CN117656808A - High-speed electric friction double-motor driving system - Google Patents
High-speed electric friction double-motor driving system Download PDFInfo
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- CN117656808A CN117656808A CN202410118302.2A CN202410118302A CN117656808A CN 117656808 A CN117656808 A CN 117656808A CN 202410118302 A CN202410118302 A CN 202410118302A CN 117656808 A CN117656808 A CN 117656808A
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Abstract
The invention discloses a high-speed electric friction double-motor driving system which consists of two control systems, two permanent magnet synchronous motors connected with the two control systems in a signal mode, a double-motor connecting system, a synchronous wheel synchronous belt transmission system connected with the double-motor connecting system and a rear wheel shaft output system connected with the synchronous wheel synchronous belt transmission system. When the motor is in low-speed and low-torque, only one motor is required to work in a rated state, the efficiency point is in a high-efficiency area, the efficiency is generally 91% -95%, and the energy consumption is very low. When high speed, acceleration and climbing high torque are needed, the two motors work simultaneously, the state is in a high-efficiency area, the efficiency is generally 91% -95%, and the efficiency is improved by about 20%. The whole set of power system always operates in a high-efficiency area, so that the energy consumption is greatly reduced, and the endurance mileage of the vehicle is improved. Meanwhile, the power system basically operates in a rated state, so that the failure rate is reduced, and the service life is prolonged.
Description
Technical Field
The invention relates to an electric vehicle power device, in particular to a high-speed electric motorcycle double-motor driving system.
Background
The high-efficiency area of the motor is basically an area section with rated power and rated rotating speed. The high speed and acceleration are basically in the peak power section, the efficiency of the regional section is lower, and the energy consumption is larger. The efficiency in this case is generally about 80%. When climbing at low speed, large torque is needed, and larger current is needed for supporting, so that the efficiency is lower, and the energy consumption is larger. The efficiency in this case is generally about 65%. Although some of the prior art uses dual motor driven electric vehicles or electric motors, the energy consumption is still high, such as the patent publication No. CN111391636 a: the utility model provides an electric motorcycle car bi-motor drive arrangement, includes reducing gear, with the main drive sprocket of reducing gear coaxial setting, with main drive sprocket complex drive chain, with the first drive gear of reducing gear meshing, with the intermediate gear of the coaxial setting of first drive gear, with the second drive gear of intermediate gear meshing, be used for realizing intermediate gear and first drive gear between power transmission or the overrunning clutch of separation, be used for driving first drive gear pivoted first driving motor and be used for driving second drive gear pivoted second driving motor. It has a situation that two motors work one by one and idle, and the energy consumption is high. In addition, when one of the two motor driving systems in the prior art works, the other motor driving system can be driven to rotate, and the energy consumption is high.
Disclosure of Invention
The invention aims to overcome the defects in the prior art and provide a high-speed electric friction double-motor driving system, only one motor is required to work in a rated state when in low speed and low torque, the efficiency point is in a high-efficiency area, the efficiency is generally 91% -95%, and the energy consumption is very low. When high speed, acceleration and climbing high torque are needed, the two motors work simultaneously, the state is in a high-efficiency area, the efficiency is generally 91% -95%, and the efficiency is improved by about 20%. The whole set of power system always operates in a high-efficiency area, so that the energy consumption is greatly reduced, and the endurance mileage of the vehicle is improved. Meanwhile, the power system basically operates in a rated state, so that the failure rate is reduced, and the service life is prolonged.
In order to achieve the purpose, the technical scheme of the invention is to design a high-speed electric friction double-motor driving system which consists of two control systems, two permanent magnet synchronous motors which are respectively connected with the two control systems in a signal mode, a double-motor connecting system, a synchronous wheel synchronous belt transmission system which is connected with the double-motor connecting system, and a rear wheel shaft output system which is connected with the synchronous wheel synchronous belt transmission system. When one motor works, the other motor does not have the condition of idling (only one motor works or two motors work simultaneously), so that the energy consumption is reduced.
