CN115610208A - Double-motor multi-mode power system - Google Patents

Double-motor multi-mode power system Download PDF

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Publication number
CN115610208A
CN115610208A CN202211155758.3A CN202211155758A CN115610208A CN 115610208 A CN115610208 A CN 115610208A CN 202211155758 A CN202211155758 A CN 202211155758A CN 115610208 A CN115610208 A CN 115610208A
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China
Prior art keywords
gear
input shaft
clutch
motor
driving gear
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CN202211155758.3A
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Chinese (zh)
Inventor
张宇荣
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Wenling Huaxin Machinery Manufacturing Co ltd
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Wenling Huaxin Machinery Manufacturing Co ltd
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Priority to CN202211155758.3A priority Critical patent/CN115610208A/en
Publication of CN115610208A publication Critical patent/CN115610208A/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/02—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of clutch
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/12—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of electric gearing

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Structure Of Transmissions (AREA)

Abstract

The invention discloses a double-motor multimode power system, which belongs to the technical field of vehicle power systems and comprises a first input shaft, a second input shaft, a main motor and an auxiliary motor, wherein the first input shaft and the second input shaft are in rotary butt joint; the clutch comprises a first clutch for controlling the clutch between a second gear driving gear and a first input shaft, and a second clutch for controlling the clutch between the first gear driving gear and a second input shaft; the vehicle driving system is characterized by further comprising a control system, and the control system controls the power system to drive the vehicle to move in one of six working modes, namely a main motor first-gear driving mode, an auxiliary motor first-gear driving mode, a double-motor first-gear driving mode, a main motor second-gear driving mode, a double-motor second-gear driving mode and a double-motor reverse gear driving mode. The invention can realize multi-mode driving and multi-gear output, is suitable for various complex working conditions, has high working efficiency and gives consideration to dynamic property and economy.

