CN203623376U - Electric power assembly used for full electric vehicle - Google Patents
Electric power assembly used for full electric vehicle Download PDFInfo
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- CN203623376U CN203623376U CN201320813987.XU CN201320813987U CN203623376U CN 203623376 U CN203623376 U CN 203623376U CN 201320813987 U CN201320813987 U CN 201320813987U CN 203623376 U CN203623376 U CN 203623376U
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Abstract
The utility model relates to the technical field of transmission systems of vehicles and especially relates to an electric power assembly used for a full electric vehicle which helps to overcome the technical problem that power performance and economical efficiency are improved. The electric power assembly comprises a differential mechanism, an intermediate shaft, two driving motors, two input shafts and at least two clutch transmission units. An intermediate gear is coaxially fixed on the intermediate shaft. A main speed reducing gear engaging with the intermediate gear coaxially sleeves a driving shaft of the differential mechanism. The two driving motors are respectively connected with the two input shafts via a transmission component. The two input shafts are coaxially and rotatably connected via a bearing. Clutch is achieved between the two input shafts via synchronizers. Each clutch transmission unit comprises a driving gear, a driven gear and a shaft wheel synchronizer. The two input shafts are connected with the intermediate shaft via the clutch transmission units. The electric power assembly is suitable for the full electric vehicle.
Description
Technical field
The utility model relates to vehicle drive system technology, particularly relates to a kind of technology of the Electronmotive Force assembly for pure electric vehicle.
Background technology
In the dynamic assembly of pure electric automobile, because motor itself has speed adjusting performance, conventionally adopt single motor and retarder to form Electronmotive Force assembly.This structure only can meet the elec. vehicle travelling in good road surface.
In order to expand the comformability of pure electric vehicle, occur that single motor and multi-shifting speed variator form Electronmotive Force assembly.Although this structure has expanded the comformability of elec. vehicle to a certain extent, the speed governing that has a level only relative raising dynamic assembly efficiency cannot make dynamic assembly adjust so that efficiency optimization in real time.Meanwhile, there is the problem of shifting power interruption in multi-shifting speed variator, reduced the traveling comfort of car load.
Meanwhile, because the electrokinetic cell of pure electric vehicle is with high costs, the efficiency that how to improve Electronmotive Force assembly is current elec. vehicle problem demanding prompt solution.Patent document number is the Electronmotive Force assembly scheme that the Chinese patent of CN102806842A discloses a kind of Dual-motors Driving, this scheme provides and has adopted two independently drive motor, but in this scheme, adopt 4 pairs of gear pairs only to have 3 gears, 4 pairs of gear pairs only play the effect of power coupling, due to two drive motor respectively by the gear pair of different ratios of number of teeth by transmission of power to tween drive shaft, therefore there is following relationship:
Tween drive shaft input torque=the first drive motor torque × the first pair gear pair ratio of number of teeth+the second drive motor torque × the second pair gear pair ratio of number of teeth;
Because second pair of gear pair ratio of number of teeth is less than first pair of gear pair ratio of number of teeth, therefore easily learn:
Tween drive shaft input torque < (the first drive motor torque+the second drive motor torque) × first pair of gear pair ratio of number of teeth;
And, because second pair of gear pair ratio of number of teeth is less than first pair of gear pair ratio of number of teeth, therefore first the rotating speed of the second drive motor exceedes rated speed of rotation and enters Heng Gongshuaiqu (supposition the first drive motor is identical with the total external characteristics of the second drive motor), after the second drive motor enters Heng Gongshuaiqu, the output torque of the second drive motor increases and reduces with rotating speed, and the input torque that therefore tween drive shaft obtains is less.In the time that the first drive motor three pair gear pair less with ratio of number of teeth is connected, first the first drive motor enters Heng Gongshuaiqu.As can be seen here, due to the restriction of structure, the Electronmotive Force assembly scheme of the disclosed Dual-motors Driving of Chinese patent that Patent document number is CN102806842A can not be brought into play whole power of two drive motor, and the power that car load is obtained is little, and car load tractive performance is poor.
