CN212685215U - Dual-motor power system and electric automobile - Google Patents
Dual-motor power system and electric automobile Download PDFInfo
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- CN212685215U CN212685215U CN202021637300.8U CN202021637300U CN212685215U CN 212685215 U CN212685215 U CN 212685215U CN 202021637300 U CN202021637300 U CN 202021637300U CN 212685215 U CN212685215 U CN 212685215U
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Abstract
The utility model belongs to the technical field of electric automobile, especially, relate to a two motor power systems and electric automobile. The dual-motor power system comprises a first motor, a second motor, a differential and a transmission; the transmission includes a first input shaft, a second input shaft, and a controllable torque-transmitting device; the transmission is connected with the automobile wheels through a differential mechanism; a drive shaft of the first electric machine is connected with the first input shaft, and the first electric machine outputs a first torque in a neutral gear, a first gear transmission ratio or a second gear transmission ratio through the controllable torque transmission device; the driving shaft of the second motor is connected with the second input shaft, and the second motor outputs a second torque at a third gear transmission ratio; wherein the first gear transmission ratio is greater than the second gear transmission ratio. The utility model discloses in, when having promoted this two motor power system's dynamic nature, still accelerated the shift time and reduced the gear shift in-process and assault, and this two motor power system integrated level is high, has practiced thrift installation space.
Description
Technical Field
The utility model belongs to the technical field of electric automobile, especially, relate to a two motor power systems and electric automobile.
Background
In the field of electric vehicle driving technology, in order to meet the requirements of both power performance and economy, a single-motor two-gear power system is generally used for outputting power. However, when a single-motor two-gear powertrain shifts gears, a large inter-gear ratio is usually required, so that the speed difference between two ends of a shifting element is large when the gears are shifted, the difficulty of shifting is increased, and further, the power interruption time is prolonged or the shifting element is seriously worn.
In the prior art, the application of a dual-motor power system to a high-power pure electric vehicle is gradually increased due to the powerful power of the dual-motor power system. However, the dual-motor power system in the prior art has the following disadvantages: when the high-power performance requirement is met, the problems of poor economy, low braking energy recovery capability, long gear shifting time, large gear shifting impact and the like generally exist.
SUMMERY OF THE UTILITY MODEL
The utility model provides an among the prior art two motor power systems have the technical problem such as the gear shift is long, the gear shift strikes greatly, provide a two motor power system and electric automobile.
In view of the above problems, an embodiment of the present invention provides a dual-motor power system, which includes a first motor, a second motor, a differential and a transmission; the transmission includes a first input shaft, a second input shaft, and a controllable torque-transmitting device connected to the first input shaft; the transmission is connected with the automobile wheels through the differential mechanism;
a drive shaft of the first electric machine is connected with the first input shaft, and the first electric machine outputs a first torque through the controllable torque-transmitting device in a neutral gear, a first gear transmission ratio or a second gear transmission ratio; the driving shaft of the second motor is connected with the second input shaft, and the second motor outputs a second torque at a third gear transmission ratio; the first gear transmission ratio is larger than the second gear transmission ratio, and the ratio of the first gear transmission ratio to the second gear transmission ratio is smaller than or equal to a preset ratio.
Optionally, the transmission further comprises a countershaft, a first gear, a second gear, a third gear, a fourth gear, a fifth gear, and a sixth gear; the differential includes a sixth gear meshed with the fifth gear; the first gear is meshed with the second gear, the third gear is meshed with the fourth gear, and the fifth gear is meshed with the sixth gear;
the first gear is sleeved on the first input shaft, and the second gear, the fourth gear and the fifth gear are all connected to the intermediate shaft.
Optionally, the controllable torque transmitting device comprises a first joint, a second joint and a third joint; the first joint is located between the second joint and the third joint; the first coupling portion is mounted on the first input shaft; the second combining part is fixedly connected to the first gear; the third combining part is fixedly connected to the third gear.
Optionally, the second input shaft is sleeved on the first input shaft, and the third gear is fixedly connected to the second input shaft.
Optionally, the third gear is sleeved on the first input shaft; the transmission further includes a seventh gear fixedly connected to the second input shaft and in meshing engagement with the second gear.
Optionally, the third gear is sleeved on the first input shaft; the transmission further includes an eighth gear fixedly connected to the second input shaft and meshed with the fourth gear.