The double-motor connecting system comprises an energy consumption reducing structure, so that one permanent magnet synchronous motor is not driven to rotate when the other permanent magnet synchronous motor works; the double-motor connecting system comprises a connecting shaft connected with the motor center shaft of one permanent magnet synchronous motor through a spline and a small synchronous wheel shaft connected with the motor center shaft of the other permanent magnet synchronous motor through a spline; the small synchronous wheel shaft is connected with the connecting shaft through the energy consumption reducing structure. The connecting shaft is connected with the middle shaft of the motor through a spline or a spline sleeve type coupling.
The energy consumption reducing structure comprises a round groove arranged on the end face of the small synchronous wheel shaft, wherein the size of the round groove is larger than that of the end face of the connecting shaft; the circumference side of the connecting shaft is provided with a circle of annular array containing grooves, and rubber blocks are hinged in the containing grooves. Of course, the rubber blocks can be replaced by metal blocks; the friction force is small when the metal block is contacted with the side wall of the circular groove; tension springs can also be arranged on the rubber blocks or the metal blocks, so that the rubber blocks or the metal blocks return to the accommodating grooves when the speed is reduced, namely the centrifugal force is reduced. The upper end surface of the small synchronous wheel shaft is provided with a circular groove, and the diameter of the circular groove is larger than the shaft diameter of the connecting shaft; therefore, the lower motor can not drive the upper motor when being started, and the energy consumption is reduced. The circumference side of the connecting shaft is provided with a circle of annular array containing grooves, rubber blocks are hinged in the containing grooves, so that when the motors are started, the connecting shaft rotates, the hinged rubber blocks rotate due to centrifugal force, so that the free ends of the rubber blocks exceed the notch of the containing grooves, namely the circumference side of the connecting shaft, the rubber blocks are propped against the groove side walls of the circular grooves to form working conditions that the upper motor and the lower motor simultaneously start a small synchronous wheel shaft for driving the small synchronous wheel to rotate (the upper motor is started only when being started as double motors simultaneously, the lower motor is started only when being started, and the upper motor and the lower motor are started when being started.
The other technical scheme is that the energy consumption reducing structure comprises a one-way bearing, wherein an outer ring of the one-way bearing is fixedly connected with a small synchronous wheel shaft, and an inner ring of the one-way bearing is fixedly connected with a motor central shaft far away from the small synchronous wheel shaft.
The further technical scheme is that the two permanent magnet synchronous motors are arranged up and down, the connecting shaft is positioned above the small synchronous wheel shaft, the lower end face of the connecting shaft is provided with a distance from the bottom wall of the round groove, and the round groove is positioned on the upper end face of the small synchronous wheel shaft; the permanent magnet synchronous motor positioned below is used as a starting motor when a single motor is started.
The synchronous wheel synchronous belt transmission system comprises a small synchronous wheel fixedly connected with a small synchronous wheel shaft, and the small synchronous wheel is in transmission connection with a large synchronous wheel through a synchronous belt; the rear wheel shaft output system comprises a rear wheel output shaft fixedly connected with the large synchronous wheel shaft. The large synchronizing wheel and the small synchronizing wheel are respectively connected to the box body in a rotating way through bearings; the motor center shaft is rotationally connected to the motor shell through a bearing; a rotor assembly is fixedly arranged on a central shaft of the motor, and a stator assembly is fixedly arranged on the inner wall of a motor shell; a motor rear cover is fixedly arranged on the motor shell, and magnetic woven steel is arranged in the motor rear cover; the large synchronous wheel is fixedly connected to the large synchronous wheel shaft; the motor shells of the upper permanent magnet synchronous motor and the lower permanent magnet synchronous motor are fixedly connected to the box body through fasteners such as fastening bolts, so that the motor shells and the box body form an outer shell of the whole double-motor driving system.
The invention has the advantages and beneficial effects that: the upper end surface of the small synchronous wheel shaft is provided with a circular groove, and the diameter of the circular groove is larger than the shaft diameter of the connecting shaft; therefore, the lower motor can not drive the upper motor when being started, and the energy consumption is reduced.
