CN117681637A - Wheel drive assembly and vehicle - Google Patents

Wheel drive assembly and vehicle Download PDF

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Publication number
CN117681637A
CN117681637A CN202311583555.9A CN202311583555A CN117681637A CN 117681637 A CN117681637 A CN 117681637A CN 202311583555 A CN202311583555 A CN 202311583555A CN 117681637 A CN117681637 A CN 117681637A
Authority
CN
China
Prior art keywords
transmission
shaft
gear
motor
drive assembly
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
Application number
CN202311583555.9A
Other languages
Chinese (zh)
Inventor
白云辉
杨胜麟
邹小松
王建新
高缘
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
BYD Co Ltd
Original Assignee
BYD Co Ltd
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by BYD Co Ltd filed Critical BYD Co Ltd
Priority to CN202311583555.9A priority Critical patent/CN117681637A/en
Publication of CN117681637A publication Critical patent/CN117681637A/en
Pending legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing
    • B60K17/08—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing of mechanical type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/20—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially using gears that can be moved out of gear
    • F16H3/22—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially using gears that can be moved out of gear with gears shiftable only axially
    • F16H3/30—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially using gears that can be moved out of gear with gears shiftable only axially with driving and driven shafts not coaxial
    • F16H3/32—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially using gears that can be moved out of gear with gears shiftable only axially with driving and driven shafts not coaxial and an additional shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/023—Mounting or installation of gears or shafts in the gearboxes, e.g. methods or means for assembly
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Gear Transmission (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The invention discloses a wheel drive assembly and a vehicle. The wheel drive assembly includes: the vehicle comprises a first driving motor, a second driving motor and a flat electric control unit, wherein the first driving motor and the second driving motor are arranged back and forth along the length direction of the vehicle, and the central axes of the first driving motor and the second driving motor extend along the width direction of the vehicle; the first speed changer and the second speed changer are respectively arranged on two sides of the first driving motor and the second driving motor in the width direction of the vehicle, and the flat electric control unit is fixedly connected to the tops of the first driving motor and the second driving motor in the height direction of the vehicle.

Description

Wheel drive assembly and vehicle
The application is as follows: 202011378556.6 division of application with the name of wheel drive assembly and vehicle with the application date of 2020, 11 and 30
Technical Field
The invention relates to the technical field of wheel drive, in particular to a wheel drive assembly and a vehicle.
Background
With the development of vehicle technology, electric vehicles are becoming more popular. For example, a four-wheel independent drive system of an electric vehicle drives four wheels of the vehicle by four motors each independently, and torque and speed of the four wheels can be precisely controlled independently of each other, thereby providing a series of advantages such as realizing a smaller radius turn, assisting an ESP function, assisting a steering function, assisting a braking function, and the like.
In general, a wheel side driving scheme is often adopted in a four-wheel independent driving system, and in the existing wheel side driving scheme, a left driving assembly and a right driving assembly are often integrated, so that the occupied space is large, and the cost is high.
Disclosure of Invention
The present invention aims to solve at least one of the technical problems existing in the prior art. Therefore, the wheel driving assembly is compact in structure and high in space utilization rate.
The invention further provides a vehicle with the wheel driving assembly.
According to an embodiment of the present invention, a wheel drive assembly includes: a first drive motor and a second drive motor disposed back and forth along a vehicle length direction, a center axis of the first drive motor and a center axis of the second drive motor extending along a vehicle width direction; the first speed changer and the second speed changer are respectively arranged at two sides of the first driving motor and the second driving motor in the width direction of the vehicle, and the flat electric control unit is fixedly connected to the tops of the first driving motor and the second driving motor in the height direction of the vehicle.
In some embodiments of the invention, the wheel drive assembly further comprises a motor housing, a portion of one side wall of the motor housing being an inner side wall of the first transmission, and at least a portion of the other side wall of the motor housing being an inner side wall of the second transmission.
In some embodiments of the present invention, the wheel side drive assembly further includes a transmission case including a first case and a second case provided on both sides of the motor case in a width direction of the vehicle, the first case and the second case being connected to the motor case, respectively.
In some embodiments of the invention, the electrical control housing of the flat electrical control unit is secured to the top of the motor housing.
In some embodiments of the invention, a portion of the electrically controlled housing is located above the first housing.
In some embodiments of the invention, a motor cooling water channel is arranged in the motor casing, an electric control cooling water channel is arranged in the electric control casing, and the motor cooling water channel and the electric control cooling water channel are communicated in a sealing mode.
