CN113464620A - Coaxial double-motor double-speed-ratio electric drive assembly and electric automobile - Google Patents
Coaxial double-motor double-speed-ratio electric drive assembly and electric automobile Download PDFInfo
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- CN113464620A CN113464620A CN202110790406.4A CN202110790406A CN113464620A CN 113464620 A CN113464620 A CN 113464620A CN 202110790406 A CN202110790406 A CN 202110790406A CN 113464620 A CN113464620 A CN 113464620A
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- 230000009977 dual effect Effects 0.000 claims 2
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- 239000003638 chemical reducing agent Substances 0.000 description 3
- 238000004519 manufacturing process Methods 0.000 description 3
- 230000000712 assembly Effects 0.000 description 2
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
- F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
- F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
- F16H37/0806—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with a plurality of driving or driven shafts
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D41/00—Freewheels or freewheel clutches
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
- H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
- H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
- H02K7/116—Structural association with clutches, brakes, gears, pulleys or mechanical starters with gears
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/64—Electric machine technologies in electromobility
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Abstract
The invention relates to the technical field of new energy pure electric vehicles, in particular to a coaxial double-motor double-speed-ratio electric drive assembly and an electric vehicle. The coaxial double-motor double-speed-ratio electric drive assembly comprises a first drive motor, a second drive motor, a first speed-ratio speed reduction mechanism, a second speed-ratio speed reduction mechanism and an intermediate shaft, wherein the first drive motor and the second drive motor are coaxially arranged and can be independently driven, so that the power property and the economical requirement of the whole vehicle can be better considered; the second driving motor directly transmits power to the intermediate shaft through the second speed ratio reducing mechanism, the first driving motor directly transmits the power to the intermediate shaft through the one-way clutch in the first speed ratio reducing mechanism, transmission connection and disconnection between the first driving motor and the intermediate shaft are mechanically realized, a gear shifting control mechanism and an additional control unit are not needed, power interruption and impact of double-speed ratio gear shifting or mode switching are avoided, and the whole vehicle is good in comfort; meanwhile, the structure is simple, the number of parts is small, and the system reliability is good.
Description
Technical Field
The invention relates to the technical field of new energy pure electric vehicles, in particular to a coaxial double-motor double-speed-ratio electric drive assembly and an electric vehicle.
Background
At present, an existing new energy pure electric vehicle generally adopts an electric drive assembly structure with a single motor and a single speed ratio reducer, and in order to achieve faster starting and acceleration response, motor torque needs to be increased or the speed ratio of the reducer needs to be improved; in order to meet the requirements of high-speed stable and silent power output, the highest working rotating speed of a motor needs to be improved, and the gear machining and electric drive assembly precision is improved; in order to achieve higher comprehensive utilization efficiency of the electric drive assembly, the electric drive assembly needs to achieve high system efficiency in a wide rotating speed range. The electric drive assembly of the single-motor single-speed-ratio speed reducer is difficult to be considered, and meanwhile, the cost of the electric drive assembly is greatly increased due to the large motor torque and the high manufacturing precision, so that the requirements of users cannot be completely met.
Therefore, a coaxial dual-motor dual-speed ratio electric drive assembly is needed to solve the above problems.
Disclosure of Invention
The invention aims to provide a coaxial double-motor double-speed-ratio electric drive assembly which can better meet the requirements of the power performance and the economy of a whole vehicle, has a simple structure, does not have power interruption and impact of double-speed-ratio gear shifting or mode switching, has better comfort of the whole vehicle, fewer parts, is easy to process and manufacture and has low assembly cost.
The invention further aims to provide the electric automobile, and by applying the coaxial double-motor double-speed-ratio electric driving assembly, the whole automobile is good in comfort, simple and convenient to operate and control and low in cost.
In order to realize the purpose, the following technical scheme is provided:
in a first aspect, a coaxial dual-motor dual-speed-ratio electric drive assembly is provided, and comprises a first drive motor, a second drive motor, a first-speed-ratio speed reduction mechanism, a second-speed-ratio speed reduction mechanism and an intermediate shaft, wherein the first drive motor and the second drive motor are coaxially arranged and can be driven independently; the second driving motor directly transmits power to the intermediate shaft through the second speed ratio speed reduction mechanism, and the first speed ratio speed reduction mechanism comprises a first speed ratio driving gear, a first speed ratio driven gear and a one-way clutch;
the output end of the first driving motor is in coaxial transmission connection with the first speed ratio driving gear through the one-way clutch, and the first speed ratio driven gear is in transmission connection with the intermediate shaft; or the output end of the first driving motor is in coaxial transmission connection with the first speed ratio driving gear, and the first speed ratio driven gear is in transmission connection with the intermediate shaft through the one-way clutch.