The circumference side of the connecting shaft is provided with a circle of annular array containing grooves, rubber blocks are hinged in the containing grooves, so that when the motor is started, the connecting shaft rotates, the hinged rubber blocks rotate due to centrifugal force to enable free ends of the rubber blocks to exceed the notch of the containing grooves, namely, the circumference side of the connecting shaft, the rubber blocks are propped against the groove side wall of the circular groove to form working conditions that the upper motor and the lower motor simultaneously start a small synchronous wheel shaft for driving the small synchronous wheel to rotate (the upper motor is started only when being started simultaneously as a double motor, the lower motor is started only when being started simultaneously, and the upper motor and the lower motor are started when being started simultaneously).
Drawings
FIG. 1 is a schematic diagram of a first embodiment of a high-speed electric motor-driven system according to the present invention;
FIG. 2 is an enlarged schematic view of portion E of FIG. 1;
FIG. 3 is an enlarged schematic view of portion F of FIG. 1;
FIG. 4 is a schematic diagram of a second embodiment of the present invention;
FIG. 5 is an enlarged schematic view of a portion of the rectangular dashed box of FIG. 4;
FIG. 6 is an enlarged schematic view of portion A of FIG. 5, i.e., the oval dashed box portion;
FIG. 7 is a top view of the small synchronous axle and connecting shaft portion of FIG. 6;
FIG. 8 is a schematic view of the small synchronous axle of FIG. 7;
FIG. 9 is a schematic view of the connecting shaft of FIG. 7;
FIG. 10 is a schematic view of the connecting shaft of FIG. 7 in a rotated state;
FIG. 11 is a schematic diagram of a third embodiment of the invention;
FIG. 12 is a top view of the small synchronous axle and connecting shaft portion of FIG. 11;
FIG. 13 is an enlarged schematic view of a portion B of the rectangular dashed box of FIG. 12;
FIG. 14 is a top view of a small and medium synchronous axle and connecting axle portion of a fourth embodiment of the present invention;
FIG. 15 is an enlarged schematic view of a portion of the rectangular dashed box C of FIG. 14;
FIG. 16 is a partial schematic view of a fifth embodiment of the present invention;
FIG. 17 is a schematic view of the bearing of FIG. 16;
fig. 18 is an enlarged schematic view of a portion D in fig. 17.
In the figure: 1. a permanent magnet synchronous motor; 2. a large synchronizing wheel; 3. a small synchronizing wheel; 4. a small synchronous wheel shaft; 5. a bearing; 6. a case; 7. a motor center shaft; 8. a motor housing; 9. a rotor assembly; 10. a stator assembly; 11. a motor rear cover; 12. magnetic steel is magnetically woven; 13. a large synchronous wheel shaft; 14. a connecting shaft; 15. a synchronous belt; 16. a rear wheel output shaft; 17. a spline; 18. a circular groove; 19. a receiving groove; 20. a rubber block; 21. a groove; 22. an elastic air bag; 23. opening holes; 24. an opening; 25. a dust discharge port; 26. a synchronous belt tensioning wheel assembly; 27. a large elastic air bag; 28. an elastic column; 29. an inner ring; 30. an outer ring; 31. a rolling element; 32. a heated airbag; 33. a metal sheet; 34. a graphite sheet; 35. a rolling member; 36. an air-jet air bag; 37. a stop block; 38. a one-way bearing.
Detailed Description
The following describes the embodiments of the present invention further with reference to the drawings and examples. The following examples are only for more clearly illustrating the technical aspects of the present invention, and are not intended to limit the scope of the present invention.
Example 1
As shown in fig. 1 to 3, the invention relates to a high-speed electric friction double-motor driving system, which consists of two control systems, two permanent magnet synchronous motors 1, a double-motor connecting system, a synchronous wheel synchronous belt transmission system and a rear wheel shaft output system.
The double motors are connected by using the one-way bearing, and one motor cannot drive the other motor to rotate when in operation, so that energy consumption is reduced. The speed ratio of the large synchronizing wheel 2 to the small synchronizing wheel 3 is 1:2. the motor is designed to run at high speed, so that the motor is smaller in size and lighter in weight under the same power. The large torque can be output by the speed change of the size synchronous wheels. The energy consumption reducing structure comprises a one-way bearing 38, wherein the outer ring of the one-way bearing 38 is fixedly connected with the small synchronous wheel shaft 4, and the inner ring of the one-way bearing 38 is fixedly connected with the motor center shaft 7 far away from the small synchronous wheel shaft.
