CN114290889A - Power device and vehicle - Google Patents
Power device and vehicle Download PDFInfo
- Publication number
- CN114290889A CN114290889A CN202110741285.4A CN202110741285A CN114290889A CN 114290889 A CN114290889 A CN 114290889A CN 202110741285 A CN202110741285 A CN 202110741285A CN 114290889 A CN114290889 A CN 114290889A
- Authority
- CN
- China
- Prior art keywords
- motor
- planetary gear
- wheel
- output shaft
- gear set
- 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
Landscapes
- Retarders (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
Abstract
The application provides a power device and a vehicle including the power device. The power device comprises a first motor, a second motor, a first planetary gear set and a second planetary gear set. The first motor and the second motor are sequentially arranged along a first direction to form a motor set, the first planetary gear set, the motor set and the second planetary gear set are sequentially arranged along a second direction, and the second direction is perpendicular to the first direction. The first motor is in transmission connection with a first planetary gear set, the first planetary gear set comprises a first output shaft, and the first output shaft is positioned at one end of the first planetary gear set, which is far away from the first motor; the second motor is in transmission connection with a second planetary gear set, the second planetary gear set comprises a second output shaft, and the second output shaft is positioned at one end, far away from the second motor, of the second planetary gear set; the axes of the first output shaft and the second output shaft are overlapped. The power device has the characteristics of compact structure, small axial size between the two output shafts and the like.
Description
Technical Field
The present application relates to the field of automobiles, and more particularly, to a power unit and a vehicle equipped with the power unit.
Background
The motor is connected to the wheel end through a speed reducer in a transmission mode and can provide traveling power for the vehicle. With the improvement of the acceleration performance of the vehicle, the power of a single motor can not meet the requirement gradually. A two-motor, two-speed reducer vehicle is thus presented, with the two motors each serving to independently drive one side of the wheel to provide greater output power. Furthermore, the vector control of the torque of the left wheel and the torque of the right wheel of the vehicle can be simultaneously realized by the vehicle with the double motors, so that the steering precision is improved, and one side of the wheel is prevented from skidding.
However, the axial size of the power device with the double motors and the double speed reducers is large, so that the power device is not beneficial to the arrangement of the inner space of the whole vehicle, and the overall size of the whole vehicle is easy to cause overlarge.
Disclosure of Invention
The application provides a power device and a vehicle equipped with the power device. The arrangement of the double motors in the power device is relatively compact, the overall dimension of the power device can be effectively controlled, and the overall dimension of the vehicle is controlled. The application specifically comprises the following technical scheme:
in a first aspect, the present application provides a power plant comprising a first electric machine, a second electric machine, a first planetary gear set and a second planetary gear set; the first motor and the second motor are sequentially arranged along a first direction to form a motor set, the first planetary gear set, the motor set and the second planetary gear set are sequentially arranged along a second direction, and the second direction is perpendicular to the first direction. The first motor is in transmission connection with a first planetary gear set, the first planetary gear set comprises a first output shaft, and the first output shaft is positioned at one end of the first planetary gear set, which is far away from the first motor; the second motor is in transmission connection with a second planetary gear set, the second planetary gear set comprises a second output shaft, and the second output shaft is positioned at one end, far away from the second motor, of the second planetary gear set; the axes of the first output shaft and the second output shaft are overlapped. The power device comprises a first motor and a second motor which are arranged side by side and are in transmission connection with a first planetary gear set and a second planetary gear set respectively so as to provide power for a first output shaft and a second output shaft respectively. The first planetary gear set is positioned on one side of the first motor along a direction perpendicular to the arrangement direction of the first motor and the second motor, and the second planetary gear set is positioned on the other side. In the direction perpendicular to the arrangement direction of the first motor and the second motor, the axial distance of the whole power device is compressed by the first motor and the second motor which are arranged side by side; in the arrangement direction of the first motor and the second motor, the first planetary gear set and the second planetary gear set are large in size, and the whole width of the power device cannot be influenced by the first motor and the second motor which are arranged side by side. The axis coincidence of first output shaft of cooperation and second output shaft, this application power device can guarantee the power take off of bilateral symmetry simultaneously, has still reached the beneficial effect of the structure compactness relatively.
In one possible implementation manner, the first motor comprises a first motor shaft, and the first motor is in transmission connection with the first planetary gear set through the first motor shaft; the second motor comprises a second motor shaft, and the second motor is in transmission connection with the second planetary gear set through the second motor shaft; the distance between the first output shaft and the first motor shaft along the first direction is equal to the distance between the first output shaft and the second motor shaft along the first direction.
In this implementation, the first motor shaft of the first motor may be arranged in a direction perpendicular to the side-by-side direction of the first motor and the second motor, and the second motor shaft of the second motor is also arranged in the same direction, so that the length directions of the first motor and the second motor are arranged in parallel to each other. And the axis that sets up first output shaft and second output shaft coincidence is the same with the distance of first motor shaft and second motor shaft respectively, has guaranteed that first output shaft and second output shaft are located the central point between first motor and the second motor and has put, does benefit to arranging and power distribution between first motor and the second motor.
In one possible implementation, the transmission ratio of the first motor to the first output shaft is equal to the transmission ratio of the second motor to the second output shaft.
In this implementation, the gear ratio of the first motor to the first output shaft is set to be equal to the gear ratio of the second motor to the second output shaft, i.e., the gear ratios of the first planetary gear set and the second planetary gear set are set to be equal. The structures of the first planetary gear set and the second planetary gear set can be symmetrically arranged, and symmetrical arrangement of the power device is facilitated.
In one possible implementation, the first planetary gear set includes a first planetary gear, the first planetary gear includes a first input end and a first output end, the first output end is fixedly connected with the first output shaft, the first input end rotates around the axis of the first output shaft, and the first input end is in transmission connection with the first motor; the second planetary gear set comprises a second planetary gear, the second planetary gear comprises a second input end and a second output end, the second output end is fixedly connected with the second output shaft, the second input end rotates around the axis of the second output shaft, and the second input end is in transmission connection with the second motor.
In this implementation, the first planetary gear set includes a first planetary gear, the second planetary gear set includes a second planetary gear, and the first output shaft is located at a first output end position of the first planetary gear, and the second output shaft is located at a second output end position of the second planetary gear. The first output shaft can rotate around the axis of the first planetary gear, and the second output shaft can rotate around the axis of the second planetary gear, so that the internal structures of the first planetary gear set and the second planetary gear set are simplified respectively, and the arrangement of a power device is convenient.
In a possible implementation manner, the first planetary gear includes a first sun gear, a first planetary gear, a first outer ring gear, and a first carrier, the first planetary gear is drivingly connected between the first sun gear and the first outer ring gear, the first outer ring gear is also drivingly connected with the first carrier, the first input end is located at the first sun gear, and the first carrier is fixedly connected with the first output shaft; the second planetary gear comprises a second sun gear, a second planet gear, a second outer gear ring and a second planet carrier, the second planet gear is in transmission connection between the second sun gear and the second outer gear ring, the second outer gear ring is also in transmission connection with the second planet carrier, a second input end is located at the second sun gear, and the second planet carrier is fixedly connected with a second output shaft.