As an alternative of the coaxial dual-motor dual-speed-ratio electric drive assembly, the second-speed-ratio speed reduction mechanism comprises a second-speed-ratio driving gear and a second-speed-ratio driven gear, which are sequentially engaged in a transmission manner, the second-speed-ratio driving gear is coaxially connected with the output end of the second driving motor in a transmission manner, and the second-speed-ratio driven gear is in transmission connection with the intermediate shaft.
As an alternative of the coaxial dual-motor dual-speed-ratio electric drive assembly, the coaxial dual-motor dual-speed-ratio electric drive assembly further comprises an output driving gear, an output driven gear and a differential assembly, the output driving gear is meshed with the output driven gear, the output driving gear is in coaxial transmission connection with the intermediate shaft, and the output driven gear is fixedly connected with a shell of the differential assembly.
As an alternative to the coaxial dual-motor dual-speed ratio electric drive assembly, the output drive gear is located between the first-speed driven gear and the second-speed driven gear.
As an alternative of the coaxial double-motor double-speed-ratio electric drive assembly, a rotating shaft of the output driven gear is fixedly connected with a shell of the differential assembly through bolt connection, riveting or welding.
As an alternative of the coaxial dual-motor dual-speed-ratio electric drive assembly, the coaxial dual-motor dual-speed-ratio electric drive assembly further comprises a primary input shaft, and the output end of the first drive motor is in splined connection with the primary input shaft.
As an alternative of the coaxial dual-motor dual-speed-ratio electric drive assembly, the coaxial dual-motor dual-speed-ratio electric drive assembly further comprises a secondary input shaft, an output end of the second drive motor is in splined connection with the secondary input shaft, and the secondary input shaft is in coaxial rotation fit with the primary input shaft.
As an alternative of the coaxial dual-motor dual-speed-ratio electric driving assembly, the second-speed-ratio driving gear is coaxially and fixedly connected with the secondary input shaft.
As an alternative to the coaxial dual-motor dual-speed-ratio electric drive assembly, the first speed-ratio reduction mechanism and the second speed-ratio reduction mechanism are arranged in parallel and located between the first drive motor and the second drive motor, and the intermediate shaft is parallel to the secondary input shaft.
In a second aspect, an electric vehicle is provided that includes a coaxial dual-motor two-speed-ratio electric drive assembly as described above.
Compared with the prior art, the invention has the beneficial effects that:
the coaxial double-motor double-speed-ratio electric drive assembly comprises a first drive motor, a second drive motor, a first speed-ratio speed reducing mechanism, a second speed-ratio speed reducing mechanism and an intermediate shaft, wherein the first drive motor and the second drive motor are coaxially arranged and can be independently driven, single-motor drive or double-motor simultaneous drive can be selected according to specific driving requirements, and the requirements of the whole vehicle on power performance and economy can be well considered; the second driving motor directly transmits power to the intermediate shaft through the second speed ratio reducing mechanism, the first speed ratio reducing mechanism comprises a first speed ratio driving gear, a first speed ratio driven gear and a one-way clutch, the first driving motor directly transmits the power to the intermediate shaft through the one-way clutch in the first speed ratio reducing mechanism, the transmission connection and disconnection between the first driving motor and the intermediate shaft are mechanically realized, a gear shifting control mechanism and an additional control unit are not needed, the power interruption and impact of double-speed ratio gear shifting or mode switching are avoided, and the whole vehicle comfort is good; meanwhile, the structure is simple, the number of parts is small, and the system reliability is good.
The electric automobile provided by the invention has the advantages of good whole automobile comfort, simple and convenient operation and control and low cost by applying the coaxial double-motor double-speed-ratio electric drive assembly.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings used in the description of the embodiments of the present invention will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the contents of the embodiments of the present invention and the drawings without creative efforts.
Fig. 1 is a schematic structural diagram of a first coaxial dual-motor dual-speed-ratio electric drive assembly according to an embodiment of the present invention;
fig. 2 is a schematic structural diagram of a second coaxial dual-motor dual-speed-ratio electric drive assembly according to an embodiment of the present invention.