The double-motor connecting system comprises a connecting shaft 14 connected with the motor center shaft 7 of one permanent magnet synchronous motor 1 through a spline 17 and a small synchronous wheel shaft 4 connected with the motor center shaft 7 of the other permanent magnet synchronous motor 1 through the spline 17; the two permanent magnet synchronous motors 1 are arranged up and down, the connecting shaft 14 is positioned above the small synchronous wheel shaft 4, the synchronous wheel synchronous belt transmission system comprises a small synchronous wheel 3 fixedly connected with the small synchronous wheel shaft 4, and the small synchronous wheel 3 is in transmission connection with the large synchronous wheel 2 through a synchronous belt 15; one side of the synchronous belt 5 is also provided with a synchronous belt tensioning wheel assembly 26; the rear wheel axle output system comprises a rear wheel output shaft 16 fixedly connected to the large synchronizing wheel axle 13. The large synchronizing wheel 2 and the small synchronizing wheel 3 are respectively connected to the box body 6 through bearings 5 in a rotating way; the motor center shaft 7 is rotationally connected to the motor shell 8 through a bearing 5; a rotor assembly 9 is fixedly arranged on the motor center shaft 7, and a stator assembly 10 is fixedly arranged on the inner wall of the motor shell 8; a motor rear cover 11 is fixedly arranged on the motor shell 8, and magnetic woven steel 12 is arranged in the motor rear cover 11; the large synchronous wheel 2 is fixedly connected to the large synchronous wheel shaft 13; the motor shells 8 of the upper permanent magnet synchronous motor 1 and the lower permanent magnet synchronous motor 1 are fixedly connected to the box body 6 through fasteners such as fastening bolts, so that the motor shells 8 and the box body 6 form an outer shell of the whole double-motor driving system.
Example two
The difference from the first embodiment is that, as shown in fig. 4 to 10, the dual-motor connection system includes an energy consumption reduction structure to realize that one permanent magnet synchronous motor 1 does not drive the other permanent magnet synchronous motor 1 to rotate when working; the small synchronizing wheel shaft 4 is connected with the connecting shaft 14 by means of said energy-reducing structure. The energy consumption reducing structure comprises a round groove 18 arranged on the end face of the small synchronous wheel shaft 4, wherein the size of the round groove 18 is larger than that of the end face of the connecting shaft 14; a circle of annular array containing grooves 19 are arranged on the circumferential side surface of the connecting shaft 14, and rubber blocks 20 are hinged in the containing grooves 19. The lower end face of the connecting shaft 14 is provided with a distance from the bottom wall of the round groove 18, and the round groove 18 is positioned on the upper end face of the small synchronous wheel shaft 4; the permanent magnet synchronous motor 1 positioned below is used as a starting motor when a single motor is started. The rubber block 20 is of a size that: when the connecting shaft 14 rotates, the rubber block 20 rotates due to centrifugal force, so that the free end of the rubber block 20 exceeds the notch of the accommodating groove 19, that is, the free end of the rubber block 20 exceeds the circumferential side surface of the connecting shaft 14. The groove side wall of the round groove 18 is also provided with a circle of annular array arranged grooves 21 for avoiding the slippage of the rubber block 20 and the groove side wall of the round groove 18 as far as possible when the free end of the rubber block 20 exceeds the notch of the accommodating groove 19.
