34); the left driving motor assembly shell (21), the synchronous clutch shell (14) and the right driving motor assembly shell (31) are sequentially connected into an integral shell through bolts; the left side driving motor assembly output shaft (25), the left side driving motor assembly rotor (23), the right side driving motor assembly rotor (33) and the right side driving motor assembly output shaft (35) are coaxial in spatial position.
2. The double-side double-motor independent drive assembly of the full-drive special vehicle based on the synchronous clutch as claimed in claim 1, wherein: the synchronous clutch steel sheets (12) and the synchronous clutch friction sheets (13) are the same in number and are not less than three.
3. The double-side double-motor independent drive assembly of the full-drive special vehicle based on the synchronous clutch as claimed in claim 1, wherein: under the action of a synchronous clutch actuating mechanism (15) under the working condition of straight running of a special vehicle, a synchronous clutch steel sheet (12) is in complete contact with a synchronous clutch friction sheet (13), namely, a synchronous clutch (1) is completely engaged, a left side driving motor assembly rotor (23) is rigidly connected with a right side driving motor assembly rotor (33), no rotating speed difference exists, and the wheel speeds of wheels on two sides are completely equal.
4. The double-side double-motor independent drive assembly of the full-drive special vehicle based on the synchronous clutch as claimed in claim 1, wherein: when the special vehicle is in a left-turning working condition or a right-turning working condition, under the action of the synchronous clutch actuating mechanism (15), the synchronous clutch steel sheet (12) is partially contacted with the synchronous clutch friction sheet (13), a rotation speed difference exists between the synchronous clutch steel sheet (12) and the synchronous clutch friction sheet (13) and sliding friction exists, namely the synchronous clutch (1) is partially jointed, a rotation speed difference exists between the left side driving motor assembly rotor (23) and the right side driving motor assembly rotor (33) and additional friction damping provided by the synchronous clutch (1) exists, and the wheel speed difference values of the wheels on the two sides are stable and controllable.
5. The double-side double-motor independent drive assembly of the full-drive special vehicle based on the synchronous clutch as claimed in claim 1, wherein: under the action of a synchronous clutch actuating mechanism (15), a synchronous clutch steel sheet (12) and a synchronous clutch friction plate (13) are completely separated under the central steering working condition of the special vehicle, the rotating speed of the synchronous clutch steel sheet (12) and the rotating speed of the synchronous clutch friction plate (13) are completely independent, namely the synchronous clutch (1) is completely separated, the rotating speed of a left side driving motor assembly rotor (23) and the rotating speed of a right side driving motor assembly rotor (33) are completely independent, the rotating speed of the left side driving motor assembly rotor (23) and the rotating speed of the right side driving motor assembly rotor (33) are controlled to be equal in size and opposite in direction, and the rotating speeds of wheels on two sides are equal in size and opposite in direction.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110440657.XA CN113103863A (en) | 2021-04-23 | 2021-04-23 | Double-side double-motor independent drive assembly of all-wheel drive special vehicle based on synchronous clutch |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110440657.XA CN113103863A (en) | 2021-04-23 | 2021-04-23 | Double-side double-motor independent drive assembly of all-wheel drive special vehicle based on synchronous clutch |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN113103863A true CN113103863A (en) | 2021-07-13 |
Family
ID=76719665
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202110440657.XA Pending CN113103863A (en) | 2021-04-23 | 2021-04-23 | Double-side double-motor independent drive assembly of all-wheel drive special vehicle based on synchronous clutch |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN113103863A (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115027239A (en) * | 2022-06-20 | 2022-09-09 | 中国第一汽车股份有限公司 | Electric drive assembly for vehicle, electric drive system and vehicle |
| CN115042607A (en) * | 2022-06-20 | 2022-09-13 | 中国第一汽车股份有限公司 | Electric drive assembly for vehicle, electric drive system and vehicle |
| DE102021122042A1 (en) | 2021-08-26 | 2023-03-02 | Bayerische Motoren Werke Aktiengesellschaft | Drive axle for a motor vehicle and motor vehicle with such a drive axle |
Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101484328A (en) * | 2006-04-03 | 2009-07-15 | 布卢沃夫系统责任有限公司 | Vehicle power unit designed as retrofittable axle comprising motor, battery and suspension |