Reference numerals:
1-a first drive motor;
2-a second drive motor;
3-a first speed ratio reduction mechanism; 31-a first speed ratio drive gear; 32-first speed ratio driven gear; 33-one-way clutch;
4-a second-speed-ratio reduction mechanism; 41-second ratio driving gear; 42-a second speed ratio driven gear;
5-a primary input shaft;
6-a secondary input shaft;
7-intermediate shaft;
8-an output drive gear;
9-output driven gear;
10-a differential assembly;
11-left half shaft;
12-right half shaft.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. The components of embodiments of the present invention generally described and illustrated in the figures herein may be arranged and designed in a wide variety of different configurations.
Thus, the following detailed description of the embodiments of the present invention, presented in the figures, is not intended to limit the scope of the invention, as claimed, but is merely representative of selected embodiments of the invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, it need not be further defined and explained in subsequent figures.
In the description of the present invention, it should be noted that the terms "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings or orientations or positional relationships that are conventionally placed when the products of the present invention are used, and are used only for convenience of describing the present invention and simplifying the description, but do not indicate or imply that the devices or elements to be referred to must have specific orientations, be constructed in specific orientations, and operate, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first," "second," "third," and the like are used solely to distinguish one from another and are not to be construed as indicating or implying relative importance. In the description of the present invention, "a plurality" means two or more unless otherwise specified.
In the description of the present invention, it should also be noted that, unless otherwise explicitly specified or limited, the terms "disposed" and "connected" are to be interpreted broadly, e.g., as being either fixedly connected, detachably connected, or integrally connected; either mechanically or electrically. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
In the present invention, unless otherwise expressly stated or limited, "above" or "below" a first feature means that the first and second features are in direct contact, or that the first and second features are not in direct contact but are in contact with each other via another feature therebetween. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly under and obliquely below the second feature, or simply meaning that the first feature is at a lesser elevation than the second feature.
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the accompanying drawings are illustrative only for the purpose of explaining the present invention, and are not to be construed as limiting the present invention.
As shown in fig. 1-2, the embodiment provides a coaxial dual-motor dual-speed-ratio electric drive assembly, which includes a first drive motor 1, a second drive motor 2, a first speed-ratio reduction mechanism 3, a second speed-ratio reduction mechanism 4 and an intermediate shaft 7, wherein the first drive motor 1 and the second drive motor 2 are coaxially arranged and can be independently driven, and single-motor drive or dual-motor simultaneous drive can be selected according to specific driving requirements, so that the power performance and economic requirements of the whole vehicle can be better considered; the second driving motor 2 directly transmits power to the intermediate shaft 7 through the second speed ratio reducing mechanism 4, the first speed ratio reducing mechanism 3 comprises a first speed ratio driving gear 31, a first speed ratio driven gear 32 and a one-way clutch 33, the first driving motor 1 directly transmits the power to the intermediate shaft 7 through the one-way clutch 33 in the first speed ratio reducing mechanism 3, the transmission connection and disconnection between the first driving motor 1 and the intermediate shaft 7 are mechanically realized, a gear shifting control mechanism and an additional control unit are not needed, the power interruption and impact of double-speed ratio gear shifting or mode switching are avoided, and the whole vehicle comfort is good; meanwhile, the structure is simple, the number of parts is small, and the system reliability is good.
Illustratively, as shown in fig. 1, the first-speed-ratio driven gear 32 is in transmission connection with the intermediate shaft 7 through the one-way clutch 33, so that the first driving motor 1 can drive the intermediate shaft 7 to rotate through the first-speed-ratio speed reducing mechanism 3, but the rotation of the intermediate shaft 7 cannot be transmitted to the first driving motor 1 through the first-speed-ratio speed reducing mechanism 3, and the follow-up loss of the first driving motor 1 and the mechanical loss of the first-speed-ratio speed reducing mechanism 3 are reduced. Through one-way clutch 33's setting, the coaxial two motor double speed ratio electric drive assembly that this embodiment provided compares the electric drive assembly among the prior art, can save the setting of synchronous ware, makes the structure of assembly simpler, and does not have the power interruption and the impact that the double-speed ratio shifted or the mode switch, and the whole car travelling comfort is better, and spare part is few simultaneously, manufacturing is easy, and the assembly is with low costs. In other embodiments, as shown in fig. 2, the first speed ratio driving gear 31 may also be in transmission connection with the output end (specifically, the primary input shaft 5) of the first driving motor 1 through a one-way clutch 33.