On the other hand, Patent document number is that the Electronmotive Force assembly scheme of the disclosed Dual-motors Driving of Chinese patent of CN102806842A utilizes 4 pairs of gear pairs only to realize 3 gears, and the every a pair of gear pair of conventional manual change-speed box all can be realized 1 gear, gear pair is many, loss in efficiency increases, gear number is few, and motor is little in the possibility of the optimum interval of efficiency, and therefore the economic performance of this scheme is poor.
Summary of the invention
For the defect existing in above-mentioned prior art, technical problem to be solved in the utility model is to provide a kind of good dynamic property, the Electronmotive Force assembly for pure electric vehicle that cost performance is high.
In order to solve the problems of the technologies described above, a kind of Electronmotive Force assembly for pure electric vehicle provided by the utility model, comprises the first drive motor, the second drive motor, transmission system; It is characterized in that: described transmission system comprises gearbox body, diff, and two input shafts, at least two clutch transmission unit;
On described gearbox body, be equipped with a rotating tween drive shaft, on this tween drive shaft, be coaxially fixed with an intermediate gear;
Described two input shafts are respectively the first input shaft, the second input shaft, and each clutch transmission unit is divided into two groups, one group of corresponding first input shaft wherein, and another organizes corresponding the second input shaft;
Described the first input shaft is arranged on gearbox body through bearing, and the first input shaft is parallel to tween drive shaft, the first input shaft is rotated and is connected by coaxial bearing with the second input shaft, is fixed with the input shaft synchro that an energy engages and can separate with the second input shaft with the second input shaft on the first input shaft;
The power take-off shaft of described the first drive motor is connected to the first input shaft through drive disk assembly, and the power take-off shaft of described the second drive motor is connected to the second input shaft through drive disk assembly;
Described clutch transmission unit comprises a driving gear, and a driven gear engaging with the driving gear of this unit, an arbor wheel synchro that energy engages and can separate with the driving gear of this unit with the driving gear of this unit;
Each clutch transmission unit is all with input shaft corresponding to tween drive shaft and this unit, as two laying axles of corresponding this unit;
Corresponding two of each clutch transmission unit is laid in axle, the driven gear of one of them laying axle and this unit is coaxially affixed, another arbor wheel synchro of laying axle and this unit is coaxially affixed, and the driving gear of this axle and this unit is coaxially socketed in normal-running fit mode;
On the axle drive shaft of described diff, coaxial sleeve is equipped with a main reduction gear, and this main reduction gear engages with intermediate gear.
Further, described clutch transmission unit has two;
Between driving gear in same clutch transmission unit and driven gear, there is tooth poor, between each driving gear, there is tooth poor, between each driven gear, there is tooth poor.
Further, described clutch transmission unit has four;
Between driving gear in same clutch transmission unit and driven gear, there is tooth poor, between each driving gear, there is tooth poor, between each driven gear, there is tooth poor.
The Electronmotive Force assembly for pure electric vehicle that the utility model provides, by switching the mode of operation of drive motor and each synchro, can realize the power output of at least 5 gears, two drive motor can be adjusted electrical efficiency by the mode of adjusting torque distribution, Electronmotive Force assembly is moved in efficient region all the time, there is good dynamic property, the feature that cost performance is high.In addition, the Electronmotive Force assembly for pure electric vehicle that utility model provides, also according to the loading demand of different vehicle, increases gear quantity by setting up the mode of clutch transmission unit, has good extendability.
Accompanying drawing explanation
Fig. 1 is the structure principle chart of the Electronmotive Force assembly for pure electric vehicle of the utility model the first embodiment;
Fig. 2 is the structure principle chart of the Electronmotive Force assembly for pure electric vehicle of the utility model the second embodiment.
The specific embodiment
Below in conjunction with accompanying drawing explanation, embodiment of the present utility model is described in further detail, but the present embodiment is not limited to the utility model, every employing analog structure of the present utility model and similar variation thereof, all should list protection domain of the present utility model in.