In this implementation, the internal structures of the first planetary gear and the second planetary gear ensure respective transmission ratios, and the overall volume of the power device can be further reduced by utilizing the characteristic of relatively compact structure of the planetary gears.
In one possible implementation, the number of first planet gears and the number of second planet gears are each at least three.
In one possible implementation manner, the first motor comprises a first motor gear, the first planetary gear comprises a first driving wheel, the first motor gear is meshed with the first driving wheel to output the power of the first motor, and the first driving wheel is fixedly connected with the first input end; the second motor comprises a second motor gear, the second planetary gear comprises a second driving wheel, the second motor gear is meshed with the second driving wheel to output power of the second motor, and the second driving wheel is fixedly connected with the second input end.
In the implementation mode, the power of the first motor is transmitted to the first planetary gear through the matching between the first motor gear and the first transmission wheel, the structure is relatively simple, and the structure of primary speed reduction transmission is realized; correspondingly, the matching between the second motor gear and the second transmission wheel also achieves similar effects.
In one possible implementation, the gear ratios of the first planetary gear and the second planetary gear are both 4: 1.
In one possible implementation, the gear ratio of the first planetary gear set to the second planetary gear set ranges from 11:1 to 16: 1.
In a possible implementation manner, arc-shaped teeth are adopted between the first motor gear and the first transmission wheel and between the second motor gear and the second transmission wheel to transmit power.
In one possible implementation manner, the first planetary gear set comprises a first unlocking unit, the first unlocking unit is arranged between the first motor and the first output shaft, and the first unlocking unit is used for opening or closing power transmission between the first motor and the first output shaft; the second planetary gear set comprises a second unlocking unit, the second unlocking unit is arranged between the second motor and the second output shaft, and the second unlocking unit is used for opening or closing power transmission between the second motor and the second output shaft.
In this implementation, the intervention of the first unlocking unit and the second unlocking unit may control the transmission of motion to the first motor to the first output shaft and the transmission of motion to the second motor to the second output shaft. In some specific scenarios, such as the case where it is not necessary to provide power or to prevent power from being transmitted back to the interior of the motor, the control of the transmission of motion by the first and second unlocking units may protect the first and second motors, or the first and second output shafts.
In one possible implementation manner, the first unlocking unit is arranged at the first outer gear ring and used for opening or closing the rotation action of the first outer gear ring; the second unlocking unit is arranged at the second gear ring and used for opening or closing the rotation action of the second outer gear ring.
In the implementation mode, when the first outer gear ring can rotate freely, the rotation of the first planet wheel is transmitted to the position of the first outer gear ring, and then the motion transmission cannot be formed on the first planet carrier, so that the internal structure of the first motor is kept relatively static; when the second outer gear ring rotates freely, the rotating power of the second planet gear can be absorbed, and the inner structure of the second motor is further guaranteed to be relatively static. The interior of the first and second electric machines is thus correspondingly protected.
In a second aspect, the present application provides a vehicle comprising a first wheel, a second wheel, and the power plant provided by the first aspect of the present application; the first wheel is fixedly connected with the first output shaft, the second wheel is fixedly connected with the second output shaft, and the power device is used for driving the first wheel and the second wheel to rotate.
In the second aspect of the present application, because the vehicle employs the power unit of the first aspect, the vehicle of the present application also has the feature of compact structure of the power unit, and the overall size of the vehicle can be controlled.
In a possible implementation manner, the vehicle further comprises a third wheel, a fourth wheel and a driving device, wherein the driving device is in transmission connection with the third wheel and the fourth wheel respectively and is used for driving the third wheel and the fourth wheel to rotate simultaneously.
In this implementation manner, the power device provided by the first aspect of the present application may work in cooperation with a driving device, and when a vehicle needs a large driving force, the power device and the driving device synchronously provide power for the vehicle to travel. When the driving force demand of the vehicle is small, the power device or the driving device can work independently, and the running requirement of the vehicle can be met.
In one possible implementation, the first direction is a length direction of the vehicle and the second direction is a width direction of the vehicle.
Drawings
FIG. 1 is a schematic structural diagram of one embodiment of a vehicle provided herein;
FIG. 2 is a schematic illustration of a structure of another embodiment of a vehicle provided herein;
FIG. 3 is a schematic diagram of the internal structure of the power plant provided by the present application;
FIG. 4 is a schematic diagram of the external structure of the power plant provided by the present application;
FIG. 5 is a schematic view of the internal layout of the power plant provided herein;
FIG. 6 is a schematic view of the internal arrangement of a prior art power plant;
FIG. 7 is a schematic top view of the power plant provided by the present application;
FIG. 8 is a side view schematic of a power plant provided herein;
FIG. 9 is a schematic illustration of the engagement of a first electric machine with a first planetary gear set in the power plant provided herein;
FIG. 10 is an exploded schematic view of a first electric machine and a first planetary gear set of the power plant provided herein;
FIG. 11 is an exploded schematic view of a first motor of the power plant provided herein;
FIG. 12 is an exploded schematic view of a first planetary gear set of the power plant provided herein;
FIG. 13 is an exploded schematic view of a first planetary gear in the power plant provided herein;
fig. 14 is a side view schematic structure diagram of the first planetary gear in the power device provided by the present application.
Detailed Description
Technical solutions in the embodiments of the present application will be described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only a part of the embodiments of the present application, and not all of the embodiments.
Please refer to fig. 1 for a schematic structure of a vehicle 400 provided by the present application.
In the vehicle 400 shown in fig. 1, a first wheel 401 and a second wheel 402 are included, and the first wheel 401 and the second wheel 402 are arranged on opposite sides of the vehicle 400, and the rotation axes of the first wheel 401 and the second wheel 402 coincide with each other. That is, first wheel 401 and second wheel 402 may be used as both the front or rear wheels of vehicle 400. In the illustration of fig. 1, a first wheel 401 and a second wheel 402 are both used as rear wheels of a vehicle 400.
The vehicle 400 also includes a power plant 300 provided herein. The power device 300 is in transmission connection with a first wheel 401 and a second wheel 402, respectively, for providing power to the first wheel 401 and the second wheel 402, respectively, and driving the vehicle 400 to run on a road surface. As can be appreciated, because the power device 300 needs to be in transmission connection with the first wheel 401 and the second wheel 402 respectively, the power device 300 of the present application needs to ensure that the rotation axes of the first wheel 401 and the second wheel 402 are coincident, so as to ensure that the first wheel 401 and the second wheel 402 drive the vehicle 400 to travel smoothly.
Fig. 2 illustrates another vehicle 400 configuration provided by the present application.