In some embodiments of the invention, the electrically controlled cooling water channel is provided with a total water inlet and a total water outlet, and cooling water enters the electrically controlled cooling water channel and the motor cooling water channel from the total water inlet and is discharged from the total water outlet.
In some embodiments of the present invention, the first driving motor is provided with a first plug interface, the second driving motor is provided with a second plug interface, the first plug interface and the second plug interface are respectively electrically connected with the three-phase plug of the flat electric control unit, and the first plug interface and the second plug interface are located on the same side.
In some embodiments of the invention, the length of the first transmission is less than the length of the second transmission in the vehicle length direction.
In some embodiments of the present invention, the first output shaft of the first drive motor is in power transmission connection with a first input shaft of the first transmission, the first transmission is further provided with a first output half shaft, and a power transmission path from the first input shaft to the first output half shaft is a U-shaped transmission path.
In some embodiments of the present invention, the first output shaft of the first drive motor is in power transmitting connection with a first input shaft of the first transmission, the first transmission further comprising a first intermediate shaft disposed at a distance from the first input shaft in a longitudinal direction of the vehicle, a first angle between a line connecting an axial center of the first input shaft and an axial center of the first intermediate shaft and a line connecting an axial center of the first output half shaft and an axial center of the first intermediate shaft being less than 90 °.
In some embodiments of the present invention, the first output shaft of the first drive motor is in power transmitting connection with a first input shaft of the first transmission, the first transmission further comprising a first intermediate shaft and a first output half shaft, the first intermediate shaft being spaced apart from the first input shaft in a longitudinal direction of the vehicle, the first input shaft and the first output half shaft being on the same side of the first intermediate shaft.
In some embodiments of the present invention, the first output shaft of the first driving motor is in power transmission connection with the first input shaft of the first transmission, a supporting member is disposed in the first transmission, two ends of the first input shaft are respectively supported on the supporting member and an inner side wall of the first transmission, and two ends of the first output half shaft are respectively supported on the supporting member and an outer side wall of the first transmission.
In some embodiments of the present invention, the first output shaft of the first drive motor is in power transmitting connection with a first input shaft of the first transmission, the first transmission further comprising a first output half shaft, a central axis of the first output half shaft and a central axis of the first output shaft being disposed parallel or collinear.
In some embodiments of the present invention, the first output shaft of the first drive motor is in power transmitting connection with the first input shaft of the first transmission, the first transmission further comprising a primary reduction gear set and a secondary reduction gear set, the primary reduction gear set being located on the side of the secondary reduction gear set facing the first drive motor.
In some embodiments of the invention, the primary reduction gear set includes: the first input gear is arranged on the first input shaft; the first intermediate gear is arranged on the first intermediate shaft, the first intermediate gear is meshed with the first input gear, and the diameter of the first intermediate gear is larger than that of the first input gear.
In some embodiments of the invention, the secondary reduction gear set includes: the first matching gear is arranged on the first intermediate shaft to synchronously rotate with the first intermediate gear, and the diameter of the first matching gear is smaller than that of the first intermediate gear; the first output gear is arranged on the first output half shaft, the first output gear is meshed with the first matched gear, and the diameter of the first output gear is larger than that of the first matched gear.
In some embodiments of the present invention, the second output shaft of the second drive motor is in power transmitting connection with a second input shaft of the second transmission, the second transmission further comprising a second intermediate shaft and a second output half shaft, the second intermediate shaft being spaced apart from the second input shaft in the length direction of the vehicle, the second input shaft and the second output half shaft being located on either side of the second intermediate shaft.
In some embodiments of the invention, the second transmission further comprises: the third input gear is arranged on the second input shaft; the second intermediate gear is arranged on the second intermediate shaft and meshed with the third input gear; the second matched gear is arranged on the second intermediate shaft to synchronously rotate with the second intermediate gear, and the diameter of the second matched gear is smaller than that of the second intermediate gear; the second output gear is arranged on the second output half shaft, the second output gear is meshed with the second matched gear, and the diameter of the second output gear is larger than that of the second matched gear.
In some embodiments of the invention, the second output half shaft and the second output shaft are disposed in parallel.
In some embodiments of the invention, the first transmission further includes a first output half shaft, the first output half shaft and the second output half shaft being disposed co-linearly.
In some embodiments of the invention, the first transmission and the second transmission are both two-stage reducers.
In some embodiments of the present invention, the primary reduction gear set of the first transmission and the primary reduction gear set of the second transmission are disposed centrosymmetrically, and the secondary reduction gear set of the first transmission and the secondary reduction gear set of the second transmission are disposed mirror symmetrically.