Optionally, the transmission further comprises a one-way clutch connected to the first input shaft; the first gear is connected with the first input shaft through the one-way clutch; or
The second gear is connected with the first input shaft through the one-way clutch.
Optionally, the first and second electric machines are located on the same side of the transmission; or
The first and second electric machines are located on opposite sides of the transmission.
Optionally, the dual-motor power system further comprises a controller assembly, wherein the controller assembly comprises a first motor controller, a second motor controller, a gear shifting controller and a power system controller in communication connection with the first motor controller, the second motor controller and the gear shifting controller;
the first motor controller is connected with the first motor and is used for controlling the rotation of the first motor;
the second motor controller is connected with the second motor and is used for controlling the rotation of the second motor;
the gear shifting controller is connected with the controllable torque transmission device and is used for controlling the controllable torque transmission device to switch the gear of the first motor outputting the first torque.
Optionally, the half-shafts of the differential pass through the centre of the stator of the second electrical machine.
The utility model discloses in, first motor exports first moment with first gear drive ratio or second gear drive ratio, and the second motor exports the second moment of torsion with third gear drive ratio simultaneously, and then this two motor power systems have integrateed the first moment of torsion of first motor output and the second moment of torsion of second motor output, have promoted this two motor power systems's dynamic property. In addition, the first gear transmission ratio is larger than the second gear transmission ratio, the third gear transmission ratio is equal to the second gear transmission ratio, and the ratio between the first gear transmission ratio and the second gear transmission ratio is smaller than or equal to a preset ratio (such as 4, 2.5 and the like), so that the unit switching of the first motor of the automobile in a full-speed range is ensured, the gear shifting time is shortened, the impact in the gear shifting process is reduced, meanwhile, the integration level of the dual-motor power system is high, and the installation space is saved.
The embodiment of the utility model provides an electric automobile, a serial communication port, include two motor power systems.
Drawings
The present invention will be further explained with reference to the drawings and examples.
Fig. 1 is a schematic structural diagram of a dual-motor power system according to a first embodiment of the present invention;
fig. 2 is a schematic structural diagram of a dual-motor power system according to a second embodiment of the present invention;
fig. 3 is a schematic structural diagram of a dual-motor power system according to a third embodiment of the present invention; (ii) a
Fig. 4 is a schematic structural diagram of a dual-motor power system according to a fourth embodiment of the present invention;
fig. 5 is a schematic structural diagram of a dual-motor power system according to a fifth embodiment of the present invention;
fig. 6 is a schematic structural diagram of a dual-motor power system according to a sixth embodiment of the present invention;
fig. 7 is a schematic structural diagram of a dual-motor power system according to a sixth embodiment of the present invention;
fig. 8 is a schematic structural diagram of a dual-motor power system according to an eighth embodiment of the present invention;
fig. 9 is a schematic structural diagram of a dual-motor power system according to a ninth embodiment of the present invention;
fig. 10 is a schematic structural diagram of a dual-motor power system according to a tenth embodiment of the present invention;
fig. 11 is a schematic structural diagram of a dual-motor power system according to an eleventh embodiment of the present invention;
fig. 12 is a schematic structural diagram of a dual-motor power system according to a twelfth embodiment of the present invention;
fig. 13 is a schematic structural diagram of a dual-motor power system according to a thirteenth embodiment of the present invention;
fig. 14 is a schematic structural diagram of a dual-motor power system according to a fourteenth embodiment of the present invention.
The reference numerals in the specification are as follows:
1. a transmission; 11. a first input shaft; 12. a second input shaft; 13. a controllable torque transfer device; 131. A first coupling portion; 132. a second joint part; 133. a third joint part; 14. an intermediate shaft; 15. a first gear; 16. a second gear; 17. a third gear; 18. a fourth gear; 19. a fifth gear; 100. a sixth gear; 101. a seventh gear; 102. an eighth gear; 103. a one-way clutch; 2. a first motor; 3. A second motor; 4. a differential mechanism; 5. a vehicle wheel.
Detailed Description
In order to make the technical problem, technical solution and advantageous effects solved by the present invention more clearly understood, the following description is given in conjunction with the accompanying drawings and embodiments to illustrate the present invention in further detail. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the invention.
It is to be understood that the terms "upper", "lower", "left", "right", "front", "rear", "middle", and the like, indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are merely for convenience in describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed in a particular orientation, and be operated, and thus, should not be construed as limiting the present invention.