Description

Double-motor multi-mode power system
Technical Field
The invention relates to a double-motor multi-mode power system, in particular to a double-motor multi-mode power system for a pure electric vehicle, and belongs to the technical field of vehicle power systems.
Background
At present, a power system of a pure electric vehicle mostly adopts a transmission mode of matching a single motor with a single-stage speed reducer, and the electric vehicle needs to meet the running working conditions of low speed and large torque during starting and climbing and high speed and small torque during level road, so that the rated power of the motor matched according to the dynamic requirement is very large, and the load factor of the motor under most working conditions is lower; the working range interval is large, and the motor cannot work in a high-efficiency interval all the time, so that the battery energy is wasted, the driving range is reduced, and the whole vehicle has poor starting and climbing capacity and poor high-speed performance; meanwhile, a single high-power motor is large in size and high in price. Therefore, in order to improve the dynamic property and the economical efficiency of the pure electric vehicle, the dual-motor power system is a good solution.
Chinese patent No. 201510704991.6 discloses a dual-motor power drive assembly, which is connected with a central position of an electromagnetic commutator through a main motor, an auxiliary motor is directly connected with a gear ring of a planetary mechanism and is simultaneously connected with a left working position of the electromagnetic commutator, and a right working position of the electromagnetic commutator is directly connected with a sun gear of the planetary mechanism. The planetary gear mechanism is connected with the box body through a first one-way bearing, and the sun gear is connected with the box body through a second one-way bearing. The planet carrier is connected with a duplicate gear of the second stage as an output, and the duplicate gear is connected with an input gear of the differential mechanism for the second stage to output power. The single motor is adopted for driving in order to improve the load rate of the motor in the medium-low speed and small torque, the double-motor torque coupling driving is adopted in the medium-speed and large torque, and the double-motor rotating speed coupling driving is adopted in the high-speed and small torque, so that the double requirements of the dynamic property and the economical efficiency in the running process of the electric automobile are ensured. The dual-motor power drive assembly overcomes the problems of large motor power, low working efficiency, poor power performance and high cost of a single-motor power system, but still has the defects of few driving modes and incapability of realizing multi-gear output.
Disclosure of Invention
The invention aims to solve the technical problem and provide a dual-motor multi-mode power system with multiple driving modes, multiple gear outputs, high working efficiency and less energy loss.
The technical scheme of the invention is as follows:
the utility model provides a bi-motor multimode driving system, includes driving motor, input shaft subassembly, jackshaft subassembly, first clutch and second clutch, the input shaft subassembly includes the input shaft and locates a fender driving gear on the input shaft, keep off the driving gear, the jackshaft subassembly includes the jackshaft parallel with the input shaft and fixed connection keeps off driven gear, two keep off driven gear on the jackshaft, keeps off driven gear and a fender driving gear meshing transmission, keeps off driven gear and two keep off the driving gear meshing transmission, jackshaft subassembly through differential mechanism drive electric automobile's wheel, its characterized in that:
the driving motor comprises a main motor and an auxiliary motor which are symmetrically arranged at two ends of an input shaft, the input shaft comprises a first input shaft and a second input shaft which are rotatably butted through a bearing, the other end of the first input shaft is connected with the main motor, and the other end of the second input shaft is connected with the auxiliary motor; the first-gear driving gear is mounted on the first input shaft through a one-way clutch, the one-way clutch is set to allow the first-gear driving gear to rotate in the positive direction relative to the first input shaft, otherwise, the first-gear driving gear is locked, the second-gear driving gear is sleeved on the first input shaft in a free mode, the combination or the disengagement of the first clutch enables the second-gear driving gear to be combined with or disengaged from the first input shaft, and the combination or the disengagement of the second clutch enables the first-gear driving gear to be combined with or disengaged from the second input shaft;
the dual-motor multi-mode power system has six working modes, including:
the first-gear driving mode of the main motor is characterized in that the main motor starts to rotate forwards, the auxiliary motor stops, the first clutch and the second clutch are disengaged, the power of the main motor is transmitted to the first-gear driving gear through the first input shaft and the one-way clutch, and the first-gear driving gear drives wheels to advance at a low speed through the intermediate shaft assembly and the differential mechanism;
the auxiliary motor is in a first-gear driving mode, the main motor stops, the auxiliary motor starts to rotate forwards, the first clutch is disengaged, the second clutch is combined, the power of the auxiliary motor is transmitted to the first-gear driving gear through the second input shaft and the second clutch, the one-way clutch is unlocked in an overrunning mode, the first input shaft and the first-gear driving gear slip, and the first-gear driving gear drives the wheels to advance at a low speed through the middle shaft assembly and the differential mechanism;
in the double-motor one-gear driving mode, the main motor and the auxiliary motor are started to rotate forwards, the first clutch is disengaged, the second clutch is combined, the power of the main motor is transmitted to the one-gear driving gear through the first input shaft and the one-way clutch, the power of the auxiliary motor is transmitted to the one-gear driving gear through the second input shaft and the second clutch, the power of the main motor and the power of the auxiliary motor are superposed into first combined power, and the first combined power drives the wheels to advance at a low speed through the middle shaft assembly and the differential mechanism;
the main motor is in a secondary driving mode, the main motor starts to rotate forwards, the auxiliary motor stops, the first clutch is combined, the second clutch is disengaged, the power of the main motor is transmitted to the secondary driving gear through the first input shaft and the first clutch, the one-way clutch is unlocked in an overrunning mode, the primary driving gear rotates on the first input shaft in an idle mode, and the secondary driving gear drives the wheels to advance at a high speed through the middle shaft assembly and the differential mechanism;
the dual-motor two-gear driving mode is characterized in that a main motor starts forward rotation, an auxiliary motor starts high-speed forward rotation, a first clutch and a second clutch are combined, the power of the main motor is transmitted to a two-gear driving gear through a first input shaft and the first clutch, the power of the auxiliary motor is transmitted to a first-gear driving gear through a second input shaft and the second clutch to drive the first-gear driving gear to rotate at high speed, a one-way clutch overruns and unlocks, the first-gear driving gear slips with the first input shaft, the power of the main motor and the power of the auxiliary motor are overlapped into second combined power through transmission coupling of the first-gear driving gear, a middle shaft assembly and the two-gear driving gear, and the second combined power drives wheels to advance at high speed through the middle shaft assembly and a differential mechanism;
in the double-motor reverse gear driving mode, the main motor and the auxiliary motor are started to rotate reversely, the first clutch is disengaged, the second clutch is combined, the power of the auxiliary motor is transmitted to the first-gear driving gear through the second input shaft and the second clutch, the first-gear driving gear is rotated reversely, the main motor drives the first input shaft to idle reversely, the auxiliary motor is prevented from driving the main motor to rotate through the first-gear driving gear and the one-way clutch, and the first-gear driving gear drives the wheels to rotate reversely through the middle shaft assembly and the differential mechanism;
the control system is used for responding to the request of the vehicle control unit and controlling the dual-motor multi-mode power system to drive the vehicle to move in one of the six working modes.
Further, in the above dual-motor multimode power system, the first clutch includes a housing disposed between the second-gear driving gear and the main motor, and a first friction pair, a relative rotation actuator, a second friction pair and a first electromagnet sequentially disposed in the housing, the housing is in transmission connection with the second-gear driving gear, a driving friction plate of the first friction pair is connected with the first input shaft, a driven friction plate of the second friction pair is connected with the housing, the driven friction pair is connected with the relative rotation actuator, the first electromagnet is energized to cause the driving friction plate and the driven friction plate of the second friction pair to be pressed against each other, so that the relative rotation actuator rotates relatively to generate axial movement to press the driving friction plate and the driven friction plate of the first friction pair, so that the second-gear driving gear is combined with the first input shaft, and the first electromagnet is de-energized to cause the second-gear driving gear to be disengaged from the first input shaft. The wet friction plate clutch has the advantages of small impact, no pause and contusion, small abrasion, low temperature rise, long service life and capability of transmitting larger torque.