Example III
11-13, the energy consumption reducing structure further includes an elastic air bag 22 disposed on the side wall of the circular groove 18 (the elastic air bag 22 is small in size and does not interfere with the rotation of the connecting shaft 14; the elastic air bag 22 is cylindrical and is fixedly connected to the side wall of the circular groove 18), the elastic air bag 22 is disposed between two adjacent grooves 21, and one groove 21 of the two adjacent grooves 21 is closer to the elastic air bag 22; the groove 21 which is nearer to the elastic air bag 22 and the elastic air bag 22 are sequentially arranged along the rotation direction of the connecting shaft 14; the upper end of the elastic air bag 22 is provided with an opening 23; the elastic air bag 22 is made of elastic materials such as rubber, and when the connecting shaft 14 rotates, the hinged rubber block 20 or the metal block exceeds the circumferential side surface of the connecting shaft 14, so that the elastic air bag 22 can be touched, on one hand, the hinged rubber block 20 or the metal block can be reduced to be impacted on the groove side wall of the circular groove 18 rapidly due to the centrifugal force so as to reduce vibration, on the other hand, the elastic air bag 22 is extruded in the process, the elastic air bag 22 is compressed, and air flow is sprayed out of the opening 23, so that the surface of the central shaft 7 of the motor is blown and cooled to a certain extent, and the energy consumption of the motor is reduced due to heating. In addition, the elastic air bag 22 is extruded once, and the subsequent rubber block 20 or metal block is abutted into the groove 21 to form the connection state of the connecting shaft 14 and the small synchronous wheel shaft 4, so that the service life of the elastic air bag 22 is not worried.
The box body 6 is provided with an opening 24, the position of the opening 24 is just opposite to the synchronous belt 15 in the box body 6, the box body 6 is also provided with a dust discharge opening 25, the dust discharge opening 25 is positioned on the lower bottom surface of the box body 6, the size of the opening 24 is far smaller than that of the dust discharge opening 25 so as to prevent the synchronous belt 15 from sucking large-particle impurities or dust from the opening 24 during high-speed operation, and the dust discharge opening 25 is a conical opening with a small upper part and a large lower part so as to prevent the impurities from entering from the dust discharge opening 25 on the bottom surface of the box body 6. By utilizing the Bernoulli effect, when the synchronous belt 15 runs at a high speed, the opening 24 on the box body 6 can suck external air (because the air flow rate at the synchronous belt 15 is faster, and the air flow rate outside the opening 24 of the box body 6 is slower than the air flow rate in the opening 24), thereby playing a role in cooling the synchronous belt 15 running at a high speed, further reducing the energy consumption of a driving system, and dust or impurities are blown by the sucked air flow, and finally a lot of dust and impurities are discharged through the dust discharge port 25.
Example IV
Unlike the third embodiment, as shown in fig. 14 to 15, the energy consumption reducing structure further includes a large elastic air bag 27 disposed on one side of the elastic air bag 22 (the large elastic air bag 27 is made of a material more wear-resistant than the elastic air bag 22), the large elastic air bag 27 is also fixedly connected to the side wall of the circular groove 18 and has a space with the elastic air bag 22, and the large elastic air bag 27 is also in a cylindrical shell shape. The elastic air bag 22 and the large elastic air bag 27 are sequentially arranged along the rotation direction of the connecting shaft 14; the upper end of the large elastic air bag 27 is also provided with an opening 23; the outer side wall of the large elastic air bag 27 facing the connecting shaft 14 is hinged with an elastic column 28; the elastic columns 28 are provided with three mutually spaced intervals; after the arrangement, when the small synchronous wheel shaft 4 rotates, if the small synchronous wheel shaft 4 vibrates, so that the distance between the small synchronous wheel shaft 4 and the connecting shaft 14 is reduced, namely, the connecting shaft 14 is not positioned at the center position of the circular groove 18, the connecting shaft 14 firstly contacts the elastic column 28, then the elastic material of the elastic column 28 and the elastic column 28 are movably arranged (because the elastic column 28 is hinged with the large elastic air bag 27), so that the vibration is fully absorbed, the distance between the small synchronous wheel shaft 4 and the connecting shaft 14 can be corrected (the distance between the small synchronous wheel shaft 4 and the connecting shaft 14 is referred to), the opening 23 arranged at the upper end of the large elastic air bag 27 can also blow air flow to the motor center shaft 7 above the opening 23 when the small synchronous wheel shaft 4 vibrates or the distance between the small synchronous wheel shaft 4 and the connecting shaft 14 is reduced, and the temperature of the motor center shaft 7 is reduced, so that the energy consumption of the motor is reduced.