The first driving motor 1 forms a first speed ratio through the first speed ratio reducing mechanism 3; the second driving motor 2 forms a second speed ratio through a second speed ratio reducing mechanism 4; through the cooperation of the first driving motor 1, the second driving motor 2, the first speed ratio speed reducing mechanism 3 and the second speed ratio speed reducing mechanism 4, multiple working modes such as double-motor combined driving, single-motor efficient driving and single-motor efficient braking energy recovery can be realized, and the requirements of the whole vehicle on dynamic property and economy under different working conditions are met.
Illustratively, the one-way clutch 33 includes an outer race and an inner race, the outer race of the one-way clutch 33 is coaxially press-fitted into the first-speed-ratio driven gear 32, and the inner race of the one-way clutch 33 is coaxially press-fitted onto the intermediate shaft 7, thereby achieving one-way transmission of the first drive motor 1 to the intermediate shaft 7. In other embodiments, the outer ring of the one-way clutch 33 may be coaxially press-fitted into the first speed ratio driving gear 31, and the inner ring of the one-way clutch 33 may be coaxially press-fitted onto the primary input shaft 5.
Preferably, the coaxial dual-motor dual-speed-ratio electric drive assembly further comprises an output driving gear 8, an output driven gear 9 and a differential assembly 10, wherein the output driving gear 8 is coaxially connected with the intermediate shaft 7 in a transmission manner, and the output driven gear 9 is fixedly connected with a shell of the differential assembly 10, so that the power of the intermediate shaft 7 is transmitted to the differential assembly 10. Further, the output driving gear 8 is coaxially and fixedly connected with the intermediate shaft 7, and a rotating shaft of the output driven gear 9 is fixedly connected with a shell of the differential assembly 10 through bolt connection, riveting or welding so as to ensure the stability of power transmission.
The coaxial double-motor double-speed-ratio electric drive assembly further comprises a left half shaft 11 and a right half shaft 12, two ends of the differential assembly 10 are respectively connected with the left half shaft 11 and the right half shaft 12 of the whole vehicle through splines, and the torque of the drive motor is transmitted to wheels to drive the whole vehicle to run.
Optionally, the output driving gear 8 is located between the first-speed ratio driven gear 32 and the second-speed ratio driven gear 42, and the axial length of the intermediate shaft 7 can be shortened, so that the assembly structure is more compact, the whole vehicle arrangement is convenient, and the cost is low.
Optionally, the first speed reduction mechanism 3 includes a first speed driving gear 31 and a first speed driven gear 32, which are in sequential transmission engagement, the first speed driving gear 31 is in coaxial transmission connection with the output end of the first driving motor 1, and the first speed driven gear 32 is in coaxial transmission connection with the intermediate shaft 7.
Preferably, the coaxial dual-motor dual-speed-ratio electric drive assembly further comprises a primary input shaft 5, and the output end of the first drive motor 1 is in splined connection with the primary input shaft 5. The first driving motor 1 includes a motor stator and a motor rotor (not shown), the rotor of the first driving motor 1 is connected to the primary input shaft 5 by a spline, and the first speed ratio driving gear 31 is coaxially and drivingly connected to the primary input shaft 5.
In the coaxial dual-motor dual-speed-ratio electric drive assembly provided in this embodiment, the second-speed-ratio speed reduction mechanism 4 includes a second-speed-ratio driving gear 41 and a second-speed-ratio driven gear 42, which are sequentially engaged in a transmission manner, the second-speed-ratio driving gear 41 is connected to the output end of the second driving motor 2 in a coaxial transmission manner, and the second-speed-ratio driven gear 42 is connected to the intermediate shaft 7 in a coaxial transmission manner.
Preferably, the coaxial dual-motor double-speed-ratio electric drive assembly further comprises a secondary input shaft 6, the output end of the second drive motor 2 is in splined connection with the secondary input shaft 6, and the secondary input shaft 6 is in coaxial rotation fit with the primary input shaft 5. Specifically, the second drive motor 2 includes a motor stator and a motor rotor (not shown), and the rotor of the second drive motor 2 is connected to the secondary input shaft 6 by a spline. Further, the secondary input shaft 6 and the primary input shaft 5 are coaxially supported by bearings in a hollow manner.
Illustratively, the second-speed driving gear 41 is coaxially and fixedly connected to the secondary input shaft 6, and the second-speed driven gear 42 is coaxially and fixedly connected to the counter shaft 7.
