CN211684626U - Double-motor coupling driving system of multiple main reducers - Google Patents
Double-motor coupling driving system of multiple main reducers Download PDFInfo
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- CN211684626U CN211684626U CN201922173371.0U CN201922173371U CN211684626U CN 211684626 U CN211684626 U CN 211684626U CN 201922173371 U CN201922173371 U CN 201922173371U CN 211684626 U CN211684626 U CN 211684626U
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Abstract
The utility model discloses a many main reducer bi-motor coupling actuating system comprises main driving motor, main motor driving gear, rotational speed coupling device, auxiliary motor driving gear, auxiliary driving motor, auxiliary motor driven gear, differential mechanism, rotational speed coupling driven gear, main motor driven gear, electromagnetic clutch. Through different opening and closing states of the variable electromagnetic clutch and different working states of the two driving motors, four driving modes of double-motor rotating speed coupling driving, double-motor torque coupling driving, main motor independent driving and auxiliary motor independent driving can be achieved, efficient intervals of the two driving motors can be more fully utilized to match different driving working conditions, the economy of the whole vehicle is improved, and the endurance mileage is increased. Meanwhile, a multi-main speed reduction design is adopted, power in different driving modes is directly output to a differential mechanism, transmission links are few, and transmission efficiency is high; the differential shell is directly adopted for torque coupling, so that the number of shafting is reduced, and the structure is more compact.
Description
Technical Field
The utility model belongs to the technical field of new energy automobile power assembly, concretely relates to pure electric vehicles bi-motor coupling actuating system.
Background
At present, the traditional automobile industry starts to transform into electromotion under the double pressure of energy and ecology, and the most important defect of the pure electric automobile in daily use is insufficient cruising ability, so that the reliability of the pure electric automobile in long-distance driving application is not high. Therefore, an important ring for developing the pure electric vehicle and improving the user experience is to strengthen the cruising ability of the pure electric vehicle.
The electric automobile adopts a double-motor coupling driving system, so that one large-capacity motor can be decomposed into two small-capacity motors to drive the automobile, and the situation that the load rate of the motor is too low when the automobile is in a low-load working condition is avoided; the mechanical characteristics of the two motors can be complemented through the coupling device, and the two motors can be operated in an efficient range as far as possible in the face of various working conditions in the running process of the automobile. Therefore, no matter what energy supply form (storage battery or fuel cell) is adopted by the electric automobile, compared with a vehicle driven by a single motor or a vehicle driven by multiple motors independently, the vehicle provided with the double-motor coupling driving system is expected to realize more efficient driving, so that the purposes of saving energy and improving the endurance mileage are achieved. A plurality of patents are published in the related field, but the structure is complex due to the overall pursuit of functions, so that the size of a transmission device is large, the whole vehicle arrangement is not facilitated, and partial energy loss is caused by more transmission links. Related patents mainly realize power coupling through two modes, one is to adopt a floating stator, such as a novel CN 207510200U, the structure is simple, but because the floating stator needs a collecting ring and an electric brush for power supply, the system reliability is reduced, the maintenance cost is increased, and the rotational inertia of the stator is larger; the other type adopts a planetary gear row and a fixed-axis gear train to realize different power coupling modes, the structure works stably, but the power coupling device occupies larger space, and more transmission links generate additional energy loss.
SUMMERY OF THE UTILITY MODEL
The utility model discloses an aim at improves pure electric vehicles's continuation of the journey mileage through the mode that improves actuating system efficiency, reduces power coupling device's size as far as possible simultaneously, reserves bigger space for power battery group.
The purpose of the utility model is realized through the following technical scheme:
a multi-main-reducer double-motor coupling driving system comprises a main driving motor, a main motor driving gear, a first electromagnetic clutch, a rotating speed coupling driving gear, a rotating speed coupling device, a second electromagnetic clutch, an auxiliary motor driving gear, an auxiliary driving motor, an auxiliary motor driven gear, a third electromagnetic clutch, a differential mechanism, a rotating speed coupling driven gear, a fourth electromagnetic clutch and a main motor driven gear, wherein three sets of main reducers are formed by the main motor driving gear, the main motor driven gear, the rotating speed coupling driving gear, the rotating speed coupling driven gear, the auxiliary motor driving gear and the auxiliary motor driven gear; the main driving motor and the auxiliary driving motor are coaxially arranged on different sides; an output shaft of the main driving motor directly drives a driving gear of the main motor, and a driven gear of the main motor is suspended on the half shaft through a hollow shaft and is connected to the differential shell through a fourth electromagnetic clutch; an output shaft of the auxiliary driving motor directly drives a driving gear of the auxiliary motor, and a driven gear of the auxiliary motor is suspended on the half shaft through a hollow shaft and is connected to a shell of the differential mechanism through a third electromagnetic clutch; the shafts of the driving gear of the main motor and the driving gear of the auxiliary motor are respectively connected with the two sun gears of the rotating speed coupling device through a first electromagnetic clutch and a second electromagnetic clutch; and a shell of the rotating speed coupling device is provided with a rotating speed coupling driving gear, and a shell of the differential mechanism is provided with a rotating speed coupling device driven gear.
Furthermore, splines are processed on two sides of the shell of the clutch and are respectively matched with the splines on driven parts of the fourth electromagnetic clutch and the third electromagnetic clutch.
Further, the rotating speed coupling device adopts a straight bevel gear planetary gear train structure.
The utility model discloses following beneficial effect has:
(1) compared with the existing double-motor coupling driving system, the double-motor coupling driving system has the advantages that the shaft system structure is simplified, the power coupling device is more compact, the radial size is small, and the space arrangement in a vehicle is facilitated.
(2) The utility model discloses when keeping compact structure, can realize multiple drive mode, can be by auxiliary motor individual drive in order to reduce the loss to frequently opening the road conditions of blocking up who stops and slowly go, to climbing and fast-speed limit operating mode keep the high-efficient drive of two motors through torque coupling mode and rotational speed coupling mode respectively, main motor individual drive mode then covers the power demand of urban road daily driving, drive mode is many, control scheme is nimble, can effectively utilize the high-efficient interval of motor.
(3) The utility model discloses change the single main reducer design of traditional transaxle, rotational speed coupling device and torque coupling device's power all directly exports differential mechanism casing, and the transmission link is few, and the transmission route is short, more is favorable to improving actuating system's transmission efficiency than other bi-motor coupling configurations.
Drawings
Fig. 1 is a schematic structural diagram of the present invention.
Fig. 2 is a schematic diagram of the energy flow in the tacho coupled drive mode.
FIG. 3 is a schematic energy flow diagram for the torque-coupled drive mode.
Fig. 4 is a schematic diagram of the energy flow for the main motor drive mode alone.
Fig. 5 is a schematic diagram of the energy flow for the auxiliary motor drive mode alone.
Description of reference numerals: 1. a main drive motor; 2. a main motor drive gear; 3. a first electromagnetic clutch; 4. a rotating speed coupling driving gear; 5. a rotational speed coupling device; 6. a second electromagnetic clutch; 7. a drive gear of the auxiliary motor; 8. an auxiliary drive motor; 9. an auxiliary motor driven gear; 10. a third electromagnetic clutch; 11. a differential mechanism; 12. a rotation speed coupling driven gear; 13. a fourth electromagnetic clutch; 14. the main motor driven gear.
Detailed Description
The present invention will be further described with reference to the accompanying drawings and examples, it being understood that the preferred examples are for illustrative purposes only and are not intended to limit the scope of the present invention.
A multi-main-reducer double-motor coupling driving system comprises a main driving motor 1, a main motor driving gear 2, a first electromagnetic clutch 3, a rotating speed coupling driving gear 4, a rotating speed coupling device 5, a second electromagnetic clutch 6, an auxiliary motor driving gear 7, an auxiliary driving motor 8, an auxiliary motor driven gear 9, a third electromagnetic clutch 10, a differential mechanism 11, a rotating speed coupling driven gear 12, a fourth electromagnetic clutch 13 and a main motor driven gear 14, wherein three sets of main reducers are formed by the main motor driving gear 2, the main motor driven gear 14, the rotating speed coupling driving gear 4, the rotating speed coupling driven gear 12, the auxiliary motor driving gear 7 and the auxiliary motor driven gear 9; the main driving motor 1 and the auxiliary driving motor 8 are coaxially arranged on different sides; an output shaft of the main driving motor 1 directly drives a main motor driving gear 2, and a main motor driven gear 14 is suspended on a half shaft through a hollow shaft and is connected to a shell of a differential mechanism 11 through a fourth electromagnetic clutch 13; an output shaft of an auxiliary driving motor 8 directly drives an auxiliary motor driving gear 7, an auxiliary motor driven gear 9 is suspended on a half shaft through a hollow shaft and is connected to a differential mechanism shell through a third electromagnetic clutch 10; the shafts of the driving gear 2 of the main motor and the driving gear 7 of the auxiliary motor are respectively connected with the two sun gears of the rotating speed coupling device through a first electromagnetic clutch 3 and a second electromagnetic clutch 6; the shell of the rotating speed coupling device 5 is provided with a rotating speed coupling driving gear 4, and the shell of the differential 11 is provided with a rotating speed coupling device driven gear 12.
In this embodiment, both sides of the housing of the clutch 11 are processed with splines, and the splines are respectively matched with the splines on the driven parts of the fourth electromagnetic clutch 13 and the third electromagnetic clutch 10, so as to realize torque coupling on the differential housing.
In this embodiment, the rotational speed coupling device 5 adopts a straight bevel gear planetary gear train structure to further reduce the radial size of the power coupling device.
In the utility model, the main driving motor 1 and the auxiliary driving motor 8 can be replaced by other power sources (such as an internal combustion engine), namely, the power coupling device can be adapted to different types of power source combinations.
The utility model provides a pair of many main reducer bi-motor coupling actuating system's theory of operation as follows:
the controller can realize four different working modes, namely a rotating speed coupling driving mode, a torque coupling mode, a main motor single driving mode and an auxiliary motor single driving mode, by controlling different opening and closing states of the first electromagnetic clutch 3, the second electromagnetic clutch 6, the third electromagnetic clutch 10 and the fourth electromagnetic clutch 13 and different working states of the main driving motor 1 and the auxiliary driving motor 8, wherein the table 1 lists driving mode relations corresponding to different clutch opening and closing states, and '●' in the table 1 represents clutch engagement; "O" represents clutch open; "M" indicates that the motor is operating in a motoring state; "G" indicates that the motor is operating in a generator state; "C" indicates motor off.
TABLE 1 corresponding relationship between actuator states and drive modes
In the rotating speed coupling driving mode, the first electromagnetic clutch 3 and the second electromagnetic clutch 6 are engaged, and both the driving motors are in the motor working state. The power of the main driving motor 1 and the auxiliary driving motor 8 is transmitted to the sun gear of the rotational speed coupling device 5 through the first electromagnetic clutch 3 and the second electromagnetic clutch 6, the sun gear drives the rotational speed coupling driving gear 4 outside the housing of the rotational speed coupling device through the planet gear, the rotational speed coupling driving gear 4 drives the rotational speed coupling driven gear 12 on the differential housing, the differential 11 distributes the power to the two driving half shafts to drive the wheels, and the energy flow path in this mode can refer to fig. 2. The rotating speed coupling working mode is suitable for the working condition of high-speed cruising of the automobile.
In the torque coupling mode, the fourth electromagnetic clutch 13 and the third electromagnetic clutch 10 are engaged, and both the drive motors are operated in the motor state. The power of the main driving motor 1 is transmitted to the shell of the differential mechanism 5 through the main motor driving gear 2, the main motor driven gear 14 and the fourth electromagnetic clutch 13, the power of the auxiliary motor 8 is transmitted to the shell of the differential mechanism 5 through the auxiliary motor driving gear 7, the auxiliary motor driven gear 9 and the third electromagnetic clutch 10, the power of the two motors is directly coupled in the differential mechanism shell, and the differential mechanism 5 distributes the power to the two driving half shafts to drive wheels, and the energy flow path in the mode can refer to fig. 3. The torque coupling working mode is suitable for low-speed and large-torque working conditions such as automobile climbing.
In the main motor individual drive mode, only the fourth electromagnetic clutch 13 is engaged, the main drive motor operates in the motor state, and the auxiliary drive motor is turned off. The power of the main driving motor 1 is transmitted to the housing of the differential 5 via the main motor driving gear 2, the main motor driven gear 14 and the fourth electromagnetic clutch 13, and the differential 5 distributes the power to the two driving half shafts to drive the wheels, and the energy flow path in this mode can be referred to fig. 4. The main motor single driving working mode is suitable for the working conditions of automobile starting and intermediate speed cruising.
In the auxiliary motor-only drive mode, only the third electromagnetic clutch 10 is engaged, the main drive motor is turned off, and the auxiliary drive motor is operated in the motor state. The power of the auxiliary motor 8 is transmitted to the casing of the differential 5 via the auxiliary motor driving gear 7, the auxiliary motor driven gear 9 and the third electromagnetic clutch 10, and the differential 5 distributes the power to the two driving half shafts to drive the wheels, and the power flow path in this mode can refer to fig. 5. The auxiliary motor single-drive working mode is suitable for frequent start and stop and low-speed slow running working conditions when the automobile is blocked.
Corresponding to the 4 driving working modes, when the working motor is switched from a motor state to a generator state, the braking energy recovery corresponding to the modes can be realized.
The above is an exemplary description of the present invention with reference to the drawings, and it is obvious that the present invention is not limited by the above-mentioned manner, and various modifications made by the method concept and technical solution of the present invention or directly applied to other occasions without improvement are all within the protection scope of the present invention.
Claims (3)
1. The utility model provides a many main reducer bi-motor coupling actuating system, includes main driving motor (1), main motor driving gear (2), first electromagnetic clutch (3), rotational speed coupling driving gear (4), rotational speed coupling device (5), second electromagnetic clutch (6), auxiliary motor driving gear (7), auxiliary driving motor (8), auxiliary motor driven gear (9), third electromagnetic clutch (10), differential mechanism (11), rotational speed coupling driven gear (12), fourth electromagnetic clutch (13), main motor driven gear (14), its characterized in that: three sets of main speed reducers are formed by the main motor driving gear (2), the main motor driven gear (14), the rotating speed coupling driving gear (4), the rotating speed coupling driven gear (12), the auxiliary motor driving gear (7) and the auxiliary motor driven gear (9); the main driving motor (1) and the auxiliary driving motor (8) are coaxially arranged on different sides; an output shaft of the main driving motor (1) directly drives the main motor driving gear (2), and a main motor driven gear (14) is suspended on a half shaft through a hollow shaft and is connected to a shell of the differential (11) through a fourth electromagnetic clutch (13); an output shaft of the auxiliary driving motor (8) directly drives the auxiliary motor driving gear (7), and an auxiliary motor driven gear (9) is suspended on a half shaft through a hollow shaft and is connected to a differential shell through a third electromagnetic clutch (10); the shafts of the main motor driving gear (2) and the auxiliary motor driving gear (7) are respectively connected with two sun gears of a rotating speed coupling device through the first electromagnetic clutch (3) and the second electromagnetic clutch (6); the shell of the rotating speed coupling device (5) is provided with the rotating speed coupling driving gear (4), the shell of the differential (11) is provided with the rotating speed coupling driven gear (12),
the controller can realize four different working modes through controlling different opening and closing states of the first electromagnetic clutch, the second electromagnetic clutch, the third electromagnetic clutch and the fourth electromagnetic clutch and different working states of the main driving motor and the auxiliary driving motor, wherein the four different working modes are respectively a rotating speed coupling driving mode, a torque coupling mode, a main motor independent driving mode and an auxiliary motor independent driving mode, and the four different working modes are as follows:
in a rotating speed coupling driving mode, a first electromagnetic clutch and a second electromagnetic clutch are connected, two driving motors are in a motor working state, power of a main driving motor and power of an auxiliary driving motor are transmitted to a sun gear of a rotating speed coupling device through the first electromagnetic clutch and the second electromagnetic clutch, the sun gear drives a rotating speed coupling driving gear outside a shell of the rotating speed coupling device through a planet gear, the rotating speed coupling driving gear drives a rotating speed coupling driven gear on a shell of a differential mechanism, and the differential mechanism distributes power to two driving half shafts to drive wheels;
in a torque coupling mode, a fourth electromagnetic clutch and a third electromagnetic clutch are engaged, two driving motors work in a motor state, the power of a main driving motor is transmitted to a shell of a differential mechanism through a main motor driving gear, a main motor driven gear and the fourth electromagnetic clutch, the power of an auxiliary motor is transmitted to the shell of the differential mechanism through an auxiliary motor driving gear, an auxiliary motor driven gear and the third electromagnetic clutch, and after the power of the two motors is directly coupled in the differential mechanism shell, the differential mechanism distributes the power to two driving half shafts to drive wheels;
in the independent driving mode of the main motor, only the fourth electromagnetic clutch is engaged, the main driving motor works in a motor state, the auxiliary driving motor is turned off, the power of the main driving motor is transmitted to a shell of a differential mechanism through a driving gear of the main motor, a driven gear of the main motor and the fourth electromagnetic clutch, and the differential mechanism distributes the power to two driving half shafts to drive wheels;
in the independent driving mode of the auxiliary motor, only the third electromagnetic clutch is engaged, the main driving motor is shut down, the auxiliary driving motor works in a motor state, the power of the auxiliary motor is transmitted to a shell of a differential mechanism through a driving gear of the auxiliary motor, a driven gear of the auxiliary motor and the electromagnetic clutch, and the differential mechanism distributes the power to two driving half shafts to drive wheels.