When the connecting shaft 14 rotates, the hinged rubber block 20 or the metal block exceeds the circumferential side surface of the connecting shaft 14 due to centrifugal force, so that the elastic air bag 22 is firstly touched, then the large elastic air bag 27 is touched, and the subsequent process is similar to the third embodiment, in this process, the elastic air bag 22 and the large elastic air bag 27 are only extruded once, and the subsequent rubber block 20 or the metal block is abutted into the groove 21 to form the connection state of the connecting shaft 14 and the small synchronous wheel shaft 4.
Example five
The difference from the first embodiment is that, as shown in fig. 16 to fig. 18 (fig. 16 is a schematic view of a rear wheel output shaft of the high-speed electric motorcycle dual-motor driving system and its nearby components; fig. 17 only shows one air injection air bag and one block for convenience of illustration), the rear wheel output shaft 16 is rotatably connected to the case 6 of the high-speed electric motorcycle dual-motor driving system through the bearing 5, the bearing 5 includes an inner ring 29, an outer ring 30 and a rolling body 31, the rolling body 31 is located between the inner ring 29 and the outer ring 30, an annular heated air bag 32 is disposed above the rolling body 31, the annular heated air bag 32 is fixedly connected to an inner wall of the outer ring 30, a metal sheet 33 is fixedly connected to a side wall surface of the annular heated air bag 32 facing the inner ring 29 (i.e., an inner side wall of the annular heated air bag 32), the height of the metal sheet 33 is greater than that of the annular heated air bag 32, a graphite sheet 34 is fixedly connected to a surface of the metal sheet 33 facing the inner ring, and a surface of the graphite sheet 34 facing the inner ring is fixedly connected to a rolling member 35; the metal sheet, the rolling bodies and the rolling members are all made of the same material; the diameter of the rolling element 35 plus the width of the graphite sheet 34 plus the width of the metal sheet 33 plus the thickness of the annular heated air bag 32 is smaller than the minimum distance between the inner ring and the outer ring (the thickness of the annular heated air bag 32 refers to the thickness when the annular heated air bag is not collided by heat, and the minimum distance between the inner ring and the outer ring, namely the distance between the outer side wall of the ring of the inner ring and the inner side wall of the ring of the outer ring), the upper end of the metal sheet 33 is fixedly connected with an air injection air bag 36, the air injection air bag 36 is in a cylindrical shell shape, an opening 23 for air injection is arranged in the middle of the air injection air bag 36, the distance between the air injection air bag 36 and the upper cover of the bearing is provided, and the lower surface of the upper cover of the bearing is fixedly connected with a stop block 37. The upper cover of the bearing is provided with an opening for discharging graphite powder. When the bearing shakes the rear wheel output shaft 16 due to abrasion of the rolling bodies 31, the rolling bodies 31 between the inner ring and the outer ring are reduced, the upper end of the inner ring is easy to touch the rolling bodies 35 from time to time, the rolling bodies 35 are heated due to contact friction from time to time of the inner ring, the graphite sheets 34 are heated on one hand and pressed and abraded by the rolling bodies 35 on the other hand, meanwhile, the graphite sheets 34 are transferred to the metal sheets 33, the metal sheets are transferred to the heated air bags 32, the heated air bags 32 collide with each other for a long time, so that the rolling bodies 35 are pushed against the outer side wall of the inner ring, temporary rescue is realized, larger abrasion of the rolling bodies caused by the inner ring shaking is avoided, on the other hand, the air injection air bags 36 are driven to move when the heated air bags 32 collide with each other, and the air injection air bags 36 made of elastic materials are blown from the holes 23, graphite powder between the inner ring and the outer ring of the bearing is blown up, and the partly blown graphite powder is discharged from the opening of the upper cover of the bearing, and the worn bearing is replaced by a maintainer in time.
The foregoing is merely a preferred embodiment of the present invention, and it should be noted that it will be apparent to those skilled in the art that several modifications and variations can be made without departing from the technical principle of the present invention, and these modifications and variations should also be regarded as the scope of the invention.
Claims (6)
1. The high-speed electric friction double-motor driving system is characterized by comprising two control systems, two permanent magnet synchronous motors connected with the two control systems in a signal mode, a double-motor connecting system, a synchronous wheel synchronous belt transmission system connected with the double-motor connecting system and a rear wheel shaft output system connected with the synchronous wheel synchronous belt transmission system.