As shown in Figure 1, a kind of Electronmotive Force assembly for pure electric vehicle that the utility model the first embodiment provides, comprises the first drive motor 11, the second drive motor 12, transmission system; It is characterized in that: described transmission system comprises gearbox body 9, diff 8, and two input shafts, two clutch transmission unit;
On described gearbox body 9, be equipped with a rotating tween drive shaft 7, on this tween drive shaft 7, be coaxially fixed with an intermediate gear 53;
Described two input shafts are respectively the first input shaft 21, the second input shaft 22, and described two clutch transmission unit are respectively the first clutch transmission unit, the second clutch transmission unit;
Described the first input shaft 21 is arranged on gearbox body 9 through bearing, and the first input shaft 21 is parallel to tween drive shaft 7, the first input shaft 21 is rotated and is connected by coaxial bearing with the second input shaft 22, is fixed with the input shaft synchro 43 that an energy engages with the second input shaft 22 and can separate with the second input shaft 22 on the first input shaft 21;
The power take-off shaft of described the first drive motor 11 is connected to the first input shaft 21 through drive disk assembly, and the power take-off shaft of described the second drive motor 12 is connected to the second input shaft 22 through drive disk assembly;
The first clutch transmission unit comprises a driving gear 31, and an arbor wheel synchro 41 that 51, one energy of driven gear that engage with the driving gear 31 of this unit engage and can separate with the driving gear of this unit 31 with the driving gear 31 of this unit;
Using tween drive shaft 7 and the first input shaft 21 as corresponding this unit two of the first clutch transmission unit lay axles, it is coaxially affixed with the driven gear 51 of this unit that one of them lays axle (tween drive shaft 7), it is coaxially affixed with the arbor wheel synchro 41 of this unit that another lays axle (the first input shaft 21), and this axle (the first input shaft 21) is coaxially socketed in normal-running fit mode with the driving gear 31 of this unit;
The second clutch transmission unit comprises a driving gear 32, and driven gear engaging with the driving gear 32 of this unit 52, an arbor wheel synchro 42 that energy engages and can separate with the driving gear of this unit 32 with the driving gear 32 of this unit;
Using tween drive shaft 7 and the second input shaft 22 as corresponding this unit two of the second clutch transmission unit lay axles, it is coaxially affixed with the driven gear 52 of this unit that one of them lays axle (tween drive shaft 7), it is coaxially affixed with the arbor wheel synchro 42 of this unit that another lays axle (the second input shaft 22), and this axle (the second input shaft 22) is coaxially socketed in normal-running fit mode with the driving gear 32 of this unit;
On the axle drive shaft of described diff 8, coaxial sleeve is equipped with a main reduction gear 6, and this main reduction gear 6 engages with intermediate gear 53.
In the utility model the first embodiment, between the driving gear in same clutch transmission unit and driven gear, there is tooth poor, between each driving gear, there is tooth poor, between each driven gear, there is tooth poor.
In the utility model the first embodiment, described input shaft synchro 43, arbor wheel synchro 41, arbor wheel synchro 42 are prior art, what specifically adopt is to rely on rubbing effect to realize synchronous inertia synchronizer, also can adopt the synchro of other structure in other embodiment of the utility model.
In the utility model the first embodiment, described diff is prior art.
The Electronmotive Force assembly for pure electric vehicle that the utility model the first embodiment provides has 5 gears, is respectively gear 1, gear 2, gear 3, gear 4, gear 5.