Further, in the above dual-motor multi-mode power system, the second clutch includes an electromagnetic thruster, a clutch disc and a return spring sequentially disposed between the secondary motor and the first gear driving gear, the clutch disc is circumferentially fixed to the second input shaft and synchronously rotates with the second input shaft, and a mutually matched tooth-shaped locking connection structure is disposed between the clutch disc and the first gear driving gear; the on-off of the electromagnetic thruster can cause the clutch disc to move axially along the second input shaft to be locked and connected with or separated from the first gear driving gear, so that the first gear driving gear is combined with or separated from the second input shaft; the return spring applies a force to the clutch plate tending to move it away from the first gear drive gear.
The invention has the beneficial effects that:
1. the double-motor layout is adopted, the power performance of the electric automobile can be improved, the load rate of the motors can be improved by respectively driving or jointly driving the two motors, the motors can always work in a high-efficiency interval by adjusting the working states of the two motors, the energy utilization rate can be improved, and the endurance mileage of the electric automobile can be increased; meanwhile, the problem of high manufacturing cost of a high-power large-torque motor is avoided, and both dynamic property and economical efficiency are considered;
2. multiple driving modes can be realized by controlling different working states of the two motors, the requirements of working conditions of the electric automobile such as low-speed small torque, medium-low-speed medium torque, low-speed large torque, high-speed small torque, low-speed large torque backing and the like are met, and the adaptability of the pure electric automobile to complex driving working conditions is improved;
3. the two-gear speed reducer is adopted, so that two speed reduction ratios can be provided, multi-gear output is realized, the high-efficiency interval of the motor is further expanded, the power performance and the economy of the electric vehicle are both considered, the energy consumption of the motor is reduced, the service life is prolonged, and meanwhile, the noise, vibration and part loss during high-speed driving are reduced; and the overrunning type gear shifting is realized by adopting the one-way clutch, the gear shifting process is free of power interruption, and the gear shifting process is smooth and has no impact.
Drawings
Fig. 1 is a schematic structural diagram of an embodiment of the present invention.
FIG. 2 is a power transfer schematic for a primary motor first gear drive mode.
Fig. 3 is a power transmission diagram of the secondary motor in the first-gear driving mode.
FIG. 4 is a schematic power transmission diagram of a two-motor one-gear drive mode.
Fig. 5 is a power transmission diagram of the two-gear driving mode of the main motor.
Fig. 6 is a schematic power transmission diagram of the two-motor two-gear driving mode.
FIG. 7 is a power transfer schematic for the dual motor reverse drive mode.
Fig. 8 is an enlarged structural view of the first clutch in fig. 1.
Fig. 9 is an enlarged structural view of the second clutch in fig. 1.
In the figure: m1, a main motor; m2, an auxiliary motor; 1. an input shaft; 1a, a first input shaft; 1b, a second input shaft; 11. a first gear driving gear; 12. a second gear driving gear; 21. a first-gear driven gear; 22. a second driven gear; 3. a one-way clutch; 4. a first clutch; 41. a housing; 42. a first friction pair; 43. a second friction pair; 44. a first electromagnet; 45. a first cam plate; 46. a second cam plate; 47. a ball bearing; 5. a second clutch; 51. a clutch disc; 52. a return spring; 53. an annular housing; 54. a second electromagnet; 55. an annular support sleeve; 56. a sliding sleeve; 6. a differential gear.
Detailed Description
The invention will now be further described with reference to the accompanying drawings and examples:
in the description of the present invention, it is to be understood that the terms "inside", "outside", "forward", "reverse", and the like indicate orientations or positional relationships based on those shown in the drawings, and are only for convenience of describing the present invention, and do not indicate or imply that the referred device or element must have a specific orientation, and thus, should not be construed as limiting the present invention.