As shown in fig. 1 to 14, an embodiment of the present invention provides a dual-motor power system, which includes a first motor 2, a second motor 3, a differential 4 and a transmission 1; the transmission 1 comprises a first input shaft 11, a second input shaft 12 and a controllable torque transfer device 13 connected to the first input shaft 11; the transmission 1 is connected with automobile wheels 5 through the differential 4; it can be understood that the first electric machine 2 and the second electric machine 3 can transmit respective power to the differential 4 through the differential 4, and then transmit the power to the vehicle wheels 5 through the differential 4, thereby improving the dynamic performance of the dual-motor power system.
The drive shaft of the first electrical machine 2 is connected to the first input shaft 11 and the first electrical machine 2 outputs a first torque via the controllable torque transfer device 13 in neutral, first gear transmission ratio or in second gear transmission ratio; the driving shaft of the second electric machine 3 is connected with the second input shaft 12, and the second electric machine 3 outputs a second torque at a third gear transmission ratio; the first gear transmission ratio is greater than the second gear transmission ratio, and the ratio of the first gear transmission ratio to the second gear transmission ratio is smaller than or equal to a preset ratio; it will be understood that the first electric machine 2 can transmit the first power to the vehicle wheels 5 through the first gear ratio or the second gear ratio, whereas the second electric machine 3 can transmit the second power to the vehicle wheels 5 only in the third gear ratio. It should be noted that the first gear transmission ratio and the second gear transmission ratio are both the ratio of the first rotation speed output by the first electric machine 2 to the second rotation speed after the first rotation speed is transmitted to the differential 4 through the transmission 1; and the third gear ratio is a ratio of a third rotation speed output by the second electric machine 3 to a fourth rotation speed after the third rotation speed is transmitted to the differential 4 through the transmission 1. And the first gear transmission ratio and the second gear transmission ratio are two transmission ratios of one larger transmission ratio and one smaller transmission ratio, and the preset ratio is larger than 1.
Preferably, the ratio is also in the range of 4 to 1.
Receiving a gear shifting command containing a target gear, reducing a first torque output by the first motor 2 and synchronously increasing a second torque output by the second motor 3 when the real-time detection that the automobile speed reaches a first preset speed is carried out so as to ensure that the wheel end torque of the automobile wheel 5 is kept unchanged; it is to be understood that the first preset speed is a vehicle speed determined according to a vehicle running state or the like; in the process, the controllable torque transmission device 13 controls the first motor 2 to output a first torque to the vehicle wheels 5 at the current gear, the first torque output by the first motor 2 gradually decreases, the second torque output by the second motor 3 gradually increases synchronously, and the torque of the vehicle wheels 5 is ensured to be unchanged through the ratio of the first torque to the second torque.
When the first torque output by the first motor 2 is reduced to zero and the actual vehicle speed reaches a second preset vehicle speed, the dual-motor control system is enabled to enter a gear shifting process, and the first motor 2 is controlled to be switched to a neutral position through the controllable torque transmission device 13; it will be appreciated that when the controllable torque transfer device 13 controls the first electric machine 2 to shift to neutral without shifting to the target gear, the second torque output by the second electric machine 3 is equal to the first torque of the first electric machine 2 before shifting and remains unchanged, thereby maintaining the torque of the vehicle wheels 5 at a constant value. In the process, the actual speed of the automobile changes, and the second preset speed is set according to the actual gear shifting requirement.
Acquiring a preset target rotating speed associated with the target gear, and after the neutral gear switching of the first motor 2 is completed, adjusting the rotating speed output by the first motor 2 until the absolute speed difference between the real-time rotating speed of the first motor 2 and the preset target rotating speed is within a preset threshold range, and controlling the first motor 2 to switch to the target gear through the controllable torque transmission device 13; it will be appreciated that the controllable torque transfer device 13 controls the first electric machine 2 to switch to a target gear, including from first gear to second gear or from second gear to first gear. The preset threshold is a vehicle speed value set according to an actual requirement inside the vehicle controller, for example, when the preset threshold is 50rpm and an absolute value of a difference between a real-time rotation speed of the first electric machine 2 and the preset target rotation speed is less than or equal to 50rpm, the controllable torque transfer device 13 controls the first electric machine 2 to switch from the neutral gear to the target gear, and understandably, the preset threshold may be set according to the actual requirement.