In the vehicle 400 shown in fig. 2, a third wheel 403, a fourth wheel 404, and a driving device 405 are further included. In the present embodiment, the driving device 405 and the power device 300 are arranged in the longitudinal direction of the vehicle, and the first wheel 401 and the second wheel 402, and the third wheel 403 and the fourth wheel 404 are arranged in the width direction of the vehicle, respectively. I.e., third wheel 403 and fourth wheel 404 are on opposite sides of vehicle 400, third wheel 403 is on the same side of vehicle 400 as first wheel 401, and fourth wheel 404 is on the opposite side of vehicle 400 as second wheel 402. The driving device 405 is in transmission connection with the third wheel 403 and the fourth wheel 404, and the driving device 405 is used for driving the third wheel 403 and the fourth wheel 404 to rotate, so as to drive the vehicle 400 to run on the road surface.
It will be appreciated that in the embodiment of fig. 2, the power plant 300 provided herein may cooperate with the drive unit 405 to provide motive power for travel of the vehicle 400. In one embodiment, the power device 300 of the present application mainly provides starting and accelerating power for the vehicle 400, that is, when the vehicle is started or needs to accelerate, the power device 300 of the present application intervenes and drives the first wheel 401 and the second wheel 402 to rotate; in the process that the vehicle 400 travels at a relatively constant speed, the driving device 405 only drives the third wheel 403 and the fourth wheel 404 to rotate, so as to keep the speed of the vehicle 400, and at this time, the power device 300 can be in a disengaged or low-power consumption state, and does not need to output power.
Thus, power plant 300 is in driving connection with first wheel 401 and second wheel 402. The vehicle 400 can be powered by the power device 300 provided by the application as shown in fig. 1; or may travel in cooperation with the power unit 300 and the drive unit 405, as shown in figure 2. The driving device 405 may be a motor driving device, or may be a driving device for energy such as gasoline or diesel. The vehicle 400 may be an electric vehicle, or a hybrid vehicle, according to the present application.
Fig. 3 illustrates a specific structure of a power plant 300 provided by the present application.
In the power plant 300 of the present application, a first electric machine 110 and a second electric machine 120 are included, as well as a first planetary gear set 210 and a second planetary gear set 220. The first electric machine 110 is in transmission connection with the first planetary gear set 210, and the first planetary gear set 210 includes a first output shaft 211. The first output shaft 211 is located on a side of the first planetary gear set 210 away from the first electric machine 110, and the power output by the first electric machine 110 is transmitted to the first output shaft 211 through the first planetary gear set 210. The first output shaft 211 may be fixedly connected to the first wheel 401, or the first output shaft 211 is in transmission connection with the first wheel 401, so that the power transmission from the first motor 110 to the first wheel 401 may be realized.
The second motor 120 is in driving connection with a second planetary gear set 220, and the second planetary gear set 220 includes a second output shaft 221. The second output shaft 221 is located on a side of the second planetary gear set 220 away from the second motor 120, and the power output by the second motor 120 is transmitted to the second output shaft 221 through the second planetary gear set 220. The second output shaft 221 may also be fixedly or drivingly connected to the second wheel 401 to enable power transfer from the second motor 120 to the second wheel 402.
Further, the first motor 110 and the second motor 120 are also arranged side by side along the first direction 001 to form a motor set. The first planetary gear set 210 is located at one side of the first motor 110 in the second direction 002, and the second planetary gear set 220 is located at the other side of the first motor 110 in the second direction 002. Wherein the second direction 002 is perpendicular to the first direction 001. That is, in the second direction 002, the first planetary gear set 210, the motor set, and the second planetary gear set 220 are arranged in sequence. In the vehicle 400, the first direction 001 may be a longitudinal direction of the vehicle 400, and the second direction 002 may be a width direction of the vehicle. It will be appreciated that the length-space dimension of the vehicle 400 is generally greater than its width-space dimension, and the wheels of the vehicle are disposed at positions on both sides in its width direction.
The first motor 110 and the second motor 120 may be configured in a rectangular shape or a cylindrical shape (see fig. 4), and a length direction of the first motor 110 may be disposed parallel to the second direction 002, and a length direction of the second motor 120 may also be disposed parallel to the second direction 002, whereby the first motor 110 and the second motor 120 may be disposed side by side in the first direction 001. And because the length directions of the first motor 110 and the second motor 120 are perpendicular to the first direction 001, when the first motor 110 and the second motor 120 are arranged side by side, the width dimension of the power device 300 along the first direction 001 is actually the width dimension of the first motor 110 and the width dimension of the second motor 120 are overlapped, and the overall width dimension of the overlapped power device 300 is relatively small. Since the first direction 001 may be a length direction of the vehicle 400, the first motor 110 and the second motor 120 are disposed side by side along the first direction 001, which is also beneficial for the arrangement of the inner space of the vehicle 400.
In the width direction of the vehicle 400, i.e. the second direction 002, the arrangement direction of the first motor 110 is opposite to the arrangement direction of the second motor 120, and the first planetary gear set 210 and the second planetary gear set 220 are arranged on opposite sides of the motor set along the second direction 002. Specifically, the first motor 110 includes a first motor shaft 111, and the first motor 110 is in transmission connection with the first planetary gear set 210 through the first motor shaft 111. The first motor shaft 111 protrudes outward in a second direction relative to the first motor 110, the protruding direction of the first motor shaft faces the direction of the first planetary gear set 210, and the first motor shaft is in transmission connection with the first planetary gear set 210.
The second motor 120 includes a second motor shaft 121, and the second motor 120 is rotatably connected to the second planetary gear set 220 via the second motor shaft 121. The second motor shaft 121 extends outward in the second direction 002 relative to the second motor 120, and the second motor shaft 121 extends toward the second planetary gear set 220 relative to the second motor 120, that is, the extending direction of the second motor shaft 121 is opposite to the extending direction of the first motor shaft 111. Thus, the second motor shaft 121 is brought into driving connection with the second planetary gear set 220 on the other side of the first motor 110.
Referring to fig. 5, in the present embodiment, the length dimensions of the first motor 110 and the second motor 120 are both defined as L1, and the length dimensions of the first planetary gear set 210 and the second planetary gear set 220 are both defined as L2. In the second direction 002, the axial dimension L of the power device 300 of the present embodiment can be expressed as:
L-L1 + 2L 2 formula (1);
fig. 6 illustrates an arrangement of a dual-motor power plant 300a in the prior art. In the schematic of fig. 6, the conventional power plant 300a also includes two motors 110a and 120a, and the two motors are arranged in the second direction 002. Further, the conventional power plant 300a further includes two reduction boxes 210a and 220 a. The two reduction gearboxes are also arranged along the second direction 002. When the length of the motors 110a and 120a of the existing power device 300a is L1a, and the length of the two reduction boxes 210a and 220a is L2a, the axial dimension La of the existing power device 300 can be expressed as:
La-2L 1a + 2L 2a formula (2);
it can be seen that the axial dimension L of the power device 300 of the present application is at least shortened by the length dimension of one motor, compared with the arrangement manner of the prior art, so that the axial dimension of the whole power device 300 is reduced, which is beneficial to the overall width control and the internal space arrangement of the vehicle 400. Further, in the prior art power plant 300a illustrated in fig. 6, it employs a conventional gear box structure, which requires at least two parallel shafts to achieve a predetermined gear ratio. Thus, the width dimension of the transfer gear box is also increased accordingly in the first direction 001. Since the power device 300 of the present application adopts the structure of the first planetary gear set 210 and the second planetary gear set 220, similar transmission ratio can be achieved by only one stage of parallel shaft transmission, so the size of the power device 300 of the present application in the first direction 001 is also reduced.