Preferably, optionally, the first speed reduction mechanism 3 and the second speed reduction mechanism 4 are arranged in parallel and located between the first driving motor 1 and the second driving motor 2, and the intermediate shaft 7 is parallel to the secondary input shaft 6 and the primary input shaft 5, so that the overall structure of the assembly is more compact, and the whole vehicle arrangement is facilitated.
For convenience of understanding, the working principle of the coaxial dual-motor dual-speed-ratio electric driving assembly provided by the embodiment is as follows:
when the vehicle is in low-speed large load or rapid acceleration, the first driving motor 1 and the second driving motor 2 are driven in a combined mode, and output torque of the first driving motor 1 is transmitted to the intermediate shaft 7 through the primary input shaft 5, the first-speed-ratio driving gear 31, the one-way clutch 33 and the first-speed-ratio driven gear 32; the output torque of the second driving motor 2 is transmitted to the intermediate shaft 7 through the secondary input shaft 6, the second-speed ratio driving gear 41 and the second-speed ratio driven gear 42; after the torques output by the two motors are converged on the intermediate shaft 7, the torques are transmitted to a differential assembly 10 through an output driving gear 8 and an output driven gear 9, and then transmitted to wheels through a left half shaft 11 and a right half shaft 12 at two ends of the differential assembly 10. The combination of the first driving motor 1 and the first speed ratio speed reducing mechanism 3 and the combination of the second driving motor 2 and the second speed ratio speed reducing mechanism 4 provide larger output torque and quick acceleration response for the whole vehicle.
When the vehicle is in medium-high speed cruising or small-load operation, the second driving motor 2 is independently driven, the output torque is transmitted to the intermediate shaft 7 through the secondary input shaft 6, the second speed ratio driving gear 41 and the second speed ratio driven gear 42, then transmitted to the differential assembly 10 through the output driving gear 8 and the output driven gear 9, and then transmitted to the wheels through the left half shaft 11 and the right half shaft 12 at two ends of the differential assembly 10; the first driving motor 1 stops, the intermediate shaft 7 drives the inner ring of the one-way clutch 33 to rotate, and the outer ring of the one-way clutch 33 and the first speed ratio driven gear 32 do not rotate along with the intermediate shaft 7, so that the follow-up loss of the first driving motor 1 and the mechanical loss of the first speed ratio speed reducing mechanism 3 can be reduced; meanwhile, the working conditions of the high-efficiency area matched with the second speed ratio speed reducing mechanism 4 are relatively gathered, so that the comprehensive use efficiency of the electric drive assembly is better ensured to be improved;
during deceleration or braking, the braking energy of the whole vehicle is transmitted into a differential assembly 10 through wheels, a left half shaft 11 and a right half shaft 12, and then transmitted to an output driven gear 9 and an output driving gear 8 through the differential assembly 10 and transmitted to an intermediate shaft 7; at this time, the first driving motor 1 is stopped, the intermediate shaft 7 drives the inner ring of the one-way clutch 33 to rotate, and the outer ring of the one-way clutch 33 and the first speed ratio driven gear 32 do not rotate along with the intermediate shaft 7; the whole braking energy of the whole vehicle passes through the intermediate shaft 7, the second-speed-ratio driven gear 42 and the second-speed-ratio driving gear 41 to drag the second driving motor 2 to generate electricity, so that the high-efficiency recovery of the braking energy is realized.
The embodiment also provides an electric automobile, including foretell two motor double speed ratio electric drive assemblies, through using above-mentioned two motor double speed ratio electric drive assemblies of coaxial, whole car is arranged in a flexible way, controls simply conveniently, and is with low costs.
It is to be noted that the foregoing is only illustrative of the preferred embodiments of the present invention and the technical principles employed. It will be understood by those skilled in the art that the present invention is not limited to the particular embodiments described herein, but is capable of various obvious changes, rearrangements and substitutions as will now become apparent to those skilled in the art without departing from the scope of the invention. Therefore, although the present invention has been described in greater detail by the above embodiments, the present invention is not limited to the above embodiments, and may include other equivalent embodiments without departing from the spirit of the present invention, and the scope of the present invention is determined by the scope of the appended claims.