The method comprises the steps of obtaining vehicle using parameters of an automobile, adjusting a first torque output by a first motor 2 to a first target torque (adjusting the first torque at a reasonable adjusting rate by the first motor 2) according to the vehicle using parameters, and adjusting a second torque output by a second motor 3 to a second target torque (adjusting the second torque at a reasonable adjusting rate by the second motor 3) at the same time to prompt completion of gear shifting. It is understood that after the controllable torque transmission device 13 controls the first electric machine 2 to shift to the target gear, the torques output by the first electric machine 2 and the second electric machine 3 can be transmitted to the vehicle wheels 5 through the transmission 1 and the differential 4.
The utility model discloses in, first motor 2 exports first moment with first gear drive ratio or second gear drive ratio, and second motor 3 exports the second moment of torsion with third gear drive ratio simultaneously, and then this two motor power systems have been integrated the first moment of torsion of first motor 2 output and the second moment of torsion of second motor 3 output has promoted this two motor power systems's dynamic property. In addition, the first gear transmission ratio is larger than the second gear transmission ratio, the third gear transmission ratio is equal to the second gear transmission ratio, and the ratio between the first gear transmission ratio and the second gear transmission ratio is smaller than or equal to a preset ratio (such as 4, 2.5 and the like), so that gear switching of the first motor 2 of the automobile in a full speed range is ensured, gear shifting time is shortened, impact in a gear shifting process is reduced, meanwhile, the integration level of the dual-motor power system is high, and the installation space is saved.
In an embodiment, as shown in fig. 1 to 14, the transmission 1 further comprises an intermediate shaft 14, a first gear 15, a second gear 16, a third gear 17, a fourth gear 18, a fifth gear 19, and a sixth gear 100; the differential 4 comprises a sixth gear 100 meshing with the fifth gear 19; the first gear 15 is meshed with the second gear 16, the third gear 17 is meshed with the fourth gear 18, and the fifth gear 19 is meshed with the sixth gear 100; as can be appreciated, the transmission 1 has a high degree of integration, reducing its installation space.
The first gear 15 is sleeved on the first input shaft 11, and the second gear 16, the fourth gear 18 and the fifth gear 19 are all connected to the intermediate shaft 14. It can be understood that, through the design and the meshing relationship of the gears in the transmission 1, the transmission 1 can transmit the rotation speed, the torque and the like output by the first electric machine 2 and the second electric machine 3 to the differential 4, and then transmit the rotation speed, the torque and the like to the vehicle wheels 5 through the differential 4, thereby realizing the normal running of the electric vehicle.
Preferably, the second input shaft 12 is sleeved on the first input shaft 11, so that the integration level of the transmission 1 is further improved, and the installation space of the transmission is reduced.
In the embodiment shown in fig. 1, the second input shaft 12 is sleeved on the first input shaft 11, and the third gear 17 is fixedly connected to the second input shaft 12. The dual-power transmission system in this state comprises the following three transmission routes:
(1) when the first combining part 131 is in the middle position, that is, the first combining part 131 is not combined with the second combining part 132 and the third combining part 133, the first torque output by the first motor 2 is controlled to be zero. At this time, the power of the second motor 3 is transmitted to the vehicle wheels 5 via the second input shaft 12, the third gear 17, the fourth gear 18, the intermediate shaft 14, the fifth gear 19, the sixth gear 100, and the differential 4 in this order.
(2) When the first combining part 131 is combined with the second combining part 132, the second electric machine 3 still transmits the second torque to the vehicle wheel 5 through the transmission path; and controls the first electric machine 2 to output the first torque at a first gear transmission ratio; the power of the first motor 2 passes through the first input shaft 11, the first coupling portion 131, the second coupling portion 132, the first gear 15, the second gear 16, the intermediate shaft 14, the fifth gear 19, the sixth gear 100, and the differential 4 in this order to transmit the first torque to the vehicle wheels 5.
(3) When the first combining part 131 is combined with the second combining part 132, the second electric machine 3 still transmits the second torque to the vehicle wheel 5 through the transmission path; and controls the first electric machine 2 to output the first torque at a second gear transmission ratio; the power of the first electric motor 2 passes through the first input shaft 11, the first coupling portion 131, the third coupling portion 133, the third gear 17, the fourth gear 18, the intermediate shaft 14, the fifth gear 19, the sixth gear 100, and the differential 4 in this order to transmit the first torque to the vehicle wheels 5.