Electronmotive Force assembly is in the time of gear 1, arbor wheel synchro 41 in the first clutch transmission unit engages with driving gear 31, the first input shaft 21 is set up power with driving gear 31 and is connected, input shaft synchro 43 engages with the second input shaft 22, the first input shaft 21 is set up power with the second input shaft 22 and is connected, arbor wheel synchro 42 in the second clutch transmission unit separates with driving gear 32, the second input shaft 22 disconnects power with driving gear 32 and is connected, now power transmission to the first input shaft 21 of the first drive motor 11, the power of the second drive motor 12 transfers to the first input shaft 21 by the second input shaft 22, the power of the first drive motor 11 and the second drive motor 12 has been coupled on the first input shaft 21, on the first input shaft 21, the power of coupling is by the arbor wheel synchro 41 in the first clutch transmission unit, driving gear 31, driven gear 51 transfers to tween drive shaft 7, tween drive shaft 7 is again by intermediate gear 53, main reduction gear 6 outputs power to diff 8, finally by diff 8 outputting powers,
Electronmotive Force assembly is in the time of gear 2, arbor wheel synchro 41 in the first clutch transmission unit engages with driving gear 31, the first input shaft 21 is set up power with driving gear 31 and is connected, input shaft synchro 43 separates with the second input shaft 22, the first input shaft 21 disconnects power with the second input shaft 22 and is connected, arbor wheel synchro 42 in the second clutch transmission unit engages with driving gear 32, the second input shaft 22 is set up power with driving gear 32 and is connected, now the power of the first drive motor 11 is by the arbor wheel synchro 41 in the first clutch transmission unit, driving gear 31, driven gear 51 transfers to tween drive shaft 7, the power of the second drive motor 12 is by the arbor wheel synchro 42 in the second clutch transmission unit, driving gear 32, driven gear 52 transfers to tween drive shaft 7, after tween drive shaft 7 coupling powers, pass through intermediate gear 53, main reduction gear 6 outputs power to diff 8, finally by diff 8 outputting powers,
Electronmotive Force assembly is in the time of gear 3, arbor wheel synchro 41 in the first clutch transmission unit separates with driving gear 31, the first input shaft 21 disconnects power with driving gear 31 and is connected, input shaft synchro 43 engages with the second input shaft 22, the first input shaft 21 is set up power with the second input shaft 22 and is connected, arbor wheel synchro 42 in the second clutch transmission unit engages with driving gear 32, the second input shaft 22 is set up power with driving gear 32 and is connected, now the power of the first drive motor 11 transfers to the second input shaft 22 by the first input shaft 21, power transmission to the second input shaft 22 of the second drive motor 12, the power of the first drive motor 11 and the second drive motor 12 has been coupled on the second input shaft 22, on the second input shaft 22, the power of coupling is by the arbor wheel synchro 42 in the second clutch transmission unit, driving gear 32, driven gear 52 transfers to tween drive shaft 7, tween drive shaft 7 is again by intermediate gear 53, main reduction gear 6 outputs power to diff 8, finally by diff 8 outputting powers,
Electronmotive Force assembly is in the time of gear 4, arbor wheel synchro 41 in the first clutch transmission unit engages with driving gear 31, the first input shaft 21 is set up power with driving gear 31 and is connected, input shaft synchro 43 separates with the second input shaft 22, the first input shaft 21 disconnects power with the second input shaft 22 and is connected, arbor wheel synchro 42 in the second clutch transmission unit separates with driving gear 32, the second input shaft 22 disconnects power with driving gear 32 and is connected, now the power of the first drive motor 11 is by the arbor wheel synchro 41 in the first clutch transmission unit, driving gear 31, driven gear 51 transfers to tween drive shaft 7, tween drive shaft 7 is again by intermediate gear 53, main reduction gear 6 outputs power to diff 8, finally by diff 8 outputting powers, now the second drive motor 12 is not worked, and its rotor can remain static, and can reduce system inertia and reduce loss,
Electronmotive Force assembly is in the time of gear 5, arbor wheel synchro 41 in the first clutch transmission unit separates with driving gear 31, the first input shaft 21 disconnects power with driving gear 31 and is connected, input shaft synchro 43 separates with the second input shaft 22, the first input shaft 21 disconnects power with the second input shaft 22 and is connected, arbor wheel synchro 42 in the second clutch transmission unit engages with driving gear 32, the second input shaft 22 is set up power with driving gear 32 and is connected, now the power of the second drive motor 12 is by the arbor wheel synchro 42 in the second clutch transmission unit, driving gear 32, driven gear 52 transfers to tween drive shaft 7, tween drive shaft 7 is again by intermediate gear 53, main reduction gear 6 outputs power to diff 8, finally by diff 8 outputting powers, now the first drive motor 11 is not worked, and its rotor can remain static, and can reduce system inertia and reduce loss.
Electronmotive Force assembly is in the time of gear 1, and the maximum input torque that tween drive shaft 7 obtains is:
Maximum input torque=(the first drive motor maximum torque+the second drive motor maximum torque) × gear 1 speed ratio of tween drive shaft;
As can be seen here, it is that the first drive motor maximum torque and the second drive motor maximum torque sum are multiplied by maximum ratio of number of teeth that car load obtains maximum torque, the first drive motor and the second drive motor have been exported maximum torque separately completely, the power that car load obtains is maximized, effectively raise the tractive performance of car load.
When Electronmotive Force assembly is during in gear 4 or gear 5, only there is 1 motor at outputting power, because motor reduces with the reduction of load in the efficiency of low load region, therefore under identical load, load factor by an independent outputting power of drive motor is larger than the load factor of two motors while outputting powers, and efficiency is also higher, effectively raises the efficiency of Electronmotive Force assembly under low load behavior, increase the economic performance of pure electric vehicle, improved the continual mileage of pure electric vehicle.
Fig. 2 is the utility model the second embodiment, and the distinguishing characteristics between this embodiment and the first embodiment is: set up two clutch transmission unit, these two clutch transmission unit are respectively the 3rd clutch transmission unit, the 4th clutch transmission unit;
The 3rd clutch transmission unit comprises a driving gear 34, and an arbor wheel synchro 44 that 54, one energy of driven gear that engage with the driving gear 34 of this unit engage and can separate with the driving gear of this unit 34 with the driving gear 34 of this unit;
Using tween drive shaft 7 and the first input shaft 21 as corresponding this unit two of the 3rd clutch transmission unit lay axles, it is coaxially affixed with the driven gear 54 of this unit that one of them lays axle (tween drive shaft 7), it is coaxially affixed with the arbor wheel synchro 44 of this unit that another lays axle (the first input shaft 21), and this axle (the first input shaft 21) is coaxially socketed in normal-running fit mode with the driving gear 34 of this unit;
The 4th clutch transmission unit comprises a driving gear 35, and driven gear engaging with the driving gear 35 of this unit 55, an arbor wheel synchro 45 that energy engages and can separate with the driving gear of this unit 35 with the driving gear 35 of this unit;
Using tween drive shaft 7 and the second input shaft 22 as corresponding this unit two of the 4th clutch transmission unit lay axles, it is coaxially affixed with the driven gear 55 of this unit that one of them lays axle (tween drive shaft 7), it is coaxially affixed with the arbor wheel synchro 45 of this unit that another lays axle (the second input shaft 22), and this axle (the second input shaft 22) is coaxially socketed in normal-running fit mode with the driving gear 35 of this unit.
In the utility model the second embodiment, between the driving gear in same clutch transmission unit and driven gear, there is tooth poor, between each driving gear, there is tooth poor, between each driven gear, there is tooth poor.
Relative the first embodiment of the utility model the second embodiment has set up behind two clutch transmission unit, and the gear quantity of Electronmotive Force assembly is increased to 11, and the elec. vehicle very large for load variations also can have excellent dynamic property and economy.
In other embodiment of the utility model, the quantity of clutch transmission unit can be to be also greater than 2 any amount, gear quantity is also with how many corresponding increases and decreases of the quantity of clutch transmission unit, driven gear in clutch transmission unit also can be corresponding with this unit input shaft coaxially affixed, arbor wheel synchro and driving gear also can be arranged on tween drive shaft accordingly.
If: take tween drive shaft and the first input shaft as the clutch transmission unit of laying axle as category-A clutch transmission unit, take tween drive shaft and the second input shaft as the clutch transmission unit of laying axle as category-A clutch transmission unit, the quantity of clutch transmission unit in the each embodiment of the utility model and the pass of gear quantity are:
Quantity+2 × (quantity of quantity+category-B clutch transmission unit of category-A clutch transmission unit) of quantity × category-B clutch transmission unit of gear quantity=category-A clutch transmission unit;
As can be seen here, in the each embodiment of the utility model, along with the increase of the quantity of clutch transmission unit, the multiple that gear quantity increases is more, and the increase of gear quantity makes drive motor larger in the possibility of the optimum interval of efficiency, make the economic performance of pure electric automobile better.