Please refer to the internal structure of the power device 300 shown in fig. 7. The first motor 110 includes a first stator and a first rotor (not shown). The first motor shaft 111 is fixedly connected with the first rotor, and the first stator drives the first rotor to rotate so as to drive the first motor shaft 111 to rotate, so that power output of the first motor 110 is realized. The first motor 110 further comprises a first motor gear 112, the first motor gear 112 being located on a side of the first motor shaft 111 facing away from the first rotor. The first motor gear 112 transmits the rotation of the first motor shaft 111 to the first planetary gear set 210, and the first planetary gear set 210 transmits the rotation to the first output shaft 211.
Correspondingly, the second motor 120 also includes a second stator and a second rotor (not shown). The second motor shaft 121 is fixedly connected to the first rotor, and the first stator drives the first rotor to rotate so as to drive the second motor shaft 121 to rotate, thereby realizing power output of the second motor 120. The second motor 120 further comprises a second motor gear 122, the second motor gear 122 being located on a side of the second motor shaft 121 facing away from the second rotor. The second motor gear 122 transmits the rotation of the second motor shaft 121 to the second planetary gear set 220, and the second planetary gear set 220 transmits the rotation to the second output shaft 221.
Since the first motor 110 and the second motor 120 are used to drive the first wheel 401 and the second wheel 402, respectively, the power required for the vehicle 400 is substantially the same for the front wheels on both sides or the rear wheels on both sides thereof. The output power of the first motor 110 and the second motor 120 may be substantially the same. Further, the gear ratios of the first planetary gear set 210 and the second planetary gear set 220 may be set to be equal, so that the structures of the first planetary gear set 210 and the second planetary gear set 220 are substantially symmetrical and the length dimension along the second direction 002 is also equal.
Thus, in the schematic of fig. 7, since the first and second electric machines 110 and 120 have substantially the same structure, and the first and second planetary gear sets 210 and 220 have substantially the same structure, the first and second planetary gear sets 210 and 220 may have a substantially symmetrical structure. At this time, the axes of the first output shaft 211 and the second output shaft 221 are overlapped with each other, and the overlapped positions are equal to each other in distance from the first motor 110 and distance from the second motor 120. That is, in the first direction 001, the axes of the first output shaft 211 and the second output shaft 221 are located at the same distance from the first motor shaft 111 as the second motor shaft 121. Alternatively described, the position where the axes of the first output shaft 211 and the second output shaft 221 coincide is located at the midpoint between the first motor 110 and the second motor 120.
Thus, the first motor 110 and the second motor 120 are also symmetrically arranged along the axis of the first output shaft 211, and the size of the power device 300 in the first direction 001 is also symmetrically distributed relative to the axes of the first output shaft 211 and the second output shaft 221, which is beneficial to the arrangement of the power device 300 in the vehicle 400. In one embodiment, the first motor 110 and the second motor 120 are both cylindrical, and the maximum diameter of the cylinders of the first motor 110 and the second motor 120 is between 170m and 175 mm. The center-to-center distance in the first direction 001 between the first motor 110 and the second motor 120 arranged side by side also tends to be about 175 mm.
And the center distance between the first planetary gear set 210 and the first motor shaft 111 can be defined to be between 90mm and 96mm based on the requirement of the reduction ratio. Correspondingly, the center distance between the second planetary gear set 220 and the second motor shaft 121 is also defined to be between 90mm and 96 mm. At this time, the distance between the first motor shaft 111 and the second motor shaft 121 is smaller than the sum of the distances between the first motor shaft 111 and the second motor shaft 121 and the first output shaft 211. Therefore, in the power plant 300 of the present application, the first planetary gear set 210 and the second planetary gear set 220 can be shifted downward by an amount corresponding to the parallel plane of the first electric machine 110 and the second electric machine 120 (as shown in fig. 8).
As can be seen from fig. 8, the first motor 110 and the second motor 120 are arranged side by side in the first direction 001, and respective axes of the first motor shaft 111 and the second motor shaft 121 are parallel to each other and form a plane a parallel to the first direction 001. In this case, the distance between the first motor shaft 111 and the second motor shaft 121 may be about 175mm from the center defined above. I.e., the first motor 110 and the second motor 120 are arranged in a contact or small distance to reduce the size of the power device 300 in the first direction 001.
In the requirement of the reduction ratio, the center distance between the first planetary gear 210 and the first motor shaft 111 tends to be between 90mm and 96mm, and the center distance between the second planetary gear set 220 and the second motor shaft 121 also tends to be between 90mm and 96 mm. Therefore, the first planetary gear set 210 and the second planetary gear set 220 are both translated along the third direction 003 (where the third direction 003 is perpendicular to the plane a) relative to the plane a to increase the center distance between the first motor shaft 111 and the first planetary gear set 210 and simultaneously increase the center distance between the second motor shaft 121 and the second planetary gear set 220, thereby satisfying the requirement of the reduction ratio. It is understood that in other embodiments, when the requirement of the reduction ratio is small, the first planetary gear set 210 and the second planetary gear set 220 may be disposed flush with the plane a, so as to reduce the space size of the power device 300 in the third direction 003.
Fig. 9 illustrates a schematic of the cooperation between the first electric machine 110 and the first planetary gear set 210. Referring to the exploded illustration shown in fig. 10, the first motor shaft 111 of the first motor 110 extends along the second direction 002, and the first motor gear 112 is located at an end of the first motor shaft 111 far away from the first motor 110. As can be seen from the illustration, the first rotor of the first motor 110 is located inside the first stator, so that the first motor shaft 111 is fixedly connected to the first rotor, and the rotating motion of the first motor 10 is transmitted to the first motor gear 112.
Referring to fig. 11, at a side of the first motor 110, the first motor shaft 111 is substantially in a cantilever structure after extending out of the body of the first motor 110. For this reason, first motor bearings 113 may be further disposed at opposite ends of the first motor shaft 111 to be sleeved on the first motor shaft 111 to reliably support the first motor shaft 111. The quantity of first motor bearing 113 can be two, and two first motor bearings 113 set up along the length direction interval of first motor shaft 111, and two first motor bearings 113 can also be located the relative both sides of first motor gear 112 respectively, and then form better supporting effect to first motor gear 112.
Referring to fig. 12, the first planetary gear set 210 includes a first planetary gear 230 and a first driving wheel 212. The first planetary gears 230 are fixedly connected to the first driving wheel 212, and the rotation axes of the first planetary gears 230 and the first driving wheel 212 are coincident with each other. The first driving wheel 212 is drivingly connected between the first planetary gears 230 and the first motor gear 112. That is, in the second direction 002, the first driving gear 212 is closer to the first motor 110 than the first planetary gears 230. The first driving wheel 212 is in mesh transmission with the first motor gear 112 for transmitting the rotation of the first motor 110 to the first planetary gears 230. In the schematic of fig. 9, the first transmission wheel 212 and the first motor gear 112 also transmit power by adopting the engagement form of arc-shaped teeth, so that larger torque transmission capacity can be realized.