As shown in fig. 1, the present embodiment provides a dual-motor multi-mode power system, which includes a driving motor, an input shaft assembly, an intermediate shaft assembly, a first clutch 4 and a second clutch 5.
The input shaft subassembly includes input shaft 1 and locates one fender driving gear 11 on the input shaft 1, two keep off driving gear 12, the jackshaft subassembly includes the jackshaft 2 parallel with input shaft 1 and a fender driven gear 21, two fender driven gear 22 of fixed connection on jackshaft 2, one keeps off driven gear 21 and one keeps off driving gear 11 meshing transmission, two keep off driven gear 22 and two keep off driving gear 12 meshing transmission, jackshaft subassembly is through the wheel of the 6 drive electric automobile of differential mechanism.
The driving motor comprises a main motor M1 and an auxiliary motor M2 which are symmetrically arranged at two ends of an input shaft 1, the input shaft 1 comprises a first input shaft 1a and a second input shaft 1b which are rotatably butted, the other end of the first input shaft 1a is connected with the main motor M1, and the other end of the second input shaft 1b is connected with the auxiliary motor M2. The first gear driving gear 11 is installed on the first input shaft 1a through the one-way clutch 3, the one-way clutch 3 is set to allow the first gear driving gear 11 to rotate in the forward direction relative to the first input shaft 1a, otherwise, the first gear driving gear 11 and the first input shaft 1a rotate synchronously when the first gear driving gear is locked, and the second gear driving gear 12 is sleeved on the first input shaft 1a in an empty mode. The first clutch 4 is disposed on the first input shaft 1a and located between the second gear driving gear 12 and the main motor M1, the first clutch 4 is engaged to cause the second gear driving gear 12 to be engaged with the first input shaft 1a to rotate synchronously, and the first clutch 4 is disengaged to cause the second gear driving gear 12 to be disengaged from the first input shaft 1 a. The second clutch 5 is disposed on the second input shaft 1b between the first gear driving gear 11 and the sub-motor M2, the second clutch 5 is engaged to cause the first gear driving gear 11 to be engaged with the second input shaft 1b to rotate synchronously, and the second clutch 5 is disengaged to cause the first gear driving gear 11 to be disengaged from the second input shaft 1 b.
The dual-motor multi-mode power system has six working modes, including: the driving mode comprises a main motor first gear driving mode, a double-motor first gear driving mode, a main motor second gear driving mode, a double-motor second gear driving mode and a double-motor reverse gear driving mode. The following detailed analysis of the various modes of operation:
primary motor first gear drive mode: as shown in fig. 2, the main motor M1 starts to rotate forward, the auxiliary motor M2 stops, the first clutch 4 and the second clutch 5 are disengaged, the one-way clutch 3 is locked at this time, the power of the main motor M1 is transmitted to the first-gear driving gear 11 through the first input shaft 1a and the one-way clutch 3, and the first-gear driving gear 11 drives the wheels to advance at a low speed through the intermediate shaft assembly and the differential mechanism 6. In the mode, the main motor M1 works independently and is driven in one gear, the power and the torque of the main motor M1 are large, and the rated rotating speed and the rated torque are also large, so that the mode is suitable for the working condition of medium and low speed and medium torque, and the main motor M1 can work in a high-efficiency range as far as possible.
Primary motor first gear drive mode: as shown in fig. 3, the main motor M1 stops, the auxiliary motor M2 starts to rotate forward, the first clutch 4 is disengaged, the second clutch 5 is engaged, the power of the auxiliary motor M2 is transmitted to the first gear driving gear 11 through the second input shaft 1b and the second clutch 5, the one-way clutch 3 is unlocked in an overrunning manner, the first input shaft 1a and the first gear driving gear 11 slip, and the first gear driving gear 11 drives the wheels to advance at a low speed through the intermediate shaft assembly and the differential mechanism 6. In the mode, the auxiliary motor M2 works independently, the auxiliary motor M2 is driven in one gear, the power and the torque of the auxiliary motor M2 are small, and the rated rotating speed and the rated torque are also small, so that the mode is suitable for the working condition of low speed and low torque, the defect that the economy is reduced due to the phenomenon that a trolley is pulled by a large horse easily caused by the driving of a single motor of a traditional electric vehicle is overcome, and the auxiliary motor M2 can work in a high-efficiency interval as far as possible.