2. The high-speed electric motor-generator system according to claim 1, wherein the two-motor connection system comprises an energy consumption reduction structure so as not to drive one permanent magnet synchronous motor to rotate when the other permanent magnet synchronous motor is operated; the double-motor connecting system comprises a connecting shaft connected with the motor center shaft of one permanent magnet synchronous motor through a spline and a small synchronous wheel shaft connected with the motor center shaft of the other permanent magnet synchronous motor through a spline; the small synchronous wheel shaft is connected with the connecting shaft through the energy consumption reducing structure.
3. The high-speed electric motorcycle dual motor driving system according to claim 2, wherein the energy consumption reducing structure comprises a circular groove arranged on the end face of the small synchronous wheel shaft, and the size of the circular groove is larger than that of the end face of the connecting shaft; the circumference side of the connecting shaft is provided with a circle of annular array containing grooves, and rubber blocks are hinged in the containing grooves.
4. The high-speed electric motorcycle dual-motor driving system according to claim 2, wherein the energy consumption reducing structure comprises a one-way bearing, an outer ring of the one-way bearing is fixedly connected with the small synchronous wheel shaft, and an inner ring of the one-way bearing is fixedly connected with a motor central shaft far away from the small synchronous wheel shaft.
5. The high-speed electric motorcycle dual-motor driving system according to claim 3, wherein the two permanent magnet synchronous motors are arranged up and down, the connecting shaft is positioned above the small synchronous wheel shaft, the lower end surface of the connecting shaft is provided with a distance from the bottom wall of the circular groove, and the circular groove is positioned on the upper end surface of the small synchronous wheel shaft; the permanent magnet synchronous motor positioned below is used as a starting motor when a single motor is started.
6. The high-speed electric motorcycle dual-motor driving system according to claim 2 or 5, wherein the synchronizing wheel synchronous belt transmission system comprises a small synchronizing wheel fixedly connected with a small synchronizing wheel shaft, and the small synchronizing wheel is in transmission connection with a large synchronizing wheel through a synchronizing belt; the rear wheel shaft output system comprises a rear wheel output shaft fixedly connected with the large synchronous wheel shaft.
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| Application Number | Priority Date | Filing Date | Title |
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| CN202410118302.2A CN117656808B (en) | 2024-01-29 | 2024-01-29 | High-speed electric friction double-motor driving system |
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| CN202410118302.2A CN117656808B (en) | 2024-01-29 | 2024-01-29 | High-speed electric friction double-motor driving system |
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| CN117656808A true CN117656808A (en) | 2024-03-08 |
| CN117656808B CN117656808B (en) | 2024-04-26 |
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| CN115610208A (en) * | 2022-09-22 | 2023-01-17 | 温岭市华鑫机械制造有限公司 | Double-motor multi-mode power system |
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2024
- 2024-01-29 CN CN202410118302.2A patent/CN117656808B/en active Active
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|---|---|---|---|---|
| US6053833A (en) * | 1998-02-19 | 2000-04-25 | Hitachi, Ltd. | Transmission, and vehicle and bicycle using the same |
| CN105644335A (en) * | 2014-11-14 | 2016-06-08 | 上海汽车集团股份有限公司 | Dual-motor power system and dual-motor hybrid power system for vehicle |
| CN205092726U (en) * | 2015-09-28 | 2016-03-16 | 台州市大泰机电有限公司 | Electric motor car motor of bi -motor structure |
| CN111391636A (en) * | 2020-04-28 | 2020-07-10 | 海茵茨曼动力控制（嘉兴）有限公司 | Electric motorcycle double-motor driving device and double-motor driving strategy thereof |
| CN114179603A (en) * | 2020-09-15 | 2022-03-15 | 广州汽车集团股份有限公司 | Two-gear power system of double-motor pure electric vehicle and control method thereof |
| CN115610208A (en) * | 2022-09-22 | 2023-01-17 | 温岭市华鑫机械制造有限公司 | Double-motor multi-mode power system |
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