In the schematic of fig. 12, the first planetary gear set 210 further includes a first drive shaft 213 and a first drive bearing 214. The first transmission shaft 213 is connected between the first transmission wheel 212 and the first planetary gear 230, and serves to form rotation centers of the first transmission wheel 212 and the first planetary gear 230, respectively. The first planetary gear 230 includes a first input end 2301 and a first output end 2302, the first transmission shaft 213 is nested at the first input end 2301, and the first transmission wheel 212 transmits the rotation of the first motor 110 to the first planetary gear 230 via the first transmission shaft 213. It can be understood that the first driving wheel 212 and the first rotating shaft 213 may be in transmission connection by using a flat key or a spline; the first transmission shaft 213 and the first input end 2301 may also be in transmission connection by means of a flat key or a spline.
The first transmission bearing 214 is sleeved outside the first transmission shaft 213 for supporting the rotation of the first transmission shaft 213 and the first planetary gears 230. It is understood that the power device 300 of the present application may further be provided with a housing (not shown) similar to the structure of the casing for positioning the first motor 110, the second motor 120 and the bearings, thereby ensuring reliable operation of the power device 300. In the illustration of fig. 12, the number of the first rotation bearings 214 is two, and two first rotation bearings 214 are provided at intervals and are located on opposite sides of the first driving wheel 212. It will be appreciated that in other embodiments, the number of the first transmission bearings 214 may be set to 1 or more for supporting the first transmission shaft 213.
Fig. 13 illustrates an exploded view of the first planetary gear 230. The first planetary gears 230 include a first sun gear 231, a first planetary gear 232, a first outer ring gear 233, and a first carrier 234. The first input 2301 of the first planetary gear 230 is disposed at the first sun gear 231, and the first sun gear 231 is also used for being fixedly connected with the first transmission shaft 213 for receiving the rotation motion transmitted from the first motor 110. The number of first planets 232 may be multiple, and in some embodiments the number of first planets 232 may be more than three. The first planetary gear 232 is drivingly connected between the first sun gear 231 and the first outer ring gear 233, and is used for transmitting the rotation motion transmitted from the first sun gear 231 to the first outer ring gear 233. The plurality of first planet gears 232 are circumferentially distributed on the periphery of the first sun gear 231 and are respectively engaged with the first sun gear 231. In the illustrated structure, the first sun gear 231 and each first planet gear 232 are also in meshing transmission by means of arc-shaped teeth.
Further, the first outer ring gear 233 is sleeved on the periphery of the plurality of first planet gears 232, and the inner ring position of the first outer ring gear 233 is provided with engaging teeth for engaging with each first planet gear 232 and forming motion transmission. The first planet carrier 234 is drivingly connected to the first outer ring 233, which can be specifically explained as the first planet carrier 234 is drivingly connected to the rotation central axis 2321 of the plurality of first planet wheels 232, so that the rotation of the plurality of first planet wheels 232 around the first sun gear 231 can be transmitted to the first planet carrier 234. That is, the first carrier 234 and the first outer ring gear 233 form a driving engagement. When the first outer ring gear 233 is stationary, the rotational motion of the first planet gear 232 can be transferred to the first carrier 234; when the first carrier 234 is stationary, the rotational motion of the first planet wheel 232 can be transmitted to the first outer ring 233.
The first output shaft 211 of the first planetary gear set 210 is disposed on the first planetary gear 230, and specifically, the first output shaft 211 is disposed on the first carrier 234. The first output shaft 211 and the first carrier 234 may be fixedly connected, or may be integrally disposed. The first output 2302 of the first planetary gear 230 is also provided at the first carrier 234, and both the first planetary gear 230 and the first planetary gear set 210 transmit rotational motion to the first output shaft 211 via the first carrier 234.
Fig. 14 illustrates a planar structure of the first planetary gears 230. And fig. 14 illustrates a planar structure of the first planetary gears 230 at a side close to the first driving wheel 212. After the first transmission shaft 213 is engaged with the first sun gear 231, 5 first planet gears 232 circumferentially surround the first sun gear 231, and the plurality of first planet gears 232 are all engaged with the inner ring of the first outer ring gear 233. At this time, it is necessary to fix the first outer ring gear 233, and to make the plurality of first planet gears 232 drive the first planet carrier 234 on the other side to rotate, so as to transmit the rotation power of the first motor 110 to the first output shaft 211. The first planetary gear 230 realizes a reduction gear ratio from the first sun gear 231 to the first carrier 234 by the cooperation of the first sun gear 231 with the first planetary gear 232 and the first outer ring gear 233.
Fig. 9 to 14 are views each illustrating a specific structure between the first motor 110 and the first planetary gear set 210. It is understood that the structure of the above embodiments may also be included between the second electric machine 120 and the second planetary gear set 220. Specifically, the second motor 120 may include a second motor shaft 121 and a second motor gear 122, and the second planetary gear set 220 may include a second transmission wheel and a second planetary gear. The second motor gear 122 is drivingly connected to the second drive wheel for transmitting rotational motion of the second motor 120 into the second planetary gear set 220. It will be appreciated that the second motor 120 may also include a second motor bearing for supporting the second motor shaft 121. The second planetary gear set may also include a second transmission shaft and a second transmission bearing, the second transmission shaft is in transmission connection with the second planetary gear to transmit rotation, and the second transmission bearing is used for supporting the second transmission shaft.
Further, the second planetary gear may also include a second sun gear, a second planet gear, a second outer ring gear, and a second planet carrier. A second input end of the second planetary gear is arranged at a second sun gear, and the second sun gear is also used for being fixedly connected with a second transmission shaft; the number of the second planet wheels can be multiple; the second planet wheels are in transmission connection between the second sun wheel and the second outer gear ring, and a plurality of second planet wheels are distributed on the periphery of the second sun wheel along the circumference; the second external gear ring is sleeved at the periphery of the plurality of second planet wheels, the second planet carrier is in transmission connection with the second external gear ring, and the second planet carrier and the second external gear ring are in transmission fit; the second output shaft 221 of the second planetary gear set 220 is disposed on the second carrier. The second output end of the second planetary gear is also arranged at the second planet carrier; the second planetary gear realizes the speed reduction transmission ratio from the second sun gear to the second planet carrier through the matching of the second sun gear, the second planet gear and the second outer gear ring.
In one embodiment, the gear ratios of the first planetary gears 230 and the second planetary gears are each 4: 1. Based on the characteristics of the planetary gear, the structural stability is relatively high when the transmission reduction ratio is 4: 1. The reduction ratio of the first motor 110 to the first wheel 401 can be controlled to be in a range of 11:1 to 16: 1. That is, a reduction ratio of 2.75:1 to 4:1 is also provided between the first motor gear 112 and the first transmission wheel 212. Therefore, the transmission reduction ratio range of the whole first planetary gear set 210 is controlled to be 11: 1-16: 1. In some embodiments, the gear reduction ratio of the first planetary gear set 210 may be 11.2:1, 14:1, or 16:1, configured based on the power requirements of the vehicle 400.