The dual-motor one-gear driving mode comprises the following steps: as shown in fig. 4, the main motor M1 and the auxiliary motor M2 both start to rotate forward, the first clutch 4 is disengaged, the second clutch 5 is engaged, the one-way clutch 3 is locked at this time, the power of the main motor M1 is transmitted to the first gear driving gear 11 through the first input shaft 1a and the one-way clutch 3, the power of the auxiliary motor M2 is transmitted to the first gear driving gear 11 through the second input shaft 1b and the second clutch 5, the power of the main motor M2 and the power of the auxiliary motor M2 are superposed into a first combined power, and the first combined power drives the wheels to advance at a low speed through the intermediate shaft assembly and the differential mechanism 6. Under the mode, the two motors work together and are driven in a first gear, so that the motor is suitable for the working conditions of low-speed large torque, such as starting, low-speed climbing, low-speed rapid acceleration and the like, the torque capacity of the motor can be greatly reduced by superposing the power of the two motors, and the high efficiency of each motor can be fully exerted by reasonable torque distribution of the two motors.
The main motor is in a second-gear driving mode: as shown in fig. 5, the main motor M1 starts to rotate forward, the auxiliary motor M2 stops, the first clutch 4 is engaged, the second clutch 5 is disengaged, the power of the main motor M1 is transmitted to the second gear driving gear 12 through the first input shaft 1a and the first clutch 4, the second gear driving gear 12 drives the first gear driving gear 11 to rotate forward through the second gear driven gear 22, the intermediate shaft and the first gear driven gear 21, and after two-stage acceleration, the rotation speed of the first gear driving gear 11 is far higher than that of the first input shaft 1a, the one-way clutch 3 is unlocked in an overrunning manner, the first gear driving gear 11 idles on the first input shaft 1a, and the second gear driving gear 12 drives the wheels to advance at a high speed through the intermediate shaft assembly and the differential mechanism 6. Main motor M1 works alone under this mode, and two keep off the drive, are applicable to the operating mode of high-speed little moment of torsion, through shifting the rotational speed that main motor M1 when reducing high-speed and driving to promote main motor M1's work efficiency, reduce the motor energy consumption, noise, vibration and part loss when reducing high-speed and driving simultaneously.
Two motor two keep off drive mode: as shown in fig. 5, the main motor M1 starts forward rotation, the sub-motor M2 starts high-speed forward rotation, the first clutch 4 and the second clutch 5 are both combined, the power of the main motor M1 is transmitted to the second gear driving gear 12 through the first input shaft 1a and the first clutch 4, the power of the sub-motor M2 is transmitted to the first gear driving gear 11 through the second input shaft 1b and the second clutch 5 to drive the first gear driving gear 11 to rotate at high speed, the one-way clutch 3 is overrunning-unlocked at this time, the first gear driving gear 11 slips with the first input shaft 1a, and the power of the main motor M2 and the sub-motor M2 is coupled through the transmission of the first gear driving gear 11, the intermediate shaft assembly and the second gear driving gear 12, and then drives the wheels to advance at high speed through the intermediate shaft assembly and the differential mechanism 6. In the mode, the two motors work together and are driven by two gears, so that short-time high power can be provided under the high-speed working condition.
The double-motor reverse gear driving mode: as shown in fig. 7, the main motor M1 and the auxiliary motor M2 are both started to rotate reversely, the first clutch 4 is disengaged, the second clutch 5 is engaged, the power of the auxiliary motor M2 is transmitted to the first gear driving gear 11 through the second input shaft 1b and the second clutch 5, so that the first gear driving gear 11 rotates reversely, the main motor M1 drives the first input shaft 1a to idle reversely, the auxiliary motor M2 is prevented from driving the main motor M1 to rotate through the first gear driving gear 11 and the one-way clutch 3, and the first gear driving gear 11 drives the wheels to reverse at a low speed through the intermediate shaft assembly and the differential mechanism 6. In the mode, the two motors work in a reverse rotation mode, and are driven in a first gear mode, so that the reversing mechanism is suitable for the working condition of reversing at a low speed and with large torque.
The dual-motor multi-mode power system further comprises a control system (not shown) for controlling the power system to drive the vehicle to move in one of the six operating modes in response to a request of the vehicle control unit.