A vehicle according to an embodiment of the present invention includes a wheel drive assembly according to the above-described embodiment of the present invention.
Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention.
Drawings
The foregoing and/or additional aspects and advantages of the invention will become apparent and may be better understood from the following description of embodiments taken in conjunction with the accompanying drawings in which:
FIG. 1 is a schematic illustration of a wheel drive assembly according to an embodiment of the present invention;
FIG. 2 is another schematic illustration of a wheel drive assembly provided in accordance with an embodiment of the present invention;
FIG. 3 is a schematic perspective view of a wheel drive assembly according to an embodiment of the present invention;
FIG. 4 is a schematic exploded view of the flat electronic control unit and motor unit of the wheel drive assembly of FIG. 3;
FIG. 5 is an exploded view of the wheel drive assembly of FIG. 3;
FIG. 6 is a schematic illustration of a motor cooling water channel of a motor unit in a wheel drive assembly according to an embodiment of the present invention;
FIG. 7 is another schematic illustration of a motor cooling water channel of a motor unit in a wheel drive assembly according to an embodiment of the present invention;
FIG. 8 is a schematic view of another perspective view of a wheel drive assembly according to an embodiment of the present invention;
FIG. 9 is an exploded view of the wheel drive assembly of FIG. 8;
fig. 10 is a schematic exploded view of the flat electronic control unit and motor unit of the wheel drive assembly of fig. 9.
Reference numerals:
1-first transmission, 2-second transmission, 3-motor unit, 4-first drive motor, 5-second drive motor, 6-first output shaft, 7-first input shaft, 8-second input shaft, 9-first output half shaft, 10-second output half shaft, 11-first intermediate shaft, 12-first input shaft, 13-first intermediate gear, 14-second input gear, 15-support, 16-second intermediate shaft, 17-motor housing, 18-first drive motor assembly, 19-second drive motor assembly, 20-flat electronic control unit, 21-motor cooling water channel, 22-cooling water inlet, 23-cooling water outlet, 24-copper bar, 25-service cover
Detailed Description
The following describes specific embodiments of the present invention in detail with reference to the drawings. It should be understood that the detailed description and specific examples, while indicating and illustrating the invention, are not intended to limit the invention.
Referring to two schematic structures shown in fig. 1 and 2, the wheel side drive assembly provided by the present invention includes a motor unit 3, a first transmission 1, and a second transmission 2 integrated together, wherein the first transmission 1 and the second transmission 2 are disposed on both sides of the motor unit 3 in a vehicle width direction, respectively; the motor unit 3 includes a first drive motor 4 and a second drive motor 5 that are integrated together and arranged in the vehicle longitudinal direction and are transverse to the vehicle width direction, that is, the motor center axes of the first drive motor 4 and the second drive motor 5 are each for extending in the vehicle width direction, a first output shaft 6 of the first drive motor 4 is in power transmitting connection with a first input shaft 7 of the first transmission 1, and a second output shaft of the second drive motor 5 is in power transmitting connection with a second input shaft 8 of the second transmission 2; wherein the first output half shaft 9 of the first transmission 1 and the second output half shaft 10 of the second transmission 2 are arranged with a half shaft centre axis a, which is located in the cross section of the rotor of the first drive motor 4.
Because the motor unit, first derailleur and second derailleur are integrated together, first derailleur and second derailleur set up in the both sides of motor unit respectively in the vehicle width direction, simultaneously, the motor unit is including integrating together and arrange in the vehicle length direction and along the first driving motor and the second driving motor of vehicle width direction transverse arrangement, in this way, can reduce the height of motor unit in the vehicle height direction, simultaneously, the first output semi-axis of first derailleur and the second output semi-axis of second derailleur are arranged with semi-axis central axis A, semi-axis central axis A is located the cross section of the rotor of first driving motor, can make the power transmission compact structure in the first derailleur like this, reduce the length of first derailleur in the vehicle length direction, simultaneously, make first output semi-axis and second output be close to first driving motor and arrange, in order to satisfy whole car arrangement requirement, avoid producing interference with sub-frame or automobile body, therefore this wheel limit driving assembly integration is compact in structure, the space utilization is little, the cost is low.
In addition, in the wheel drive assembly, the axle center axis a may be located at any position within the cross-section of the rotor of the first drive motor 4, for example, in one embodiment, the axle center axis a may be located at an edge of the cross-section of the rotor of the first drive motor 4. Alternatively, in another embodiment, referring to fig. 1, the axle center axis a coincides with the motor center axis B of the first drive motor 4, at which point the first input shaft 7 and the first drive motor 4 are set in the first position. In this way, the power transmission structure in the first transmission can be made further compact, further reducing the length of the first transmission in the vehicle length direction.