Correspondingly, the range of the reduction gear ratio from the second motor 120 to the second wheel 402 can also be controlled to be between 11:1 and 16:1, that is, the range of the reduction gear ratio of the second planetary gear set 220 is controlled to be between 11:1 and 16: 1. At the moment, a reduction ratio of 2.75: 1-4: 1 also exists between the second motor gear 122 and the second transmission wheel. The step-down ratio of the second planetary gear set 220 may also be 11.2:1, 14:1, or 16:1, configured based on the power requirements of the vehicle 400. And the gear ratio of the second planetary gear set 220 may be set to be equal to that of the first planetary gear set 210.
Referring back to fig. 3, the first planetary gear set 210 further includes a first unlocking unit 250, and the second planetary gear set 220 includes a second unlocking unit 260. Specifically, the first unlocking unit 250 needs to be disposed between the first motor 110 and the first output shaft 211, and the operation mode of the first unlocking unit 250 includes a transmission mode and an unlocking mode. When the first unlocking unit 250 works in the transmission mode, the rotation motion output by the first motor 110 can be transmitted to the first output shaft 211 through the first unlocking unit 250, so that power output is realized; when the first unlocking unit 250 operates in the unlocking mode, the rotation motion output by the first motor 110 is not transmitted to the first output shaft 211, and at this time, the first motor 110 is in an idle state. That is, in the present embodiment, the first unlocking unit 250 is used to control the power transmission between the first motor 110 and the first output shaft 211 to be turned on or off; the second unlocking unit 260 is also disposed between the second motor 120 and the second output shaft 221, the operation mode of the second unlocking unit 260 also includes a transmission mode and an unlocking mode, and the second unlocking unit 260 is also used for controlling the power transmission between the second motor 120 and the second output shaft 221 to be turned on or off.
During the traveling of the vehicle 400, a specific situation may be encountered, and the power transmission function between the first motor 110 and the first wheel 401 and between the second motor 120 and the second wheel 402 needs to be eliminated. For example, in the scenario shown in fig. 2 where the vehicle 400 further includes the driving device 405, when the first motor 110 and the second motor 120 are in the disengaged or low power consumption state, the first wheel 401 and the second wheel 402 still rotate with the traveling of the vehicle 400 because the vehicle 400 is still in the traveling process. The transmission connection between the first wheel 401 and the first motor 110 drives the first wheel 401 to transmit the rotation to the first motor 110. That is, the first rotor of the first electric machine 110 rotates synchronously with the rotation of the first wheel 401, and the rotation of the first rotor generates excitation resistance to cause a large loss of capacity for the vehicle 400 to travel. It will be appreciated that the second electric machine 120 also rotates with the second wheel 402, creating the same excitation resistance between the second stator and the second rotor.
In the embodiment where the power device 300 is provided with the first unlocking unit 250 and the second unlocking unit 260, when the first motor 110 and the second motor 120 in the power device 300 are in the disengaged or low power consumption state, the first unlocking unit 250 and the second unlocking unit 260 can be simultaneously in the disengagement mode by controlling the first unlocking unit 250 and the second unlocking unit 260, and the disengagement is realized between the first motor 110 and the first wheel 401, and between the second motor 120 and the second wheel 402. Thus, the first wheel 401 and the second wheel 402 rotate along with the traveling of the vehicle 400, and the operation of the first motor 110 and the second motor 120 is not affected; in contrast, when the first motor 110 and the second motor 120 need to drive the first wheel 401 and the second wheel 402 to rotate, the first unlocking unit 250 and the second unlocking unit 260 can be controlled to be in the transmission mode at the same time, and it is ensured that the power of the first motor 110 can be transmitted to the first wheel 401 and the power of the second motor 120 can be transmitted to the second wheel 402.
There are relatively many mechanisms that can implement the functions of the first unlocking unit 250 and the second unlocking unit 260. For example, at a position where the first transmission wheel 212 is engaged with the first transmission shaft 213 and at a position where the second transmission wheel is engaged with the second transmission shaft, a mechanism in which electromagnets are engaged with springs may be employed so that the transmission engagement between the first transmission wheel 212 and the first transmission shaft 213 is released or fixed and the transmission engagement between the second transmission wheel and the second transmission shaft is released or fixed. Or, the first transmission shaft 213 and the first sun gear 231 are matched, the second transmission shaft and the second sun gear are matched, and an electromagnet is matched with a spring mechanism to release or fix the two groups of matched components, so that the functions of the first unlocking unit 250 and the second unlocking unit 260 can be achieved.
In the embodiment shown in fig. 3, the first unlocking unit 250 is disposed at the first outer ring gear 233 and is used for turning on or off the rotation of the first outer ring gear 233. As mentioned above, when the first outer ring gear 233 is fixed relatively, the rotation of the first planet wheel 232 can be transmitted to the first planet carrier 234, and the first output shaft 211 is driven to rotate by the first planet carrier 234, so as to realize the power output of the first motor 110. When the first unlocking unit 250 is used to control the rotation of the first outer ring gear 233, the first unlocking unit 250 may release the holding of the first outer ring gear 233, and cause the first outer ring gear 233 to rotate along with the rotation of the first planet wheel 232. At this time, due to the excitation resistance phenomenon inside the first electric machine 110, the first planet carrier 234 is affected by the resistance and does not rotate with the first planet wheel 232 any more, so that the disengagement is formed between the first electric machine 110 and the first output shaft 211.
Correspondingly, the second unlocking unit 260 is disposed at the second gear ring and used for opening or closing the rotation of the second external gear ring. At this time, when disengagement needs to be formed between the second motor 120 and the second output shaft 221, the second unlocking unit 260 may also be controlled to release the holding of the second external gear ring, so that the second external gear ring rotates along with the second planetary gear, and the second planet carrier does not rotate along with the second planetary gear, so as to achieve an effect that the second unlocking unit 260 releases the transmission connection between the second motor 120 and the second output shaft 221.
The above description is only for the specific embodiment of the present application, but the scope of the present application is not limited thereto, and any person skilled in the art can easily think of the changes or substitutions, such as the reduction or addition of structural elements, the change of shape of structural elements, etc., within the technical scope of the present application, and shall be covered by the scope of the present application; the embodiments and features of the embodiments of the present application may be combined with each other without conflict. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.
Claims (11)
1. A power plant comprising a first electric machine, a second electric machine, a first planetary gear set and a second planetary gear set;
the first motor and the second motor are sequentially arranged along a first direction to form a motor set, the first planetary gear set, the motor set and the second planetary gear set are sequentially arranged along a second direction, and the second direction is perpendicular to the first direction;
the first motor is in transmission connection with the first planetary gear set, the first planetary gear set comprises a first output shaft, and the first output shaft is positioned at one end of the first planetary gear set, which is far away from the first motor;
the second motor is in transmission connection with the second planetary gear set, the second planetary gear set comprises a second output shaft, and the second output shaft is positioned at one end, far away from the second motor, of the second planetary gear set;
the axes of the first output shaft and the second output shaft are overlapped.