In the present embodiment, the first clutch 4 is a wet friction clutch, and as shown in fig. 8, includes a housing 41 disposed between the secondary drive gear 12 and the main motor M1, and a first friction pair 42, a relative rotation actuator, a second friction pair 43, and a first electromagnet 44 disposed in this order in the housing 41. The housing 41 is in transmission connection with the secondary driving gear 12, a driving friction plate of the first friction pair 42 is connected with the first input shaft 1a, a driven friction plate is connected with the housing 41, a driving friction plate of the second friction pair 43 is connected with the housing 41, and the driven friction pair is connected with the relative rotation actuator. The first electromagnet 44 is energized to press the driving and driven friction plates of the second friction pair 43 against each other, so that the relative rotation actuator rotates relatively to press the driving and driven friction plates of the first friction pair 42 axially, the two-gear driving gear 12 is engaged with the first input shaft 1a, and the first electromagnet 44 is de-energized to disengage the two-gear driving gear 12 from the first input shaft 1 a.
In this embodiment, the relative rotation actuator is a ball ramp type actuator including a first cam plate 45, a second cam plate 46, and a plurality of balls 47 circumferentially arranged therebetween. The opposite end surfaces of the first cam disc 45 and the second cam disc 46 are respectively provided with a plurality of circular arc-shaped track grooves distributed along the circumference, the depth of each track groove changes along the circumferential direction, each ball 47 is clamped between one track groove of the first cam disc 45 and one track groove of the second cam disc 46, under the condition of no influence of other external force, the balls 47 are clamped at the deepest parts of the two track grooves, the two cam discs realize synchronous rotation through the balls 47, and the relative rotation of the two cam discs can enable the balls 47 to roll in the track grooves to enable the two cam discs to generate axial relative displacement. The first cam plate 45 is fixed to the first input shaft 1a in the circumferential direction and adjacent to the first friction pair 42, and the second cam plate 46 is axially fixed to the first input shaft 1a in an empty state and connected to the driven friction plate of the second friction pair 43. Therefore, the pressing of the driving and driven friction plates of the second friction pair 43 against each other causes the second cam plate 46 to be connected to the housing 41 and rotate relative to the first cam plate 45, thereby causing the first cam plate 45 to move axially to press the driving and driven friction plates of the first friction pair 42. It is within the scope of the present invention to replace the ball ramp actuator with other types of relative rotation actuators herein.
As shown in fig. 9, in the present embodiment, the second clutch 5 includes an electromagnetic thruster, a clutch disc 51, and a return spring 52, which are sequentially provided between the sub-motor M2 and the first-gear drive gear 11. The clutch disc 51 is circumferentially fixed with the second input shaft 1b and synchronously rotates along with the second input shaft 1b, and a tooth-shaped locking connection structure which is matched with each other is arranged between the clutch disc 51 and the first-gear driving gear 11 and can be an end face tooth or an inner ring tooth. The on/off of the electromagnetic thruster can cause the clutch disc 51 to move axially along the second input shaft 1b to be locked and connected with or disconnected from the first gear driving gear 11, so that the first gear driving gear 11 is combined with or disconnected from the second input shaft 1 b. The return spring 52 is abutted between the clutch disc 51 and the first gear drive gear 11, and constantly applies a force to the clutch disc 51 so as to tend to be away from the first gear drive gear 11. Specifically, the electromagnetic thruster includes an annular housing 53, a second electromagnet 54, an annular support sleeve 55 and a sliding sleeve 56, which are coaxially disposed, the second electromagnet 54 is disposed in the annular housing 53, the annular support sleeve 55 is disposed on the radial inner side of the annular housing 53, a bearing is disposed between the annular support sleeve 55 and the second input shaft 1b, the sliding sleeve 56 is axially movably disposed between the annular housing 53 and the annular support sleeve 55 and is abutted against the clutch disc 51, and the second electromagnet 54 is energized to cause the sliding sleeve 56 to axially move to push the clutch disc 51 to move to be locked and connected with the first gear driving gear 11.
Finally, it is understood that various other changes and modifications can be made by those skilled in the art based on the technical idea of the present invention, and all such changes and modifications should fall within the scope of the claims of the present invention.

