CN211519227U - Double-motor distributed driving system and vehicle - Google Patents
Double-motor distributed driving system and vehicle Download PDFInfo
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- CN211519227U CN211519227U CN202020143785.9U CN202020143785U CN211519227U CN 211519227 U CN211519227 U CN 211519227U CN 202020143785 U CN202020143785 U CN 202020143785U CN 211519227 U CN211519227 U CN 211519227U
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Abstract
The utility model provides a two motor distributed actuating system and vehicle to solve two motor distributed actuating system and arrange on the less vehicle of wheel base, can lead to the semi-axis to be too short and do not have enough space arrangement suspended technical problem. The double-motor distributed driving system comprises two groups of driving mechanisms; the driving mechanism comprises a motor and a speed reducer; the motor is longitudinally arranged above the speed reducer and is in transmission connection with the speed reducer; the two speed reducers are arranged close to each other, and the output shafts of the two speed reducers extend in the direction away from each other. The vehicle comprises a half shaft, wheels and the double-motor distributed driving system; the two ends of the half shaft are respectively connected with the wheel and the output shaft of the speed reducer. The utility model discloses a bi-motor distributed drive system's transverse dimension is less, makes the vehicle arrange longer semi-axis to give hanging arranging and having left sufficient space, guarantee the better trafficability characteristic of vehicle and travelling comfort.
Description
Technical Field
The utility model belongs to the technical field of the electric vehicle technique and specifically relates to a bi-motor distributed actuating system and vehicle are related to.
Background
With the foreseeable trend of depletion of petroleum resources and the more and more urgent environmental protection requirements, the electromotion becomes an inevitable development trend of automobiles. And the electromotion gradually expands from the mainstream passenger cars to miniature electric vehicles, old mobility vehicles, all-terrain vehicles and other small electric vehicles. Among them, some miniature electric vehicles and all-terrain vehicles have smaller wheel tracks, resulting in shorter half shafts; and the suspension does not have enough space for arrangement due to the closer distance of the motor to the half shaft. This results in the vehicle not being able to arrange independent suspensions or suspension strokes being small and not meeting vehicle trafficability requirements.
In existing two-motor distributed drive systems, two motors are usually arranged in parallel with a half shaft, and the motors drive the half shaft and wheels connected with the motors after being decelerated. According to the existing structure form, the motor is close to the half shaft, the transverse size of a power system is large, and if the power system is arranged on a vehicle with a small wheel base, such as a micro electric vehicle, an all-terrain vehicle and the like, the half shaft is too short, and the power system is not arranged and suspended in enough space, so that the vehicle is difficult to obtain good passing performance and comfort.
SUMMERY OF THE UTILITY MODEL
An object of the utility model is to provide a bi-motor distributed actuating system and vehicle to solve current bi-motor distributed actuating system and arrange on the less vehicle of wheel base, can lead to the semi-axis to be too short and do not have enough space to arrange the technical problem who hangs.
In a first aspect, the present invention provides a dual-motor distributed drive system, which comprises two sets of drive mechanisms, wherein each drive mechanism comprises a motor and a speed reducer;
the motor is longitudinally arranged above the speed reducer and is in transmission connection with the speed reducer;
the two speed reducers are arranged close to each other;
the output shafts of the two speed reducers extend in the direction away from each other and are used for being connected with wheels.
As a further aspect of the first aspect of the present invention, the speed reducer includes a parallel shaft speed reduction assembly and a steering assembly;
an input shaft of the parallel shaft speed reduction assembly is connected with a rotating shaft of the motor, and an output shaft of the parallel shaft speed reduction assembly is connected with an input shaft of the steering assembly;
and an output shaft of the steering assembly is perpendicular to a rotating shaft of the motor and is used for being connected with wheels.
As a further aspect of the first aspect of the present invention, the steering assembly includes a first bevel gear and a second bevel gear;
the first bevel gear is mounted on an input shaft of the steering assembly, the second bevel gear is mounted on an output shaft of the steering assembly, and the first bevel gear is meshed with the second bevel gear.
As a further aspect of the first aspect of the present invention, the number of teeth of the first bevel gear is smaller than the number of teeth of the second bevel gear.
As a further aspect of the first aspect of the present invention, the parallel shaft speed reduction assembly includes a first gear and a second gear;
the first gear is arranged on an input shaft of the parallel shaft speed reduction assembly, the second gear is arranged on an output shaft of the parallel shaft speed reduction assembly, and the first gear is in transmission connection with the second gear.
As a further aspect of the first aspect of the present invention, the parallel shaft speed reduction assembly further includes a third gear and a fourth gear that are coaxially connected;
the third gear is engaged with the first gear, and the fourth gear is engaged with the second gear.
As a further aspect of the first aspect of the present invention, the rotating shafts of the two motors extend in opposite directions;
the third gear and the fourth gear are located between the two motors.
As a further aspect of the first aspect of the present invention, the second gear is located on one side of the first gear, which is close to the motor.
As a further aspect of the first aspect of the present invention, two the axes of the output shafts of the speed reducers coincide.
In a second aspect, the present invention provides a vehicle comprising a half shaft, a wheel and the above-described dual-motor distributed drive system;
one end of the half shaft is connected with the wheel, and the other end of the half shaft is connected with an output shaft of the speed reducer.
Technical scheme more than combining, the utility model discloses the beneficial effect analysis of bringing is as follows:
the utility model provides a two motor distributed actuating system, this two motor distributed actuating system include two sets of actuating mechanism. The driving mechanism comprises a motor and a speed reducer; the motor is longitudinally arranged above the speed reducer and is in transmission connection with the speed reducer; the two speed reducers are arranged close to each other, and the output shafts of the two speed reducers extend in the direction away from each other. The motors in the double-motor distributed driving system are longitudinally arranged above the speed reducers, and the two speed reducers are close to each other, so that the transverse size of the driving system is reduced, a vehicle can be provided with a longer half shaft, enough space is reserved for suspension arrangement, and the double-motor distributed driving system can be arranged on the vehicle with a smaller wheel track, and better passing performance and comfort of the vehicle are guaranteed.
The utility model also provides a vehicle, which comprises a half shaft, wheels and the double-motor distributed driving system; one end of the half shaft is connected with the wheel, and the other end of the half shaft is connected with an output shaft of the speed reducer. The vehicle is provided with the double-motor distributed driving system, so that the vehicle can be provided with a longer half shaft, and enough space is reserved for arranging a suspension, and the vehicle has better trafficability and comfort.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the embodiments or the technical solutions in the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without creative efforts.
Fig. 1 is a schematic structural diagram of a dual-motor distributed driving system according to an embodiment of the present invention;
fig. 2 is a schematic diagram of a dual-motor distributed driving system according to an embodiment of the present invention;
fig. 3 is a schematic diagram of a parallel axis deceleration assembly according to an embodiment of the present invention;
fig. 4 is a schematic diagram of a steering assembly according to an embodiment of the present invention.
Icon: 100-a motor; 200-a reducer; 210-parallel axis deceleration assembly; 211-a first gear; 212-a second gear; 213-third gear; 214-fourth gear; 220-a steering assembly; 221-a first bevel gear; 222-second bevel gear.
Detailed Description
The technical solution of the present invention will be described clearly and completely with reference to the following embodiments, and it should be understood that the described embodiments are some, but not all embodiments of the present invention. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative work belong to the protection scope of the present invention.
In the description of the present invention, it should be noted that the terms "upper", "lower", "inner", "outer", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplification of description, but do not indicate or imply that the device or element referred to must have a specific orientation, be constructed in a specific orientation, and be operated, and thus should not be construed as limiting the present invention.
In the description of the present invention, it is to be noted that, unless otherwise explicitly specified or limited, the terms "mounted" and "connected" are to be interpreted broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present invention can be understood in specific cases to those skilled in the art.
This embodiment provides a two-motor distributed driving system, please refer to fig. 1 and fig. 2 in the drawings of the specification together.
As shown in fig. 1 and 2, the two-motor distributed drive system includes two sets of drive mechanisms including a motor 100 and a reducer 200. Motor 100 is disposed longitudinally above decelerator 200, i.e., the rotation shaft of motor 100 extends in the traveling direction of the vehicle. The motor 100 is drivingly connected to the speed reducer 200, and the rotational motion of the rotating shaft of the motor 100 is reduced by the speed reducer 200 and then output from the output shaft of the speed reducer 200. The two speed reducers 200 are arranged close to each other, so that the two speed reducers 200 are concentrated towards the middle part, and the transverse size of the whole driving system is reduced. The output shafts of the two speed reducers 200 extend in directions away from each other for connection with wheels. Specifically, when the dual-motor distributed drive system is installed in a vehicle, the output shaft of the speed reducer 200 is connected to the wheels through half shafts. The longitudinal direction in the present embodiment refers to the traveling direction of the vehicle, and the lateral direction refers to the width direction of the vehicle.
The motor 100 in the double-motor distributed driving system is longitudinally arranged above the speed reducer 200, and the two speed reducers 200 are close to each other, so that the transverse size of the driving system is reduced, a vehicle can be provided with a longer half shaft, enough space is left for suspension arrangement, and when the double-motor distributed driving system is arranged on the vehicle with a smaller wheel track, better passing performance and comfort of the vehicle are ensured.
As shown in fig. 2, the reducer 200 includes a parallel shaft reduction assembly 210 and a steering assembly 220. The input shaft of the parallel shaft speed reduction assembly 210 is connected to the rotating shaft of the motor 100, and the parallel shaft speed reduction assembly 210 can reduce the speed of the power output by the motor 100 and increase the torque. The rotation shaft of the motor 100 extends along the traveling direction of the vehicle, and after the rotation of the rotation shaft of the motor 100 is decelerated by the parallel shaft deceleration assembly 210, power is output from the output shaft of the parallel shaft deceleration assembly 210, but since the output shaft of the parallel shaft deceleration assembly 210 is parallel to the rotation shaft of the motor 100, the output shaft of the parallel shaft deceleration assembly 210 cannot be directly connected to the wheels through the half shafts. The power take-off direction needs to be changed using the steering assembly 220. The output shaft of the parallel shaft reduction assembly 210 is connected to the input shaft of the steering assembly 220. The output shaft of the steering assembly 220 is perpendicular to the rotation shaft of the motor 100 for connection with the wheels. Specifically, when the dual-motor distributed drive system is installed in a vehicle, the output shaft of the steering assembly 220 is connected to the wheels through the half shafts of the vehicle. The output shaft of the steering unit 220 is the output shaft of the overall speed reducer 200.
Fig. 2 and 4 show a specific structure of the steering assembly 220, and the steering assembly 220 includes a first bevel gear 221 and a second bevel gear 222. A first bevel gear 221 is mounted to an input shaft of the steering assembly 220, a second bevel gear 222 is mounted to an output shaft of the steering assembly 220, and the first bevel gear 221 is engaged with the second bevel gear 222. When the dual-motor distributed driving system works, the power output by the parallel shaft speed reducing component 210 drives the input shaft of the steering component 220 to rotate, and then the first bevel gear 221 mounted on the input shaft of the steering component 220 drives the second bevel gear 222 to rotate, so that the power is output from the output shaft of the steering component 220. In the specific structure of the steering assembly 220 shown in fig. 2 and 4, the two speed reducers 200 are close to each other, that is, the second bevel gears 222 of the two speed reducers 200 are close to each other, and the back surfaces of the two second bevel gears 222 are disposed to face each other.
Preferably, the number of teeth of the first bevel gear 221 is smaller than that of the second bevel gear 222. The steering assembly 220 further decelerates and increases torque to the power output from the parallel shaft deceleration assembly 210 while changing the direction of power transmission. Of course, in the case where the reduction ratio of the entire reduction gear 200 satisfies the actual requirement, the number of teeth of the first bevel gear 221 may be equal to or greater than the number of teeth of the second bevel gear 222.
The input shaft of the steering assembly 220 and the output shaft of the parallel shaft speed reduction assembly 210 can adopt non-integral connection modes such as coupling connection, welding, threaded connection and the like; the input shaft of the steering assembly 220 and the output shaft of the parallel shaft speed reduction assembly 210 may also be integrally connected, that is, the input shaft of the steering assembly 220 and the output shaft of the parallel shaft speed reduction assembly 210 are an integral shaft.
Fig. 2 and 3 show a specific structure of the parallel axis deceleration, and the parallel axis deceleration assembly 210 includes a first gear 211 and a second gear 212. The first gear 211 is mounted on the input shaft of the parallel shaft speed reduction assembly 210, the second gear 212 is mounted on the output shaft of the parallel shaft speed reduction assembly 210, and the first gear 211 and the second gear 212 are in transmission connection. When the dual-motor distributed drive system works, the rotating shaft of the motor 100 drives the input shaft of the parallel shaft speed reduction assembly 210 to rotate, and then the first gear 211 arranged on the input shaft of the parallel shaft speed reduction assembly 210 drives the second gear 212 to rotate, so that power is output from the output shaft of the parallel shaft speed reduction assembly 210. The first gear 211 and the second gear 212 may be directly engaged to realize one-stage reduction transmission, or another gear may be disposed between the first gear 211 and the second gear 212 to realize multi-stage reduction transmission. When the first gear 211 and the second gear 212 are directly meshed to realize one-stage reduction transmission, the number of teeth of the first gear 211 is smaller than that of the second gear 212. When other gears are arranged between the first gear 211 and the second gear 212 to realize multi-stage reduction transmission, the number of teeth of the first gear 211, the gears of the second gear 212 and the number of teeth of the other gears can be determined according to the actual reduction ratio requirement.
Fig. 2 and 3 show that in the parallel shaft speed reduction assembly 210, other gears are arranged between the first gear 211 and the second gear 212 to realize two-stage speed reduction transmission. Specifically, the parallel shaft speed reduction assembly 210 further includes a third gear 213 and a fourth gear 214 that are coaxially connected, i.e., the third gear 213 and the fourth gear 214 are mounted on the same shaft. The third gear 213 meshes with the first gear 211, and the fourth gear 214 meshes with the second gear 212. The number of teeth of the first gear 211 is smaller than that of the third gear 213, the number of teeth of the fourth gear 214 is smaller than that of the second gear 212, the first gear 211 to the third gear 213 perform a deceleration motion, and the fourth gear 214 to the second gear 212 perform a deceleration motion. When the parallel shaft speed reduction assembly 210 works, the first gear 211 drives the third gear 213 to rotate, the third gear 213 drives the fourth gear 214 installed on the same shaft to rotate, the fourth gear 214 drives the second gear 212 to rotate, and then the power is output from the output shaft of the parallel shaft speed reduction assembly 210.
Of course, fig. 2 and 3 only show the case that other gears are arranged between the first gear 211 and the second gear 212 to realize two-stage reduction transmission, and more other gears can be arranged before the first gear 211 and the second gear 212 to realize three-stage, four-stage and other stages of reduction transmission according to practical application.
The rotating shaft of the motor 100 and the input shaft of the parallel shaft speed reduction assembly 210 may adopt non-integral connection modes such as coupling connection, welding and the like; the rotating shaft of the motor 100 and the input shaft of the parallel shaft speed reduction assembly 210 may also be integrally connected, that is, the rotating shaft of the motor 100 and the input shaft of the parallel shaft speed reduction assembly 210 are an integral shaft.
As shown in fig. 2, the rotation shafts of the two motors 100 extend in opposite directions, the third gear 213 and the fourth gear 214 are located between the two motors 100, and the third gear 213 and the fourth gear 214 do not extend outward in the transverse direction, but concentrate toward the middle, so that the overall size of the reducer 200 in the transverse direction is small, the occupation of the reducer 200 in the transverse direction is reduced, and a space is further provided for the arrangement of the suspension.
As shown in fig. 2, the second gear 212 is located on the side of the first gear 211 close to the motor 100, and the space between the second gear 212 and the motor 100 is fully utilized, so that the overall size of the speed reducer 200 in the longitudinal direction is small, the arrangement in the vehicle is easy, and the connection between the output shaft of the parallel shaft speed reducer assembly 210 and the input shaft of the steering assembly 220 is also convenient. Of course, the second gear 212 may be located on the side of the first gear 211 facing away from the motor 100 when the vehicle has sufficient space for arrangement.
As shown in fig. 2, the axes of the output shafts of the two speed reducers 200 coincide. When the double-motor distributed drive system is installed on a vehicle, the output shafts of the speed reducers 200 are connected with wheels, the axes of the output shafts of the two speed reducers 200 are overlapped, so that the axes of the half shafts are overlapped with the axis of the output shaft of the speed reducer 200 under the condition that the two wheels connected with the speed reducer 200 through the half shafts are symmetrical about the symmetry plane of the vehicle body, and further the half shafts and the output shaft of the speed reducer 200 can be integrally connected, namely the half shafts and the output shaft of the speed reducer 200 are the same shaft.
Of course, the axes of the output shafts of the two speed reducers 200 may not coincide and may be in a parallel state, and in this case, the half shafts and the output shafts of the speed reducers 200 are connected by using universal joints, so that the two wheels connected to the speed reducers 200 via the half shafts are symmetrical with respect to the vehicle body symmetry plane.
As shown in fig. 1, the motor 100 and the decelerator 200 are integrated into one body. Specifically, the dual-motor distributed drive system has a housing, a first cavity for accommodating the motor 100 and two second cavities for accommodating the speed reducer 200 are formed inside the housing, the two second cavities are respectively located at the front side and the rear side of the first cavity, the two motors 100 are installed in the first cavity, the rotating shafts of the two motors 100 respectively penetrate into the corresponding second cavities, and the speed reducer 200 is installed in the second cavities and connected with the rotating shafts of the motors 100.
The embodiment also provides a vehicle, please refer to fig. 1 and fig. 2 in the drawings of the specification together.
The vehicle comprises a half shaft, wheels and the double-motor distributed driving system; one end of the half shaft is connected to the wheel and the other end is connected to the output shaft of the reducer 200. The vehicle is provided with the double-motor distributed driving system, so that the vehicle can be provided with a longer half shaft, and enough space is reserved for arranging a suspension, and the vehicle has better trafficability and comfort.
Finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, it should be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; such modifications and substitutions do not depart from the spirit and scope of the embodiments of the present invention.
Claims (10)
1. The double-motor distributed driving system is characterized by comprising two groups of driving mechanisms, wherein each driving mechanism comprises a motor (100) and a speed reducer (200);
the motor (100) is longitudinally arranged above the speed reducer (200) and is in transmission connection with the speed reducer (200);
the two speed reducers (200) are arranged close to each other;
the output shafts of the two speed reducers (200) extend in the direction away from each other and are used for being connected with wheels.
2. The dual-motor distributed drive system of claim 1, wherein the retarder (200) comprises a parallel-axis retarding assembly (210) and a steering assembly (220);
an input shaft of the parallel shaft speed reducing assembly (210) is connected with a rotating shaft of the motor (100), and an output shaft of the parallel shaft speed reducing assembly (210) is connected with an input shaft of the steering assembly (220);
an output shaft of the steering assembly (220) is perpendicular to a rotating shaft of the motor (100) and is used for being connected with wheels.
3. The dual-motor distributed drive system of claim 2, wherein the steering assembly (220) comprises a first bevel gear (221) and a second bevel gear (222);
the first bevel gear (221) is mounted to an input shaft of the steering assembly (220), the second bevel gear (222) is mounted to an output shaft of the steering assembly (220), and the first bevel gear (221) is meshed with the second bevel gear (222).
4. The dual-motor distributed drive system of claim 3, wherein the number of teeth of the first bevel gear (221) is smaller than the number of teeth of the second bevel gear (222).
5. The dual-motor distributed drive system of claim 2, wherein the parallel shaft reduction assembly (210) comprises a first gear (211) and a second gear (212);
the first gear (211) is arranged on an input shaft of the parallel shaft speed reduction assembly (210), the second gear (212) is arranged on an output shaft of the parallel shaft speed reduction assembly (210), and the first gear (211) and the second gear (212) are in transmission connection.
6. The dual-motor distributed drive system of claim 5, wherein the parallel shaft speed reduction assembly (210) further comprises a third gear (213) and a fourth gear (214) coaxially connected;
the third gear (213) is engaged with the first gear (211), and the fourth gear (214) is engaged with the second gear (212).
7. The dual-motor distributed drive system of claim 6, wherein the shafts of the two motors (100) extend in opposite directions;
the third gear (213) and the fourth gear (214) are located between the two motors (100).
8. The dual motor distributed drive system of claim 6, wherein the second gear (212) is located on a side of the first gear (211) proximate to the motor (100).
9. Two-motor distributed drive system according to claim 1, characterized in that the axes of the output shafts of the two reducers (200) coincide.
10. A vehicle comprising half shafts, wheels, and a two-motor distributed drive system according to any one of claims 1 to 9;
one end of the half shaft is connected with the wheel, and the other end of the half shaft is connected with an output shaft of the speed reducer (200).
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202020143785.9U CN211519227U (en) | 2020-01-21 | 2020-01-21 | Double-motor distributed driving system and vehicle |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202020143785.9U CN211519227U (en) | 2020-01-21 | 2020-01-21 | Double-motor distributed driving system and vehicle |
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| CN211519227U true CN211519227U (en) | 2020-09-18 |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111114269A (en) * | 2020-01-21 | 2020-05-08 | 上海爱驱汽车技术有限公司 | Double-motor distributed driving system and vehicle |
| EP4344918A4 (en) * | 2021-06-30 | 2024-08-14 | Huawei Digital Power Tech Co Ltd | Power assembly system and electric vehicle |
-
2020
- 2020-01-21 CN CN202020143785.9U patent/CN211519227U/en active Active
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111114269A (en) * | 2020-01-21 | 2020-05-08 | 上海爱驱汽车技术有限公司 | Double-motor distributed driving system and vehicle |
| EP4344918A4 (en) * | 2021-06-30 | 2024-08-14 | Huawei Digital Power Tech Co Ltd | Power assembly system and electric vehicle |
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