2. The powerplant of claim 1, wherein the first electric machine includes a first motor shaft, the first electric machine being drivingly connected to the first planetary gear set by the first motor shaft; the second motor comprises a second motor shaft, and the second motor is in transmission connection with the second planetary gear set through the second motor shaft;
the distance between the first output shaft and the first motor shaft along the first direction is equal to the distance between the first output shaft and the second motor shaft along the first direction.
3. A power plant according to claim 1 or 2, characterized in that the transmission ratio of the first electric machine to the first output shaft is equal to the transmission ratio of the second electric machine to the second output shaft.
4. A power plant according to any of claims 1 to 3, wherein the first planetary gear set comprises a first planetary gear, the first planetary gear comprises a first input and a first output, the first output is fixedly connected to the first output shaft, the first input rotates about the axis of the first output shaft, and the first input is drivingly connected to the first electrical machine;
the second planetary gear set comprises a second planetary gear, the second planetary gear comprises a second input end and a second output end, the second output end is fixedly connected with the second output shaft, the second input end rotates around the axis of the second output shaft, and the second input end is in transmission connection with the second motor.
5. The powerplant of claim 4, wherein the first planetary gear comprises a first sun gear, a first planet gear, a first outer ring gear, and a first carrier, the first planet gear is drivingly connected between the first sun gear and the first outer ring gear, the first outer ring gear is also drivingly connected to the first carrier, the first input is at the first sun gear, and the first carrier is fixedly connected to the first output shaft;
the second planetary gear comprises a second sun gear, a second planet wheel, a second outer gear ring and a second planet carrier, the second planet wheel is in transmission connection with the second sun gear and the second outer gear ring, the second outer gear ring is also in transmission connection with the second planet carrier, the second input end is located at the second sun gear, and the second planet carrier is fixedly connected with the second output shaft.
6. The power plant of claim 5, wherein the first motor comprises a first motor gear, the first planetary gear comprises a first transmission wheel, the first motor gear is meshed with the first transmission wheel to output power of the first motor, and the first transmission wheel is fixedly connected with the first input end;
the second motor comprises a second motor gear, the second planetary gear comprises a second driving wheel, the second motor gear is meshed with the second driving wheel to output power of the second motor, and the second driving wheel is fixedly connected with the second input end.
7. The power plant according to claim 5 or 6, characterized in that the first planetary gear set includes a first unlocking unit provided between the first motor and the first output shaft for turning on or off power transmission between the first motor and the first output shaft;
the second planetary gear set comprises a second unlocking unit, the second unlocking unit is arranged between the second motor and the second output shaft, and the second unlocking unit is used for opening or closing power transmission between the second motor and the second output shaft.
8. The power plant according to claim 7, characterized in that the first unlocking unit is provided at the first outer ring gear for turning on or off the turning action of the first outer ring gear;
the second unlocking unit is arranged at the second gear ring and used for opening or closing the rotation action of the second outer gear ring.
9. A vehicle comprising a first wheel, a second wheel and a power plant according to any one of claims 1 to 8; the first wheel is fixedly connected with the first output shaft, the second wheel is fixedly connected with the second output shaft, and the power device is used for driving the first wheel and the second wheel to rotate.
10. The vehicle of claim 9, further comprising a third wheel, a fourth wheel, and a drive arrangement in driving communication with the third wheel and the fourth wheel, respectively, for simultaneously driving the third wheel and the fourth wheel in rotation.
11. The vehicle of claim 9, characterized in that the first direction is a length direction of the vehicle and the second direction is a width direction of the vehicle.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110741285.4A CN114290889A (en) | 2021-06-30 | 2021-06-30 | Power device and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110741285.4A CN114290889A (en) | 2021-06-30 | 2021-06-30 | Power device and vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN114290889A true CN114290889A (en) | 2022-04-08 |
Family
ID=80963862
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202110741285.4A Pending CN114290889A (en) | 2021-06-30 | 2021-06-30 | Power device and vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN114290889A (en) |
Citations (24)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102139629A (en) * | 2010-01-29 | 2011-08-03 | 比亚迪股份有限公司 | Wheel drive axle |
| CN102555773A (en) * | 2012-01-18 | 2012-07-11 | 武汉新能车桥技术发展有限公司 | Low-floor gate-type wheel-side motor rear axle for electric bus |
| CN103587412A (en) * | 2013-12-03 | 2014-02-19 | 聊城大学 | Automobile double-mode pure power-driven system |
| CN105480069A (en) * | 2015-12-30 | 2016-04-13 | 北京新能源汽车股份有限公司 | Power system and vehicle with same |
| CN205178739U (en) * | 2015-11-20 | 2016-04-20 | 南京理工大学 | A vehicle that is used for vehicle driver's wheel limit motor element and uses wheel limit motor element |
| CN106915241A (en) * | 2015-12-25 | 2017-07-04 | 比亚迪股份有限公司 | Power-driven system and the vehicle with the power-driven system |
| CN107128162A (en) * | 2017-06-28 | 2017-09-05 | 吉林大学 | A kind of heavy-duty vehicle Electric Motor Wheel assembly apparatus and automobile |
| CN108528186A (en) * | 2018-02-23 | 2018-09-14 | 蔚来汽车有限公司 | Electric vehicle and its bi-motor planetary gear power drive system |
| CN208232793U (en) * | 2018-02-23 | 2018-12-14 | 蔚来汽车有限公司 | Electric car and its bi-motor planetary gear power drive system |
| CN109318697A (en) * | 2018-10-26 | 2019-02-12 | 蔚来汽车有限公司 | Dynamical system, vehicle, control system and the control method of vehicle |
| CN109866613A (en) * | 2017-12-04 | 2019-06-11 | 华为技术有限公司 | Retarder, the drive system of electric car and its control method, electric car |