Claims (3)
1. for an Electronmotive Force assembly for pure electric vehicle, comprise the first drive motor, the second drive motor, transmission system; It is characterized in that: described transmission system comprises gearbox body, diff, and two input shafts, at least two clutch transmission unit;
On described gearbox body, be equipped with a rotating tween drive shaft, on this tween drive shaft, be coaxially fixed with an intermediate gear;
Described two input shafts are respectively the first input shaft, the second input shaft, and each clutch transmission unit is divided into two groups, one group of corresponding first input shaft wherein, and another organizes corresponding the second input shaft;
Described the first input shaft is arranged on gearbox body through bearing, and the first input shaft is parallel to tween drive shaft, the first input shaft is rotated and is connected by coaxial bearing with the second input shaft, is fixed with the input shaft synchro that an energy engages and can separate with the second input shaft with the second input shaft on the first input shaft;
The power take-off shaft of described the first drive motor is connected to the first input shaft through drive disk assembly, and the power take-off shaft of described the second drive motor is connected to the second input shaft through drive disk assembly;
Described clutch transmission unit comprises a driving gear, and a driven gear engaging with the driving gear of this unit, an arbor wheel synchro that energy engages and can separate with the driving gear of this unit with the driving gear of this unit;
Each clutch transmission unit is all with input shaft corresponding to tween drive shaft and this unit, as two laying axles of corresponding this unit;
Corresponding two of each clutch transmission unit is laid in axle, the driven gear of one of them laying axle and this unit is coaxially affixed, another arbor wheel synchro of laying axle and this unit is coaxially affixed, and the driving gear of this axle and this unit is coaxially socketed in normal-running fit mode;
On the axle drive shaft of described diff, coaxial sleeve is equipped with a main reduction gear, and this main reduction gear engages with intermediate gear.
2. the Electronmotive Force assembly for pure electric vehicle according to claim 1, is characterized in that: described clutch transmission unit has two;
Between driving gear in same clutch transmission unit and driven gear, there is tooth poor, between each driving gear, there is tooth poor, between each driven gear, there is tooth poor.
3. the Electronmotive Force assembly for pure electric vehicle according to claim 1, is characterized in that: described clutch transmission unit has four;
Between driving gear in same clutch transmission unit and driven gear, there is tooth poor, between each driving gear, there is tooth poor, between each driven gear, there is tooth poor.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201320813987.XU CN203623376U (en) | 2013-12-12 | 2013-12-12 | Electric power assembly used for full electric vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201320813987.XU CN203623376U (en) | 2013-12-12 | 2013-12-12 | Electric power assembly used for full electric vehicle |
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| Publication Number | Publication Date |
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| CN203623376U true CN203623376U (en) | 2014-06-04 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN201320813987.XU Expired - Fee Related CN203623376U (en) | 2013-12-12 | 2013-12-12 | Electric power assembly used for full electric vehicle |
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Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103770639A (en) * | 2013-12-12 | 2014-05-07 | 袁一卿 | Electric power assembly applied to purely-electric vehicle |
| CN106808989A (en) * | 2017-03-03 | 2017-06-09 | 中国第汽车股份有限公司 | A kind of pure electric vehicle double-motor driving device |
| WO2022166992A1 (en) * | 2021-02-08 | 2022-08-11 | 万鑫精工(湖南)股份有限公司 | Speed reducer for crane and crane |
-
2013
- 2013-12-12 CN CN201320813987.XU patent/CN203623376U/en not_active Expired - Fee Related
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103770639A (en) * | 2013-12-12 | 2014-05-07 | 袁一卿 | Electric power assembly applied to purely-electric vehicle |
| CN106808989A (en) * | 2017-03-03 | 2017-06-09 | 中国第汽车股份有限公司 | A kind of pure electric vehicle double-motor driving device |
| WO2022166992A1 (en) * | 2021-02-08 | 2022-08-11 | 万鑫精工(湖南)股份有限公司 | Speed reducer for crane and crane |
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| TR01 | Transfer of patent right |
Effective date of registration: 20160518 Address after: Kunshan City Lu Jia Zhen Xing Pu Road Suzhou City, Jiangsu province 215300 No. 66 room 4 Patentee after: KUNSHAN DEJIA POWER TECHNOLOGY CO., LTD. Address before: Room 2, 111 Lane 201, Fu Hai Road, USA Patentee before: Yuan Yiqing Patentee before: He Xiangyan |
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| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20140604 Termination date: 20201212 |
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| CF01 | Termination of patent right due to non-payment of annual fee |