Claims (10)
1. A coaxial double-motor double-speed-ratio electric drive assembly is characterized by comprising a first drive motor (1), a second drive motor (2), a first speed-ratio speed reducing mechanism (3), a second speed-ratio speed reducing mechanism (4) and a middle shaft (7), wherein the first drive motor (1) and the second drive motor (2) are coaxially arranged and can be driven independently; the second driving motor (2) directly transmits power to the intermediate shaft (7) through the second speed ratio reduction mechanism (4), and the first speed ratio reduction mechanism (3) comprises a first speed ratio driving gear (31), a first speed ratio driven gear (32) and a one-way clutch (33);
the output end of the first driving motor (1) is in coaxial transmission connection with the first speed ratio driving gear (31) through the one-way clutch (33), and the first speed ratio driven gear (32) is in transmission connection with the intermediate shaft (7); or the output end of the first driving motor (1) is coaxially connected with the first speed ratio driving gear (31) in a transmission way, and the first speed ratio driving gear (32) is connected with the intermediate shaft (7) in a transmission way through the one-way clutch (33).
2. The assembly according to claim 1, wherein the second speed ratio reduction mechanism (4) comprises a second speed ratio driving gear (41) and a second speed ratio driven gear (42) which are in transmission engagement in sequence, the second speed ratio driving gear (41) is in coaxial transmission connection with the output end of the second driving motor (2), and the second speed ratio driven gear (42) is in transmission connection with the intermediate shaft (7).
3. The coaxial dual-motor dual-speed-ratio electric drive assembly according to claim 2, further comprising an output driving gear (8), an output driven gear (9) and a differential assembly (10), wherein the output driving gear (8) is meshed with the output driven gear (9), the output driving gear (8) is coaxially connected with the intermediate shaft (7) in a transmission manner, and the output driven gear (9) is fixedly connected with a shell of the differential assembly (10).
4. The coaxial dual-motor dual-speed-ratio electric drive assembly according to claim 3, wherein the output drive gear (8) is located between the first-speed-ratio driven gear (32) and the second-speed-ratio driven gear (42).
5. The coaxial dual-motor dual-speed-ratio electric drive assembly according to claim 3, wherein a rotating shaft of the output driven gear (9) is fixedly connected with a housing of the differential assembly (10) through bolting, riveting or welding.
6. The coaxial dual-motor dual-speed-ratio electric drive assembly according to claim 2, further comprising a primary input shaft (5), wherein the output end of the first drive motor (1) is splined to the primary input shaft (5).
7. The coaxial dual-motor dual-speed-ratio electric drive assembly according to claim 6, further comprising a secondary input shaft (6), wherein an output end of the second driving motor (2) is in splined connection with the secondary input shaft (6), and the secondary input shaft (6) is coaxially and rotationally matched with the primary input shaft (5).
8. Coaxial dual-motor dual-ratio electric drive assembly according to claim 7, characterized in that said second-ratio driving gear (41) is coaxially and fixedly connected to said secondary input shaft (6).
9. Coaxial dual-motor dual-speed-ratio electric drive assembly according to claim 7, characterized in that said first speed-ratio reduction mechanism (3) and said second speed-ratio reduction mechanism (4) are arranged in parallel and are located between said first drive motor (1) and said second drive motor (2), and said intermediate shaft (7) is parallel to said secondary input shaft (6).
10. An electric vehicle comprising a coaxial dual motor dual speed ratio electric drive assembly as defined in any one of claims 1 to 9.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110790406.4A CN113464620A (en) | 2021-07-13 | 2021-07-13 | Coaxial double-motor double-speed-ratio electric drive assembly and electric automobile |
| PCT/CN2022/104852 WO2023284667A1 (en) | 2021-07-13 | 2022-07-11 | Electric drive assembly and electric vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110790406.4A CN113464620A (en) | 2021-07-13 | 2021-07-13 | Coaxial double-motor double-speed-ratio electric drive assembly and electric automobile |
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| CN113464620A true CN113464620A (en) | 2021-10-01 |
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| CN202110790406.4A Pending CN113464620A (en) | 2021-07-13 | 2021-07-13 | Coaxial double-motor double-speed-ratio electric drive assembly and electric automobile |
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| WO (1) | WO2023284667A1 (en) |
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| CN114454701A (en) * | 2022-02-28 | 2022-05-10 | 奇瑞汽车股份有限公司 | New energy automobile power assembly |
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Also Published As
| Publication number | Publication date |
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| WO2023284667A1 (en) | 2023-01-19 |
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Application publication date: 20211001 |