In addition, the first transmission 1 may have a power transmission mechanism therein, such as a plurality of gear sets or worm gear sets. For example, in one embodiment, referring to fig. 1, the first transmission 1 includes a first intermediate shaft 11 arranged in parallel with and spaced apart from the first input shaft 7 in the vehicle length direction, and a first input gear 12 provided on the first input shaft 7 is engaged with a first intermediate gear 13 provided on the first intermediate shaft 11, so that rotation output from the first drive motor 4 rotates the first intermediate shaft 11 through the engaged first input gear 12 and first intermediate gear 13, and the first intermediate shaft 11 transmits the rotation force to the subsequent power transmission mechanism.
Further, referring to fig. 2, in other embodiments, the distance between the first input shaft 7 and the first driving motor 4 and the second driving motor 5 is reduced, that is, the first input shaft 7 and the first driving motor 4 are set at a second position closer to the second driving motor 5 than the first position, that is, the distance between the first driving motor 4 and the second driving motor 5 is shortened so that the half-shaft center axis a is located on the side of the motor center axis B of the first driving motor 4 facing away from the second driving motor 5; in the second position, a second input gear 14 having a smaller diameter than the first input gear 12 is provided on the first input shaft 7 instead of the first input gear, the second input gear 14 being in mesh with the first intermediate gear 13. In this way, the diameter of the second input gear 14 can be further reduced, thereby making the structural size of the first transmission 1 more compact.
In addition, in an alternative embodiment, referring to fig. 2, the distance between the first drive motor 4 and the second drive motor 5 remains unchanged, and the axle center axis a is located on the side of the motor center axis B of the first drive motor 4 facing away from the second drive motor 5. In this way, according to the actual arrangement requirement of the wheel drive assembly on the vehicle model, the positions of the first output half shaft 9 of the first transmission 1 and the second output half shaft 10 of the second transmission 2 in the vehicle length direction can be correspondingly adjusted, so that the arrangement of different vehicle models is satisfied, the arrangement requirement of the whole vehicle is satisfied, and interference with the auxiliary frame or the vehicle body is avoided.
In addition, referring to fig. 1 and 2, a support member 15 is provided in the first transmission 1, both ends of the first input shaft 7 are supported on the support member 15 and the inner side wall of the first transmission 1, respectively, and both ends of the first output half shaft 9 are supported on the support member 15 and the outer side wall of the first transmission, respectively, so that, due to the more compact structure of the first transmission 1, the first output half shaft 9 and the first input shaft 7 can be isolated and supported by the support member 15, thereby enabling the length of the first output half shaft 9 and the first input shaft 7 in the vehicle width direction to be shortened, enabling the width of the first transmission in the vehicle width direction to be reduced, so that the first transmission is more compact.
In addition, referring to fig. 1 and 2, in the first transmission, the power transmission path from the first input shaft 7 to the first output half shaft 9 is a U-shaped transmission path; the U-shaped transmission path is such that the length of the first transmission in the vehicle length direction is smaller than the length of the second transmission in the vehicle length direction. In this way, the length of the first transmission in the vehicle length direction can be effectively reduced, so that the first transmission is more compact, and at the same time, the U-shaped transmission path can make the power transmission mechanism within the first transmission more simplified and compact.
In addition, referring to fig. 1 and 2, the first transmission 1 includes a first intermediate shaft 11 that is spaced apart from and arranged in parallel with the first input shaft 7 in the vehicle length direction, the first input shaft 7 and the first output half shaft 9 being located on the same side of the first intermediate shaft 11, so that, for example, the power transmission path from the first input shaft 7 to the first output half shaft 9 can be made a U-shaped transmission path, while the second transmission 2 includes a second intermediate shaft 16 that is spaced apart from the second input shaft 8 in the vehicle length direction, the second input shaft 8 and the second output half shaft 10 being located on both sides of the second intermediate shaft 16; wherein, the first included angle between the connecting line of the axial center of the first input shaft 7 and the axial center of the first intermediate shaft 11 and the connecting line of the axial center of the first output half shaft 9 and the axial center of the first intermediate shaft 11 is smaller than 90 degrees, thus the width of the first transmission in the vehicle width direction can be further reduced; the second angle between the line connecting the axial center of the second input shaft 8 and the axial center of the second intermediate shaft 16 and the line connecting the axial center of the second output half shaft 10 and the axial center of the second intermediate shaft 16 is greater than 90 °, further 180 °, so that the width of the second transmission in the vehicle width direction can be further reduced.
Furthermore, it is possible to integrate, for example, weld together, the respective housings of the first drive motor 4 and the second drive motor 5, or, as shown with reference to fig. 1 to 5, the first drive motor 4 and the second drive motor 5 share the same motor housing, that is, the motor unit 3 includes the motor housing 17, the first drive motor assembly 18, and the second drive motor assembly 19, wherein the first drive motor assembly 18 and the second drive motor assembly 19 are disposed in the motor housing 17 and are arranged at intervals in the vehicle length direction and are laterally arranged in the vehicle width direction, that is, the respective motor assembly central axes of the first drive motor assembly 18 and the second drive motor assembly 19 are used to extend in the vehicle width direction to form the first drive motor 4 and the second drive motor 5 sharing the same motor housing 17, so that the first drive motor 4 and the second drive motor 5 integrated together are formed, a part of the side wall on one side of the motor housing 17 serves as the inner wall of the first transmission 1, and at least a part of the side wall on the other side of the motor housing 17 serves as the inner wall of the second transmission 2. In this way, a common sidewall between the motor housing 17 and the transmission can be provided, thereby further improving the integration of the wheel drive assembly.
In addition, referring to fig. 6 and 7, a motor cooling water passage 21 is provided in the motor housing of the motor unit 3, the motor cooling water passage 21 including a cooling water inlet 22 and a cooling water outlet 23, wherein the motor cooling water passage 21 extends from the cooling water inlet to the cooling water outlet 23 alternately wound on the first driving motor 4 and the second driving motor 5. In this way, after the cooling water enters the motor cooling water channel 21 from the cooling water inlet 22, the cooling water flows through the first driving motor 4 and the second driving motor 5 alternately in turn, so that the first driving motor 4 and the second driving motor 5 can be cooled to the same degree, and the heat dissipation balance is improved.
In addition, the same motor housing common to the first drive motor 4 and the second drive motor 5 is more easily provided to form such a motor cooling water passage 21.
Of course, alternatively, the cooling water passages on the respective housings of the first driving motor 4 and the second driving motor 5 may be alternately connected in sequence, so that the formed motor cooling water passages 21 extend from the cooling water inlet to the cooling water outlet 23 by winding alternately on the first driving motor 4 and the second driving motor 5.
The "the motor cooling water passage 21 extends to the cooling water outlet 23 by winding alternately on the first driving motor 4 and the second driving motor 5 from the cooling water inlet" may have various modes, for example, in the mode of fig. 6, the motor cooling water passage 21 is wound on the second driving motor 5 (for example, the second driving motor assembly 19) after winding one turn around the first driving motor 4 (for example, the first driving motor assembly 18) in the middle of the two driving motors, and then wound on the first driving motor 4 again in the middle of the two driving motors, and sequentially and alternately winding. In the embodiment of fig. 7, the motor cooling water channel 21 is wound around the first driving motor 4 to the upper portion of the middle of the two driving motors, then is wound around the first driving motor 4 to the lower portion of the middle of the two driving motors after being axially bent, is wound around the second driving motor 5 to the upper portion of the middle of the two driving motors after being axially bent, and is wound around the second driving motor 5 to the lower portion of the middle of the two driving motors after being wound around the first driving motor 4 in turn alternately.
Further, a cooling water inlet 22 and a cooling water outlet 23 of the motor cooling water passage 21 are formed at an intermediate position between the first driving motor 4 and the second driving motor 5.
In addition, referring to fig. 3, 4 and 5, the wheel side drive assembly includes a flat electronic control unit 20, wherein the flat electronic control unit 20 is fixedly connected to the tops of the motor unit 3, the first transmission 1 and the second transmission 2 in the vehicle height direction. In this way, by adopting the flat electronic control unit 20, the height of the wheel drive assembly in the vehicle height direction can be reduced, and at the same time, the electronic control unit and the motor unit of the wheel drive assembly and the transmission can be made more integrated.
In addition, a motor cooling water channel is arranged in the motor housing of the motor unit 3, and an electric control cooling water channel is arranged in the electric control housing of the flat electric control unit 20, wherein the motor cooling water channel and the electric control cooling water channel are in sealed communication. For example, the electric control cooling water channel may be provided with a total water inlet, so that cooling water enters the electric control cooling water channel from the total water inlet to cool the flat electric control unit 20, and the flat shape of the flat electric control unit 20 may increase the heat dissipation area, and at the same time, the heat dissipation capacity of the flat electric control unit 20 is smaller, so that the temperature of the cooling water does not substantially rise, and thus the cooling water may continue to flow into the motor cooling water channel to cool the two driving motors alternately in turn. The cooling water may be directly discharged from the cooling water outlet 23 of the motor unit 3.
Alternatively, when the flat type electronic control unit 20 includes the total water outlet, the cooling water discharged from the cooling water outlet 23 may be discharged from the total water outlet of the flat type electronic control unit 20, so that the flat type electronic control unit 20 may be conveniently assembled to the motor unit 3 without avoiding the cooling water outlet 23.
In addition, in one embodiment, referring to one embodiment shown in fig. 4 and 5 and another embodiment shown in fig. 8 to 10, one of the motor unit 3 and the flat electronic control unit 20 includes a copper bar 24, and the other of the motor unit 3 and the flat electronic control unit 20 includes a copper bar connection end connected with the copper bar 24, wherein the electronic control housing of the flat electronic control unit 20 includes an openable service cover 25 at the connection of the copper bar connection end and the copper bar 24. In this way, by connecting the copper bar connection end with the copper bar 24, three-phase electrical connection between the motor unit 3 and the flat electronic control unit 20 can be conveniently realized, so that the wheel drive assembly is more integrated. Further, after the motor unit 3 and the flat electronic control unit 20 are connected, the shell of the motor unit 3 and the shell of the flat electronic control unit 20 will shield the copper bar connection end and the copper bar 24 from leaking, so that the protection requirement can be favorably met.
In addition, in one embodiment, the wheel driving assembly includes a rotary transformer and a temperature sensor, wherein the rotary transformer and the temperature sensor extend into the motor housing of the motor unit 3, and the connection lines between the rotary transformer and the temperature sensor and the flat electronic control unit 20 are shielded from leakage by the electronic control housing and the motor housing of the flat electronic control unit 20, that is, after the flat electronic control unit 20 and the motor unit 20 are connected, the connection lines between the rotary transformer and the temperature sensor and the flat electronic control unit 20 are shielded, so that protection requirements can be advantageously met.
Finally, the present invention provides a vehicle provided with a wheel-side drive assembly of any of the above, wherein one of the first output half-shaft 9 and the second output half-shaft 10 is the left output half-shaft and the other is the right output half-shaft. The left output half shaft and the right output half shaft are respectively in power transmission connection with a left wheel and a right wheel of the vehicle. In this way, the overall quality of the vehicle is effectively improved.
The preferred embodiments of the present invention have been described in detail above with reference to the accompanying drawings, but the present invention is not limited to the specific details of the above embodiments, and various simple modifications can be made to the technical solution of the present invention within the scope of the technical concept of the present invention, and all the simple modifications belong to the protection scope of the present invention.
In addition, the specific features described in the above embodiments may be combined in any suitable manner without contradiction. The various possible combinations of the invention are not described in detail in order to avoid unnecessary repetition.
Moreover, any combination of the various embodiments of the invention can be made without departing from the spirit of the invention, which should also be considered as disclosed herein.

Claims (24)

1. A wheel drive assembly, comprising:
a first drive motor (4) and a second drive motor (5), the first drive motor (4) and the second drive motor (5) being disposed back and forth in a vehicle length direction, a center axis of the first drive motor (4) and the second drive motor (5) extending in a vehicle width direction;
a first transmission (1) and a second transmission (2), the first transmission (1) and the second transmission (2) being provided on both sides of the first drive motor (4) and the second drive motor (5) in the vehicle width direction, respectively,
and the flat electric control unit (20), wherein in the height direction of the vehicle, the flat electric control unit (20) is fixedly connected to the tops of the first driving motor (4) and the second driving motor (5).
2. Wheel drive assembly according to claim 1, further comprising a motor housing (17), a part of one side wall of the motor housing (17) being an inner side wall of the first transmission (1), and at least a part of the other side wall of the motor housing (17) being an inner side wall of the second transmission (2).
3. The wheel drive assembly according to claim 2, further comprising a transmission case including a first case and a second case provided on both sides of the motor case (17) in a width direction of the vehicle, the first case and the second case being connected to the motor case (17), respectively.
4. A wheel drive assembly according to claim 3, characterized in that the electrical control housing of the flat electrical control unit (20) is fixed to the top of the motor housing (17).
5. The wheel drive assembly of claim 4, wherein a portion of the electrically controlled housing is located above the first housing.