| CN201800514U (en) * | 2010-09-01 | 2011-04-20 | 安徽欧霖机电有限公司 | Dual-motor driving assembly for electric vehicle |
| CN104139691A (en) * | 2014-07-21 | 2014-11-12 | 中通客车控股股份有限公司 | Dual-motor coupling driving system of new energy automobile and control method |
| CN110375006A (en) * | 2019-08-20 | 2019-10-25 | 吉林大学 | A kind of clutch of motorcycle with disk spring and executing agency |
| US20190366822A1 (en) * | 2017-01-24 | 2019-12-05 | Jing-Jin Electric Technologies Co., Ltd. | Horizontal drive assembly of dual power source vehicle |
| DE102018221601A1 (en) * | 2018-12-13 | 2020-06-18 | Zf Friedrichshafen Ag | Drive axle of an electric vehicle |
| CN112406498A (en) * | 2020-11-19 | 2021-02-26 | 北京汽车股份有限公司 | Dual-motor torque vector system, control method and automobile |
| US10982723B1 (en) * | 2019-11-18 | 2021-04-20 | GM Global Technology Operations LLC | Friction clutch assemblies with low-drag disconnect clutch pack having cone clutch synchronizer |
-
2021
- 2021-04-23 CN CN202110440657.XA patent/CN113103863A/en active Pending
Patent Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101484328A (en) * | 2006-04-03 | 2009-07-15 | 布卢沃夫系统责任有限公司 | Vehicle power unit designed as retrofittable axle comprising motor, battery and suspension |
| CN201800514U (en) * | 2010-09-01 | 2011-04-20 | 安徽欧霖机电有限公司 | Dual-motor driving assembly for electric vehicle |
| CN104139691A (en) * | 2014-07-21 | 2014-11-12 | 中通客车控股股份有限公司 | Dual-motor coupling driving system of new energy automobile and control method |
| US20190366822A1 (en) * | 2017-01-24 | 2019-12-05 | Jing-Jin Electric Technologies Co., Ltd. | Horizontal drive assembly of dual power source vehicle |
| DE102018221601A1 (en) * | 2018-12-13 | 2020-06-18 | Zf Friedrichshafen Ag | Drive axle of an electric vehicle |
| CN110375006A (en) * | 2019-08-20 | 2019-10-25 | 吉林大学 | A kind of clutch of motorcycle with disk spring and executing agency |
| US10982723B1 (en) * | 2019-11-18 | 2021-04-20 | GM Global Technology Operations LLC | Friction clutch assemblies with low-drag disconnect clutch pack having cone clutch synchronizer |
| CN112406498A (en) * | 2020-11-19 | 2021-02-26 | 北京汽车股份有限公司 | Dual-motor torque vector system, control method and automobile |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102021122042A1 (en) | 2021-08-26 | 2023-03-02 | Bayerische Motoren Werke Aktiengesellschaft | Drive axle for a motor vehicle and motor vehicle with such a drive axle |
| CN115027239A (en) * | 2022-06-20 | 2022-09-09 | 中国第一汽车股份有限公司 | Electric drive assembly for vehicle, electric drive system and vehicle |
| CN115042607A (en) * | 2022-06-20 | 2022-09-13 | 中国第一汽车股份有限公司 | Electric drive assembly for vehicle, electric drive system and vehicle |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US10927934B2 (en) | Reducer, electric vehicle drive system, control method for electric vehicle drive system, and electric vehicle | |
| US10781890B2 (en) | Power-driven system and vehicle having the same | |
| CN106965661B (en) | Double-motor coupling drive axle with torque directional distribution function | |
| CN113103863A (en) | Double-side double-motor independent drive assembly of all-wheel drive special vehicle based on synchronous clutch | |
| CN106965659B (en) | Dual-motor coupling drive axle with torque directional distribution function | |
| CN101417606B (en) | Mixed power driving system and operation method thereof | |
| CN106965662B (en) | Dual-motor coupling drive axle with torque directional distribution function | |
| EP4046842A1 (en) | Speed reducer, driving system of electric vehicle, and electric vehicle | |
| US11859704B2 (en) | Four-mode dual-motor coupling electric drive axle | |
| US20230278409A1 (en) | Drive synthesis box with multi-motors flexible torque and electric vehicle | |
| US20230278457A1 (en) | Battery replacement vehicle without intermediate transmission shaft | |
| WO2020197463A1 (en) | A powertrain for a vehicle, an all-electric vehicle, and a method of controlling a powertrain | |
| CN111114278A (en) | Hybrid power driving system and vehicle | |
| CN111409472A (en) | Multi-mode coupling driving system of double-motor electric automobile | |
| CN112477570A (en) | Drive synthesis device and electric vehicle | |
| CN114475217A (en) | Three-power-source coupling hybrid system suitable for heavy truck | |
| CN112477571A (en) | Multi-motor driving device and electric vehicle | |
| CN116587832B (en) | Four-power-source double-output multi-mode power coupling system | |
| CN205601594U (en) | Parallel hybrid system | |
| CN112277619A (en) | Two grades of hybrid coupling systems and vehicle | |
| CN111114279A (en) | Hybrid power driving system and vehicle | |
| CN215474424U (en) | Dual-motor inferior dual-speed-ratio electric drive assembly with disengagement function and electric automobile | |
| US11890928B2 (en) | Electric powertrain for a vehicle | |
| CN217553683U (en) | Hybrid vehicle drive transmission system | |
| CN214001302U (en) | Multi-gear multi-motor flexible torque centralized driving synthesis box and electric vehicle |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination |