CN212098423U - Double-shaft all-wheel distributed driving power system configuration of electric automobile - Google Patents
Double-shaft all-wheel distributed driving power system configuration of electric automobile Download PDFInfo
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- CN212098423U CN212098423U CN201922379231.9U CN201922379231U CN212098423U CN 212098423 U CN212098423 U CN 212098423U CN 201922379231 U CN201922379231 U CN 201922379231U CN 212098423 U CN212098423 U CN 212098423U
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Abstract
The utility model relates to an electric automobile biax all-wheel distributed drive power system configuration, including two front wheels (1) and two rear wheels (3), between two front wheels (1) shaft, all be equipped with reduction gear (5) between two rear wheels (3) shaft, all be equipped with intertransmission electromagnetic clutch (6) between two front wheels (1) shaft, between two rear wheels (3) shaft, be equipped with intertransmission electromagnetic clutch (7) between two front wheels (1) shaft and two rear wheels (3) shaft. The utility model discloses can exert the independently driven technical advantage of distributing type, can realize power coupling between front and back wheel and power coupling between the front and back axle again under the circumstances such as complicated operating mode skids like one side wheel, front axle or rear axle both sides wheel skids to the adhesive force of the whole wheels of make full use of and driving motor's drive power further improve the vehicle ability of passing through under complicated operating mode.
Description
Technical Field
The utility model relates to a pure electric vehicles driving system field especially indicates electric automobile biax all-wheel distributed drive driving system configuration.
Background
The distributed independent drives include wheel-side motor drives and wheel-hub motor drives. The wheel edge motor is used for driving, the motor and the speed reducer are coaxially arranged on the inner side of the wheel, the wheel is driven through the transmission shaft, the structure of a transmission system is simplified, the mechanical efficiency of the whole vehicle is improved, and the driving motor and the speed reducer can be fixed on the vehicle frame, so that the problem of overlarge unsprung mass of the vehicle can be avoided. However, in such a configuration, two driving motors and two speed reducers need to be coaxially arranged between the left driving wheel and the right driving wheel, so that excessive axial space is occupied, great difficulty is caused in arrangement of a power system of the whole vehicle, and the configuration is not suitable for vehicles with narrow wheel tracks.
Compare in wheel limit motor drive, wheel hub motor drive arranges driving motor in the wheel, does not have the transmission shaft, has further simplified transmission system, has promoted mechanical efficiency. Because the motor is integrated in the drive wheel, does not occupy axial space, compares in wheel limit motor drive structure compacter for whole car driving system's arrangement is easier. In addition, the automobile driven by the hub motor can realize four-wheel steering, so that the steering radius is reduced, and the steering sensitivity is improved. However, the motor and the reducer are integrated in the wheel, and the unsprung mass of the automobile is increased, so that the ratio of the sprung mass to the unsprung mass of the whole automobile is reduced, and adverse effects are brought to the smoothness of the whole automobile. In addition, the requirements of the driving configuration of the hub motor on the vibration isolation performance, the waterproof performance, the fatigue life and other performances of the driving motor are high, so that the cost of the driving configuration of the hub motor is higher than that of other electric automobile power system configurations.
In addition, the power of each driving wheel of the distributed independent driving configuration is completely independent, and when a certain driving wheel is under the condition of a low-adhesion road surface in the running process of a vehicle, the power coupling among the driving wheels cannot be realized, so that the driving force provided by the driving motor corresponding to the driving wheel fails, and the driving force of each motor cannot be fully utilized. Therefore, in order to avoid the bottleneck problem and limitation of the existing hub motor and wheel-side driving system, a new distributed driving power system configuration is needed, so that the advantages of distributed independent driving can be exerted, and the proper coupling of power can be realized under complex working conditions.
The Chinese invention patent with the patent number ZL201710198125.3 discloses a pure electric vehicle power system configuration, a control method thereof and a pure electric vehicle, wherein the pure electric vehicle power system configuration comprises a wheel-side motor for independently driving front wheels or rear wheels, a wheel-side speed reducer is arranged between the wheel-side motor and corresponding wheels, the pure electric vehicle power system configuration further comprises a drive axle arranged between the rear wheels or the front wheels, a differential is arranged on the drive axle, the upstream of the differential is sequentially connected with a main speed reducer and a centralized motor, and the pure electric vehicle power system configuration further comprises a whole vehicle controller which is in signal connection with the wheel-side motor and the centralized motor and is used for controlling the wheel-side motor and the centralized motor to respectively and independently work or simultaneously work. The invention has the beneficial effects that: the system efficiency of the system configuration is higher in matching degree of working conditions, optimal efficiency under the whole working conditions of the whole vehicle can be considered, system loss is reduced to the maximum extent, the utilization efficiency of the system is improved, the environmental adaptability of the vehicle is improved, and various requirements of users can be met. However, the present invention does not provide an inter-wheel power coupling device and an inter-shaft power coupling device, and still has the technical defect of the above-mentioned distributed independent driving configuration, so that improvement is needed.
SUMMERY OF THE UTILITY MODEL
In order to solve the technical defect that above-mentioned current pure electric vehicles driving system configuration exists, the utility model discloses a technical scheme specifically as follows:
a double-shaft all-wheel distributed driving power system structure of an electric automobile comprises two front wheels and two rear wheels, speed reducers are arranged between wheel shafts of the two front wheels and between wheel shafts of the two rear wheels, inter-wheel electromagnetic clutches are arranged between the wheel shafts of the two front wheels and between the wheel shafts of the two rear wheels, and inter-shaft electromagnetic clutches are arranged between the wheel shafts of the two front wheels and the wheel shafts of the two rear wheels.
The inter-wheel electromagnetic clutch is used as an inter-wheel power coupling device, and the inter-shaft electromagnetic clutch is used as an inter-shaft power coupling device.
Preferably, the two front wheels are provided with front wheel edge driving motors, rotor shafts of the front wheel edge driving motors are connected with the input end of the speed reducer, the two rear wheels are provided with rear wheel edge driving motors, and the rotor shafts of the rear wheel edge driving motors are connected with the input end of the speed reducer.
In any of the above schemes, preferably, the front wheel-side driving motor and the rear wheel-side driving motor both adopt wheel-side high-speed motors, and the wheel-side high-speed motors drive respective wheels after speed reduction and torque increase through the speed reducer.
In any of the above schemes, preferably, the wheel-side high-speed motor is a permanent magnet synchronous motor.
In any of the above schemes, preferably, the wheel-side high-speed motor is a permanent magnet asynchronous motor.
In any one of the above aspects, it is preferable that the inter-wheel electromagnetic clutch and the inter-shaft electromagnetic clutch are friction electromagnetic clutches.
In any one of the above aspects, the frictional electromagnetic clutch is preferably a fixed coil clutch.
In any one of the above aspects, it is preferable that the frictional electromagnetic clutch is a coil clutch.
In any of the above schemes, preferably, the speed reducer includes a single-stage orthogonal bevel gear, a left front wheel two-stage reduction gear, and a right front wheel two-stage reduction gear, and the left and right ends of the single-stage orthogonal bevel gear are respectively connected with the left front wheel two-stage reduction gear and the right front wheel two-stage reduction gear.
The single-stage orthogonal bevel gear is used for realizing the inter-shaft power coupling function, and the speed ratio of the single-stage orthogonal bevel gear is set to be 1:1 as the bevel gear is suitable for the transmission condition of low rotating speed, so that the rotating speeds of the two bevel gears can be equal to the rotating speed of the low-speed shaft, and the condition that the rotating speeds of the bevel gears are too high is avoided; the left front wheel two-stage reduction gear is used for reducing the speed and increasing the torque of the power of the driving motor corresponding to the left front wheel and then transmitting the power to the driving wheel, and the right front wheel two-stage reduction gear is used for reducing the speed and increasing the torque of the power of the driving motor corresponding to the right front wheel and then transmitting the power to the driving wheel.
Compared with the prior art, the utility model beneficial effect be: when the vehicle normally runs, the power of each motor is not coupled, and each driving wheel can be driven by independent motor power. Under the conditions that the vehicle is in extreme conditions such as wheel skidding on one side, wheel skidding on two sides of a front axle or a rear axle and the like, coupling between wheels and coupling of power between the front axle and the rear axle can be realized, the adhesive force of all wheels can be utilized, the vehicle has stronger power performance, the driving force of a driving motor is more fully utilized, and the passing capacity of the vehicle under extreme working conditions is further improved.
Drawings
Fig. 1 is a schematic structural diagram of a preferred embodiment of a two-shaft all-wheel distributed drive power system configuration of an electric vehicle according to the present invention.
Fig. 2 is a schematic structural diagram of a preferred embodiment of a reducer in a two-shaft all-wheel distributed drive power system configuration of an electric vehicle according to the present invention.
Description of reference numerals:
1, front wheels; 2, driving a motor at the wheel edge of the front wheel; 3, a rear wheel; 4, driving a motor at the wheel edge of the rear wheel; 5, a speed reducer; 6-wheel electromagnetic clutch; 7, an inter-shaft electromagnetic clutch; 8 single-stage orthogonal bevel gears; 9 two-stage reduction gears of the left front wheel; 10 right front wheel two-stage reduction gear.
Detailed Description
The following describes in detail a preferred technical solution of the configuration of the dual-shaft all-wheel distributed drive power system of the electric vehicle with reference to fig. 1 and 2:
a double-shaft all-wheel distributed driving power system configuration of an electric automobile comprises two front wheels 1 and two rear wheels 3, speed reducers 5 are arranged between wheel shafts of the two front wheels 1 and between wheel shafts of the two rear wheels 3, inter-wheel electromagnetic clutches 6 are arranged between the wheel shafts of the two front wheels 1 and between wheel shafts of the two rear wheels 3, and inter-shaft electromagnetic clutches 7 are arranged between the wheel shafts of the two front wheels 1 and the wheel shafts of the two rear wheels 3.
The inter-wheel electromagnetic clutch 6 serves as an inter-wheel power coupling device; the inter-shaft electromagnetic clutch 7 serves as an inter-shaft power coupling device.
The two front wheels 1 are respectively provided with a front wheel edge driving motor 2, the rotor shaft of the front wheel edge driving motor 2 is connected with the input end of a speed reducer 5, the two rear wheels 3 are respectively provided with a rear wheel edge driving motor 4, the rotor shaft of the rear wheel edge driving motor 4 is connected with the input end of the speed reducer 5, and the front wheel edge driving motor 2 and the rear wheel edge driving motor 4 drive respective wheels after speed reduction and torque increase through the speed reducer 5.
The front wheel edge driving motor 2 and the rear wheel edge driving motor 4 both adopt wheel edge high-speed motors. The wheel-side high-speed motor can be a permanent magnet synchronous motor or a permanent magnet asynchronous motor.
The inter-wheel electromagnetic clutch 6 and the inter-shaft electromagnetic clutch 7 both adopt friction type electromagnetic clutches. The friction type electromagnetic clutch can select a fixed coil type clutch or a coil type clutch.
The speed reducer 5 comprises a single-stage orthogonal bevel gear 8, a left front wheel two-stage reduction gear 9 and a right front wheel two-stage reduction gear 10, wherein the left end and the right end of the single-stage orthogonal bevel gear 8 are respectively connected with the left front wheel two-stage reduction gear 9 and the right front wheel two-stage reduction gear 10. The single-stage orthogonal bevel gear 8 has a speed ratio of 1: 1.
The single-stage orthogonal bevel gear 8 realizes the function of coupling power between shafts, and because the bevel gear is suitable for the transmission condition of low rotating speed, the speed ratio of the single-stage orthogonal bevel gear 8 is set to be 1:1, so that the rotating speeds of the two bevel gears are both equal to the rotating speed of the low-speed shaft, and the rotating speed of the bevel gear is prevented from being too high; the left front wheel two-stage reduction gear 9 is used for reducing the speed and increasing the torque of the power of the driving motor corresponding to the left front wheel and then transmitting the power to the driving wheel; the two-stage reduction gear 10 of the right front wheel is used for reducing the speed and increasing the torque of the power of the driving motor corresponding to the right front wheel and then transmitting the power to the driving wheel.
The utility model discloses a three kinds of mode: firstly, when the vehicle runs on a normal road surface, because the speed difference of each wheel is not large, the inter-wheel power coupling device and the inter-shaft power coupling device do not work, each wheel is independently controlled by a respective driving motor to meet the normal running requirement, and the wheels can be independently controlled if necessary, so that the active safety of the vehicle is improved; secondly, when the front wheel and the rear wheel of the vehicle have a certain rotation speed difference, the electromagnetic clutch 7 between the shafts is started to work, and the torque transmission between the front shaft and the rear shaft is controlled, so that the power performance of the whole vehicle can be improved; thirdly, when the left wheel and the right wheel of the vehicle have a certain rotation speed difference, the power performance of the whole vehicle can be improved only by controlling the inter-wheel electromagnetic clutch 6 and transmitting the inter-wheel torque. The three working modes effectively reduce the difficulty of implementing coordination control on the distributed motors under complex conditions.
When the inter-wheel and inter-shaft power coupling devices are all coupled, the power of the four driving motors at the wheel edges of the front wheel and the rear wheel can be all transmitted to one driving wheel, and the output torque of the driving wheel reaches the maximum. Since the output torque cannot be greater than the limit value, the maximum transmittable torque of the friction electromagnetic clutch can be selected accordingly.
Compare with the wheel limit drive configuration of current driving motor and the coaxial arrangement of reduction gear, the utility model discloses in not coaxial arrangement between four driving motor and two reduction gears 5 on front and back wheel limit, so axial space occupies less relatively, and whole car driving system's arrangement is easier. And simultaneously, because the utility model discloses a wheel limit drive configuration compares in current in-wheel motor drive configuration, and driving motor among this technical scheme and reduction gear belong to the spring and carry the quality, can not only effectively avoid among the prior art because of the too big dynamics performance problems such as ride comfort that cause of non-spring carries the quality, and also further reduce driving motor's waterproof, heat dissipation, dustproof, vibration isolation performance and fatigue life's requirement.
The utility model discloses when the vehicle normally traveles, each driving motor power is not coupled, and independent motor power drive can be implemented to each drive wheel. Under the conditions that the vehicle is in extreme conditions such as wheel skidding on one side, wheel skidding on two sides of a front axle or a rear axle and the like, coupling between wheels and coupling of power between the front axle and the rear axle can be realized, the adhesive force of all wheels can be utilized, the vehicle has stronger power performance, the driving force of a driving motor is more fully utilized, and the passing capacity of the vehicle under extreme working conditions is further improved.
The above embodiments are merely preferred embodiments, wherein the components and the connection relations involved are not limited to the above described embodiments, and the arrangement and the connection relations of the components in the preferred embodiments may be arbitrarily arranged and combined to form a complete technical solution.
Claims (10)
1. A double-shaft all-wheel distributed driving power system configuration of an electric automobile comprises two front wheels (1) and two rear wheels (3), wherein speed reducers (5) are arranged between wheel shafts of the two front wheels (1) and between wheel shafts of the two rear wheels (3), and the double-shaft all-wheel distributed driving power system configuration is characterized in that inter-wheel electromagnetic clutches (6) are arranged between the wheel shafts of the two front wheels (1) and between the wheel shafts of the two rear wheels (3), and inter-shaft electromagnetic clutches (7) are arranged between the wheel shafts of the two front wheels (1) and between the wheel shafts of the two rear wheels (3).
2. The electric vehicle dual-axle all-wheel distributed drive power system configuration according to claim 1, characterized in that: two front wheels (1) are all provided with front wheel edge driving motors (2), rotor shafts of the front wheel edge driving motors (2) are connected with the input end of a speed reducer (5), two rear wheels (3) are all provided with rear wheel edge driving motors (4), and rotor shafts of the rear wheel edge driving motors (4) are connected with the input end of the speed reducer (5).
3. The electric vehicle dual-axle all-wheel distributed drive power system configuration according to claim 2, characterized in that: the front wheel edge driving motor (2) and the rear wheel edge driving motor (4) both adopt wheel edge high-speed motors.
4. The electric vehicle dual-axle all-wheel distributed drive power system configuration according to claim 3, characterized in that: the wheel-side high-speed motor adopts a permanent magnet synchronous motor.
5. The electric vehicle dual-axle all-wheel distributed drive power system configuration according to claim 3, characterized in that: the wheel-side high-speed motor adopts a permanent magnet asynchronous motor.
6. The electric vehicle dual-axle all-wheel distributed drive power system configuration according to claim 1, characterized in that: the inter-wheel electromagnetic clutch (6) and the inter-shaft electromagnetic clutch (7) both adopt friction type electromagnetic clutches.
7. The electric vehicle dual-axle all-wheel distributed drive power system configuration according to claim 6, characterized in that: the friction type electromagnetic clutch adopts a fixed coil type clutch.
8. The electric vehicle dual-axle all-wheel distributed drive power system configuration according to claim 6, characterized in that: the friction type electromagnetic clutch adopts a coil type clutch.
9. The electric vehicle dual-axle all-wheel distributed drive power system configuration according to claim 1, characterized in that: the speed reducer (5) comprises a single-stage orthogonal bevel gear (8), a left front wheel two-stage reduction gear (9) and a right front wheel two-stage reduction gear (10), and the left end and the right end of the single-stage orthogonal bevel gear (8) are respectively connected with the left front wheel two-stage reduction gear (9) and the right front wheel two-stage reduction gear (10).
10. The electric vehicle dual-axle all-wheel distributed drive power system configuration according to claim 9, characterized in that: the speed ratio of the single-stage orthogonal bevel gear (8) is 1: 1.
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| Application Number | Priority Date | Filing Date | Title |
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| CN201922379231.9U CN212098423U (en) | 2019-12-26 | 2019-12-26 | Double-shaft all-wheel distributed driving power system configuration of electric automobile |
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| CN201922379231.9U CN212098423U (en) | 2019-12-26 | 2019-12-26 | Double-shaft all-wheel distributed driving power system configuration of electric automobile |
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| CN201922379231.9U Active CN212098423U (en) | 2019-12-26 | 2019-12-26 | Double-shaft all-wheel distributed driving power system configuration of electric automobile |
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