| CN110254508A (en) * | 2019-06-29 | 2019-09-20 | 华南理工大学 | A kind of vehicle active steering transmission device, the automobile of variable gear ratio |
| CN110405757A (en) * | 2019-07-06 | 2019-11-05 | 大国重器自动化设备(山东)股份有限公司 | A kind of intelligent robot neural network based |
| CN110696608A (en) * | 2018-07-09 | 2020-01-17 | 陕西汉德车桥有限公司 | Central motor deceleration drive axle and vehicle with same |
| CN111173892A (en) * | 2018-11-12 | 2020-05-19 | 华为技术有限公司 | Vehicle and power assembly system thereof |
| CN211335437U (en) * | 2019-09-17 | 2020-08-25 | 东风德纳车桥有限公司 | High-trafficability dual-motor power-split drive axle |
| CN111823853A (en) * | 2019-04-15 | 2020-10-27 | 比亚迪股份有限公司 | Dual-drive system and vehicle |
| CN111954604A (en) * | 2018-02-19 | 2020-11-17 | 艾里逊变速箱公司 | Axle assembly for frame rail vehicle |
| CN112406518A (en) * | 2020-11-25 | 2021-02-26 | 南京清研易为新能源动力有限责任公司 | Wide-body heavy vehicle short shaft axle based on distributed electric drive and vehicle |
| CN112519499A (en) * | 2019-09-17 | 2021-03-19 | 东风德纳车桥有限公司 | High-trafficability dual-motor power-split drive axle |
| CN112519491A (en) * | 2019-09-17 | 2021-03-19 | 东风德纳车桥有限公司 | Double-motor single-speed two-stage deceleration strip wheel-side deceleration independent suspension parallel-shaft electric drive bridge |
| CN112519506A (en) * | 2019-09-17 | 2021-03-19 | 东风德纳车桥有限公司 | Split type high-trafficability-characteristic double-motor power-split drive axle |
| CN112519495A (en) * | 2019-09-17 | 2021-03-19 | 东风德纳车桥有限公司 | Double-motor single-speed belt wheel side speed reduction parallel shaft electric drive bridge |
| CN112519497A (en) * | 2019-09-17 | 2021-03-19 | 东风德纳车桥有限公司 | Split type double-motor coaxial wheel-side planet wheel speed reduction drive axle |
-
2021
- 2021-06-30 CN CN202110741285.4A patent/CN114290889A/en active Pending
Patent Citations (24)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102139629A (en) * | 2010-01-29 | 2011-08-03 | 比亚迪股份有限公司 | Wheel drive axle |
| CN102555773A (en) * | 2012-01-18 | 2012-07-11 | 武汉新能车桥技术发展有限公司 | Low-floor gate-type wheel-side motor rear axle for electric bus |
| CN103587412A (en) * | 2013-12-03 | 2014-02-19 | 聊城大学 | Automobile double-mode pure power-driven system |
| CN205178739U (en) * | 2015-11-20 | 2016-04-20 | 南京理工大学 | A vehicle that is used for vehicle driver's wheel limit motor element and uses wheel limit motor element |
| CN106915241A (en) * | 2015-12-25 | 2017-07-04 | 比亚迪股份有限公司 | Power-driven system and the vehicle with the power-driven system |
| CN105480069A (en) * | 2015-12-30 | 2016-04-13 | 北京新能源汽车股份有限公司 | Power system and vehicle with same |
| CN107128162A (en) * | 2017-06-28 | 2017-09-05 | 吉林大学 | A kind of heavy-duty vehicle Electric Motor Wheel assembly apparatus and automobile |
| CN109866613A (en) * | 2017-12-04 | 2019-06-11 | 华为技术有限公司 | Retarder, the drive system of electric car and its control method, electric car |
| CN111954604A (en) * | 2018-02-19 | 2020-11-17 | 艾里逊变速箱公司 | Axle assembly for frame rail vehicle |
| CN108528186A (en) * | 2018-02-23 | 2018-09-14 | 蔚来汽车有限公司 | Electric vehicle and its bi-motor planetary gear power drive system |
| CN208232793U (en) * | 2018-02-23 | 2018-12-14 | 蔚来汽车有限公司 | Electric car and its bi-motor planetary gear power drive system |
| CN110696608A (en) * | 2018-07-09 | 2020-01-17 | 陕西汉德车桥有限公司 | Central motor deceleration drive axle and vehicle with same |
| CN109318697A (en) * | 2018-10-26 | 2019-02-12 | 蔚来汽车有限公司 | Dynamical system, vehicle, control system and the control method of vehicle |
| CN111173892A (en) * | 2018-11-12 | 2020-05-19 | 华为技术有限公司 | Vehicle and power assembly system thereof |
| CN111823853A (en) * | 2019-04-15 | 2020-10-27 | 比亚迪股份有限公司 | Dual-drive system and vehicle |
| CN110254508A (en) * | 2019-06-29 | 2019-09-20 | 华南理工大学 | A kind of vehicle active steering transmission device, the automobile of variable gear ratio |
| CN110405757A (en) * | 2019-07-06 | 2019-11-05 | 大国重器自动化设备(山东)股份有限公司 | A kind of intelligent robot neural network based |
| CN211335437U (en) * | 2019-09-17 | 2020-08-25 | 东风德纳车桥有限公司 | High-trafficability dual-motor power-split drive axle |
| CN112519499A (en) * | 2019-09-17 | 2021-03-19 | 东风德纳车桥有限公司 | High-trafficability dual-motor power-split drive axle |
| CN112519491A (en) * | 2019-09-17 | 2021-03-19 | 东风德纳车桥有限公司 | Double-motor single-speed two-stage deceleration strip wheel-side deceleration independent suspension parallel-shaft electric drive bridge |
| CN112519506A (en) * | 2019-09-17 | 2021-03-19 | 东风德纳车桥有限公司 | Split type high-trafficability-characteristic double-motor power-split drive axle |
| CN112519495A (en) * | 2019-09-17 | 2021-03-19 | 东风德纳车桥有限公司 | Double-motor single-speed belt wheel side speed reduction parallel shaft electric drive bridge |
| CN112519497A (en) * | 2019-09-17 | 2021-03-19 | 东风德纳车桥有限公司 | Split type double-motor coaxial wheel-side planet wheel speed reduction drive axle |
| CN112406518A (en) * | 2020-11-25 | 2021-02-26 | 南京清研易为新能源动力有限责任公司 | Wide-body heavy vehicle short shaft axle based on distributed electric drive and vehicle |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN109130830B (en) | Transmission and power system for hybrid vehicle | |
| KR100704788B1 (en) | Hybrid vehicles | |
| CN1835857B (en) | Hybrid vehicle | |
| KR101550629B1 (en) | Power transmission system of hybrid electric vehicle | |
| CN210234641U (en) | Electric drive transmission device for vehicle power system | |
| KR20150059536A (en) | Power transmission system of hybrid electric vehicle | |
| CN108909433B (en) | Powertrain for hybrid vehicle | |
| CN114269582A (en) | Drive transmission device for vehicle | |
| US11421766B2 (en) | Gear train and vehicle installing gear train | |
| US7481732B2 (en) | Power train for hybrid vehicle | |
| WO2024001918A1 (en) | Hybrid drive system, gearbox and vehicle | |
| CN110962573B (en) | Hybrid power driving system and vehicle | |
| CN114290889A (en) | Power device and vehicle | |
| KR20220044178A (en) | Reducer for power transmission of parallel drive system for variable capacity electric commercial vehicles | |
| CN114379359A (en) | Transmission mechanism and driving system for motor vehicle | |
| CN213799264U (en) | Transmission mechanism and driving system for motor vehicle | |
| CN220947531U (en) | Hybrid power system and vehicle | |
| CN110962574A (en) | Hybrid power driving system and vehicle | |
| CN221162226U (en) | Electric drive axle assembly and vehicle | |
| JP2020183164A (en) | Series hybrid vehicle | |
| CN218228634U (en) | Hybrid system of vehicle and vehicle | |
| CN218876879U (en) | Series hybrid gearbox, series hybrid driving system and vehicle | |
| JP7420096B2 (en) | Vehicle drive system | |
| CN116494743B (en) | Electric drive axle system and car | |
| CN219214726U (en) | Dual electro-mechanical drive assembly and 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 |