6. The wheel rim drive assembly according to claim 4, wherein a motor cooling water channel (21) is arranged in the motor housing (17), an electric control cooling water channel is arranged in the electric control housing, and the motor cooling water channel (21) and the electric control cooling water channel are communicated in a sealing manner.
7. Wheel rim drive assembly according to claim 4, wherein the electrically controlled cooling water channel is provided with a total water inlet and a total water outlet, from which cooling water is discharged after entering the electrically controlled cooling water channel and the motor cooling water channel (21).
8. Wheel drive assembly according to claim 1, characterized in that the first drive motor (4) is provided with a first socket and the second drive motor (5) is provided with a second socket, which are electrically connected with the three-phase plug of the flat electrical control unit, respectively, which are located on the same side.
9. Wheel drive assembly according to claim 1, characterized in that the length of the first transmission (1) is smaller than the length of the second transmission (2) in the vehicle length direction.
10. Wheel drive assembly according to claim 1, characterized in that the first output shaft (6) of the first drive motor (4) is in power transmitting connection with the first input shaft (7) of the first transmission (1),
the first transmission is further provided with a first output half shaft (9), and a power transmission path from the first input shaft (7) to the first output half shaft (9) is a U-shaped transmission path.
11. Wheel drive assembly according to claim 1, characterized in that the first output shaft (6) of the first drive motor (4) is in power transmitting connection with the first input shaft (7) of the first transmission (1), which first transmission further comprises a first intermediate shaft (11), which first intermediate shaft (11) is arranged at a distance from the first input shaft (7) in the longitudinal direction of the vehicle, the first angle between the line of the axial center of the first input shaft (7) and the axial center of the first intermediate shaft (11) and the line of the axial center of the first output half shaft (9) and the axial center of the first intermediate shaft (11) being smaller than 90 °.
12. Wheel drive assembly according to claim 1, characterized in that the first output shaft (6) of the first drive motor (4) is in power transmitting connection with the first input shaft (7) of the first transmission (1), the first transmission (1) further comprising a first intermediate shaft (11) and a first output half shaft (9), the first intermediate shaft (11) being arranged at a distance from the first input shaft (7) in the longitudinal direction of the vehicle, the first input shaft (7) and the first output half shaft (9) being located on the same side of the first intermediate shaft (11).
13. Wheel drive assembly according to claim 1, characterized in that the first output shaft (6) of the first drive motor (4) is in power transmission connection with the first input shaft (7) of the first transmission (1), a support (15) is arranged in the first transmission (1), two ends of the first input shaft (7) are supported on the support (15) and the inner side wall of the first transmission (1), and two ends of the first output half shaft (9) are supported on the support (15) and the outer side wall of the first transmission (1).
14. Wheel drive assembly according to claim 1, characterized in that the first output shaft (6) of the first drive motor (4) is in power transmitting connection with the first input shaft (7) of the first transmission (1), the first transmission (1) further comprising a first output half shaft (9), the central axis of the first output half shaft (9) and the central axis of the first output shaft (6) being arranged parallel or co-linear.
15. The wheel drive assembly according to claim 1, characterized in that the first output shaft (6) of the first drive motor (4) is in power transmitting connection with the first input shaft (7) of the first transmission (1), the first transmission (1) further comprising a primary reduction gear set and a secondary reduction gear set, the primary reduction gear set being located on the side of the secondary reduction gear set facing the first drive motor (4).
16. The wheel drive assembly of claim 15, wherein the primary reduction gear set comprises:
a first input gear (12), the first input gear (12) being provided to the first input shaft (7);
the first intermediate gear (13), first intermediate gear (13) are located first jackshaft (11), first intermediate gear (13) with first input gear (12) meshing, the diameter of first intermediate gear (13) is greater than the diameter of first input gear (12).
17. The wheel drive assembly of claim 16, wherein the secondary reduction gear set comprises:
the first matching gear is arranged on the first intermediate shaft (11) to synchronously rotate with the first intermediate gear (13), and the diameter of the first matching gear is smaller than that of the first intermediate gear (13);
the first output gear is arranged on the first output half shaft (9), the first output gear is meshed with the first matched gear, and the diameter of the first output gear is larger than that of the first matched gear.
18. Wheel-side drive assembly according to any of claims 1-17, characterized in that the second output shaft of the second drive motor (5) is in power transmitting connection with the second input shaft (8) of the second transmission (2), the second transmission (2) further comprising a second intermediate shaft (16) and a second output half shaft (10), the second intermediate shaft (16) being arranged at a distance from the second input shaft (8) in the longitudinal direction of the vehicle, the second input shaft (8) and the second output half shaft (10) being located on both sides of the second intermediate shaft (16).