2. A multi-final drive dual-motor coupling drive system according to claim 1, wherein: splines are processed on two sides of a shell of the differential (11) and are matched with the splines on driven parts of the fourth electromagnetic clutch (13) and the third electromagnetic clutch (10) respectively.
3. A multi-final drive dual-motor coupling drive system according to claim 1, wherein: the rotating speed coupling device (5) adopts a straight bevel gear planetary gear train structure.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201922173371.0U CN211684626U (en) | 2019-12-06 | 2019-12-06 | Double-motor coupling driving system of multiple main reducers |
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| Application Number | Priority Date | Filing Date | Title |
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| CN201922173371.0U CN211684626U (en) | 2019-12-06 | 2019-12-06 | Double-motor coupling driving system of multiple main reducers |
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| CN211684626U true CN211684626U (en) | 2020-10-16 |
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| CN201922173371.0U Expired - Fee Related CN211684626U (en) | 2019-12-06 | 2019-12-06 | Double-motor coupling driving system of multiple main reducers |
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Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112659890A (en) * | 2020-12-31 | 2021-04-16 | 华人运通(江苏)技术有限公司 | Variable speed transmission system, driving system, power system and vehicle |
| CN112918235A (en) * | 2019-12-06 | 2021-06-08 | 华东交通大学 | Double-motor coupling driving system of multiple main reducers |
| DE202022106631U1 (en) | 2022-11-25 | 2024-02-27 | Hofer Powertrain Innovation Gmbh | Multi-speed dual motor drive unit |
-
2019
- 2019-12-06 CN CN201922173371.0U patent/CN211684626U/en not_active Expired - Fee Related
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112918235A (en) * | 2019-12-06 | 2021-06-08 | 华东交通大学 | Double-motor coupling driving system of multiple main reducers |
| CN112659890A (en) * | 2020-12-31 | 2021-04-16 | 华人运通(江苏)技术有限公司 | Variable speed transmission system, driving system, power system and vehicle |
| DE202022106631U1 (en) | 2022-11-25 | 2024-02-27 | Hofer Powertrain Innovation Gmbh | Multi-speed dual motor drive unit |
| DE102023133013A1 (en) | 2022-11-25 | 2024-05-29 | Hofer Powertrain Innovation Gmbh | Multi-gear dual-motor drive unit and torque distribution in the axle drive for a motor vehicle |
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| Date | Code | Title | Description |
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| GR01 | Patent grant | ||
| GR01 | Patent grant | ||
| CB03 | Change of inventor or designer information | ||
| CB03 | Change of inventor or designer information |
Inventor after: Yang Xuelan Inventor after: Wang He Inventor after: Xu Zhihui Inventor after: Chen Hui Inventor after: Niu Zhi Inventor after: Liu Quan Inventor after: Chen Qiping Inventor before: Chen Qiping Inventor before: Wang He Inventor before: Xu Zhihui Inventor before: Chen Hui Inventor before: Niu Zhi Inventor before: Liu Quan |
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| CF01 | Termination of patent right due to non-payment of annual fee | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20201016 Termination date: 20201206 |