Claims (3)

1. The utility model provides a bi-motor multimode driving system, includes driving motor, input shaft subassembly, intermediate shaft subassembly, first clutch and second clutch, the input shaft subassembly includes the input shaft and locates the epaxial one fender driving gear of input, two fender driving gears, the intermediate shaft subassembly includes the parallel jackshaft of input shaft and fixed connection at the epaxial one fender driven gear of jackshaft, two fender driven gear, keeps off driven gear and one fender driving gear meshing transmission, two keep off driven gear and two keep off driving gear meshing transmission, the intermediate shaft subassembly through differential drive electric automobile's wheel, its characterized in that:
the driving motor comprises a main motor and an auxiliary motor which are symmetrically arranged at two ends of an input shaft, the input shaft comprises a first input shaft and a second input shaft which are rotatably butted, the other end of the first input shaft is connected with the main motor, and the other end of the second input shaft is connected with the auxiliary motor; the first gear driving gear is arranged on the first input shaft through a one-way clutch, the one-way clutch is set to allow the first gear driving gear to rotate in the positive direction relative to the first input shaft, otherwise, the first gear driving gear is locked, the second gear driving gear is sleeved on the first input shaft in a vacant mode, the first clutch is combined or separated to enable the second gear driving gear to be combined or separated from the first input shaft, and the second clutch is combined or separated to enable the first gear driving gear to be combined or separated from the second input shaft;
the dual-motor multi-mode power system has six working modes, comprising:
the first-gear driving mode of the main motor is characterized in that the main motor starts to rotate forwards, the auxiliary motor stops, the first clutch and the second clutch are disengaged, the power of the main motor is transmitted to the first-gear driving gear through the first input shaft and the one-way clutch, and the first-gear driving gear drives wheels to advance at a low speed through the intermediate shaft assembly and the differential mechanism;
the auxiliary motor is in a first-gear driving mode, the main motor stops, the auxiliary motor starts to rotate forwards, the first clutch is disengaged, the second clutch is combined, the power of the auxiliary motor is transmitted to the first-gear driving gear through the second input shaft and the second clutch, the one-way clutch is unlocked in an overrunning mode, the first input shaft and the first-gear driving gear slip, and the first-gear driving gear drives the wheels to advance at a low speed through the middle shaft assembly and the differential mechanism;
in the double-motor one-gear driving mode, the main motor and the auxiliary motor are started to rotate forwards, the first clutch is disengaged, the second clutch is combined, the power of the main motor is transmitted to the one-gear driving gear through the first input shaft and the one-way clutch, the power of the auxiliary motor is transmitted to the one-gear driving gear through the second input shaft and the second clutch, the power of the main motor and the power of the auxiliary motor are superposed into first combined power, and the first combined power drives the wheels to advance at a low speed through the middle shaft assembly and the differential mechanism;
the main motor is in a secondary driving mode, the main motor starts to rotate forwards, the auxiliary motor stops, the first clutch is combined, the second clutch is disengaged, the power of the main motor is transmitted to the secondary driving gear through the first input shaft and the first clutch, the one-way clutch is unlocked in an overrunning mode, the primary driving gear rotates on the first input shaft in an idle mode, and the secondary driving gear drives wheels to advance at a high speed through the middle shaft assembly and the differential mechanism;
the dual-motor two-gear driving mode is characterized in that a main motor starts forward rotation, an auxiliary motor starts high-speed forward rotation, a first clutch and a second clutch are combined, the power of the main motor is transmitted to a two-gear driving gear through a first input shaft and the first clutch, the power of the auxiliary motor is transmitted to a first-gear driving gear through a second input shaft and the second clutch to drive the first-gear driving gear to rotate at high speed, a one-way clutch overruns and unlocks, the first-gear driving gear slips with the first input shaft, the power of the main motor and the power of the auxiliary motor are overlapped into second combined power through transmission coupling of the first-gear driving gear, a middle shaft assembly and the two-gear driving gear, and the second combined power drives wheels to advance at high speed through the middle shaft assembly and a differential mechanism;
in the double-motor reverse gear driving mode, the main motor and the auxiliary motor are started to rotate reversely, the first clutch is disengaged, the second clutch is combined, the power of the auxiliary motor is transmitted to the first-gear driving gear through the second input shaft and the second clutch, the first-gear driving gear is rotated reversely, the main motor drives the first input shaft to idle reversely, the auxiliary motor is prevented from driving the main motor to rotate through the first-gear driving gear and the one-way clutch, and the first-gear driving gear drives the wheels to rotate reversely through the middle shaft assembly and the differential mechanism;
the dual-motor multi-mode power system is used for controlling the dual-motor multi-mode power system to drive the vehicle to move in one of the six working modes in response to the request of the vehicle controller.
2. The dual-motor multi-mode power system according to claim 1 or 2, characterized in that: the first clutch comprises a shell arranged between a second-gear driving gear and a main motor, and a first friction pair, a relative rotation actuator, a second friction pair and a first electromagnet which are sequentially arranged in the shell, wherein the shell is in transmission connection with the second-gear driving gear, a driving friction plate of the first friction pair is connected with a first input shaft, a driven friction plate is connected with the shell, a driving friction plate of the second friction pair is connected with the shell, the driven friction pair is connected with the relative rotation actuator, the first electromagnet is electrified to enable the driving friction plate and the driven friction plate of the second friction pair to be mutually pressed, so that the relative rotation actuator relatively rotates to generate axial movement to press the driving friction plate and the driven friction plate of the first friction pair, the second-gear driving gear is combined with the first input shaft, and the first electromagnet is powered off to enable the second-gear driving gear to be separated from the first input shaft.
3. The dual-motor multi-mode power system according to claim 1, wherein: the second clutch comprises an electromagnetic thruster, a clutch disc and a return spring which are sequentially arranged between the auxiliary motor and the first-gear driving gear, the clutch disc and the second input shaft are circumferentially fixed and synchronously rotate along with the second input shaft, and tooth-shaped locking connection structures matched with each other are arranged between the clutch disc and the first-gear driving gear; the on-off of the electromagnetic thruster can cause the clutch disc to move axially along the second input shaft to be locked and connected with or separated from the first gear driving gear, so that the first gear driving gear is combined with or separated from the second input shaft; the return spring applies a force to the clutch plate tending to move it away from the first gear drive gear.
CN202211155758.3A 2022-09-22 2022-09-22 Double-motor multi-mode power system Pending CN115610208A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202211155758.3A CN115610208A (en) 2022-09-22 2022-09-22 Double-motor multi-mode power system

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202211155758.3A CN115610208A (en) 2022-09-22 2022-09-22 Double-motor multi-mode power system

Publications (1)

Publication Number Publication Date
CN115610208A true CN115610208A (en) 2023-01-17

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Family Applications (1)

Application Number Title Priority Date Filing Date
CN202211155758.3A Pending CN115610208A (en) 2022-09-22 2022-09-22 Double-motor multi-mode power system

Country Status (1)

Country Link
CN (1) CN115610208A (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN117656808A (en) * 2024-01-29 2024-03-08 无锡新豆科技有限公司 High-speed electric friction double-motor driving system

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN117656808A (en) * 2024-01-29 2024-03-08 无锡新豆科技有限公司 High-speed electric friction double-motor driving system
CN117656808B (en) * 2024-01-29 2024-04-26 无锡新豆科技有限公司 High-speed electric friction double-motor driving system

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