19. The wheel drive assembly according to claim 18, wherein the second transmission (2) further comprises:
a third input gear provided to the second input shaft (8);
the second intermediate gear is arranged on a second intermediate shaft (16), and the second intermediate gear is meshed with the third input gear;
the second matching gear is arranged on the second intermediate shaft (16) to synchronously rotate with the second intermediate gear, and the diameter of the second matching gear is smaller than that of the second intermediate gear;
the second output gear is arranged on the second output half shaft (10), the second output gear is meshed with the second matched gear, and the diameter of the second output gear is larger than that of the second matched gear.
20. The wheel drive assembly of claim 18, wherein the second output half shaft (10) and the second output shaft are disposed in parallel.
21. The wheel drive assembly of claim 18, wherein the first transmission (1) further comprises a first output half shaft (9), the first output half shaft (9) and the second output half shaft (10) being arranged co-linearly.
22. Wheel drive assembly according to claim 1, wherein the first transmission (1) and the second transmission (2) are both two-stage reducers.
23. The wheel drive assembly according to claim 22, wherein the primary reduction gear set of the first transmission (1) and the primary reduction gear set of the second transmission (2) are arranged centrosymmetrically, and the secondary reduction gear set of the first transmission (1) and the secondary reduction gear set of the second transmission (2) are arranged mirror-symmetrically.
24. A vehicle comprising a wheel drive assembly according to any one of claims 1 to 23.
CN202311583555.9A 2020-11-30 2020-11-30 Wheel drive assembly and vehicle Pending CN117681637A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202311583555.9A CN117681637A (en) 2020-11-30 2020-11-30 Wheel drive assembly and vehicle

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN202011378556.6A CN114571971A (en) 2020-11-30 2020-11-30 Wheel limit drive assembly and vehicle
CN202311583555.9A CN117681637A (en) 2020-11-30 2020-11-30 Wheel drive assembly and vehicle

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CN202311594482.3A Pending CN117656804A (en) 2020-11-30 2020-11-30 Wheel drive assembly and vehicle
CN202311583570.3A Pending CN117901631A (en) 2020-11-30 2020-11-30 Wheel drive assembly and vehicle
CN202011378556.6A Pending CN114571971A (en) 2020-11-30 2020-11-30 Wheel limit drive assembly and vehicle
CN202311594480.4A Pending CN117656803A (en) 2020-11-30 2020-11-30 Wheel drive assembly and vehicle
CN202311600555.5A Pending CN117656805A (en) 2020-11-30 2020-11-30 Wheel drive assembly and vehicle
CN202311594007.6A Pending CN117656802A (en) 2020-11-30 2020-11-30 Wheel drive assembly and vehicle
CN202311583555.9A Pending CN117681637A (en) 2020-11-30 2020-11-30 Wheel drive assembly and vehicle
CN202311590579.7A Pending CN117656801A (en) 2020-11-30 2020-11-30 Wheel drive assembly and vehicle

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CN202311594482.3A Pending CN117656804A (en) 2020-11-30 2020-11-30 Wheel drive assembly and vehicle
CN202311583570.3A Pending CN117901631A (en) 2020-11-30 2020-11-30 Wheel drive assembly and vehicle
CN202011378556.6A Pending CN114571971A (en) 2020-11-30 2020-11-30 Wheel limit drive assembly and vehicle
CN202311594480.4A Pending CN117656803A (en) 2020-11-30 2020-11-30 Wheel drive assembly and vehicle
CN202311600555.5A Pending CN117656805A (en) 2020-11-30 2020-11-30 Wheel drive assembly and vehicle
CN202311594007.6A Pending CN117656802A (en) 2020-11-30 2020-11-30 Wheel drive assembly and vehicle

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Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102019132776A1 (en) * 2019-12-03 2021-06-10 Bayerische Motoren Werke Aktiengesellschaft Drive device for an electrically drivable motor vehicle and motor vehicle
CN115447364A (en) * 2022-09-22 2022-12-09 浙江极氪智能科技有限公司 Automobile driving device and automobile

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CN117901631A (en) 2024-04-19
CN117656801A (en) 2024-03-08
CN114571971A (en) 2022-06-03
CN117656805A (en) 2024-03-08
CN117656804A (en) 2024-03-08
CN117656803A (en) 2024-03-08
CN117656802A (en) 2024-03-08

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