In an embodiment, as shown in fig. 2 and 4, the first input shaft 11 and the second input shaft 12 are arranged in parallel, and the third gear 17 is sleeved on the first input shaft 11; the transmission 1 further comprises a seventh gear 101 fixedly connected to the second input shaft 12 and meshing with the second gear 16. The dual-power transmission system in this state comprises the following three transmission routes:
(1) when the first combining part 131 is in the middle position, that is, the first combining part 131 is not combined with the second combining part 132 and the third combining part 133, the first torque output by the first motor 2 is controlled to be zero. At this time, the second electric machine 3 outputs a second torque at a third gear ratio, and specifically, the second electric machine 3 sequentially passes through the second input shaft 12, the seventh gear 101, the second gear 16, the intermediate shaft 14, the fifth gear 19, the sixth gear 100, and the differential 4 to transmit the second torque to the vehicle wheels 5.
(2) When the first combining part 131 is combined with the second combining part 132, the second electric machine 3 still transmits the second torque to the vehicle wheel 5 through the transmission path; and controls the first motor 2 to output the second power with a first gear transmission ratio; the power of the first motor 2 passes through the first input shaft 11, the first coupling portion 131, the second coupling portion 132, the first gear 15, the second gear 16, the intermediate shaft 14, the fifth gear 19, the sixth gear 100, and the differential 4 in this order to transmit the first torque to the vehicle wheels 5.
(3) When the first combining part 131 is combined with the second combining part 132, the second gear 16 still transmits the second torque to the vehicle wheel 5 in the transmission path; and controls the first motor 2 to output the first power with a second gear transmission ratio; the first motor 2 transmits the second power to the vehicle wheels 5 via the first input shaft 11, the first coupling portion 131, the third coupling portion 133, the third gear 17, the fourth gear 18, the intermediate shaft 14, the fifth gear 19, the sixth gear 100, and the differential 4 in this order.
In the embodiment shown in fig. 1, 2 and 4, the first motor 2 and the second motor 3 are located on the same side of the transmission 1, so that the axial size of the dual-motor power system is reduced, and the dual-motor power system is convenient to arrange on an automobile. It should be noted that, compared with the embodiment shown in fig. 2, the embodiment shown in fig. 4 further reduces the envelope size of the dual-motor power system, which is convenient for the arrangement of the whole vehicle.
In the embodiment shown in fig. 3 and 5, the first input shaft 11 and the second input shaft 12 are arranged in parallel, and the third gear 17 is sleeved on the first input shaft 11; the transmission 1 further comprises an eighth gear wheel 102 fixedly connected to the second input shaft 12 and in mesh with the fourth gear wheel 18. The dual-power transmission system in this state comprises the following three transmission routes:
(1) when the first combining part 131 is in the middle position, that is, the first combining part 131 is not combined with the second combining part 132 and the third combining part 133, the first torque output by the first motor 2 is controlled to be zero. At this time, the power of the second motor 3 is transmitted to the vehicle wheels 5 through the second input shaft 12, the eighth gear 102, the fourth gear 18, the intermediate shaft 14, the fifth gear 19, the sixth gear 100, and the differential 4 in this order.
(2) When the first combining part 131 is combined with the second combining part 132, the second gear 16 still transmits the second torque to the vehicle wheel 5 in the transmission path; and controls the first electric machine 2 to output the first torque at a first gear transmission ratio; and the first electric machine 2 transmits the first torque to the vehicle wheels 5 through the first input shaft 11, the first coupling portion 131, the second coupling portion 132, the first gear 15, the second gear 16, the intermediate shaft 14, the fifth gear 19, the sixth gear 100, and the differential 4.
(3) When the first combining part 131 is combined with the second combining part 132, the second electric machine 3 still transmits the second torque to the vehicle wheel 5 through the transmission path; and controls the first motor 2 to output the first power with a second gear transmission ratio; the first motor 2 transmits the first torque to the vehicle wheels 5 via the first input shaft 11, the first coupling portion 131, the third coupling portion 133, the third gear 17, the fourth gear 18, the intermediate shaft 14, the fifth gear 19, the sixth gear 100, and the differential 4 in this order.
In the embodiment shown in fig. 1 to 5, the resistance torque that rises when the vehicle wheel 5 brakes may drive the first electric machine 2 or the second electric machine 3 to generate electricity through the differential 4 and the transmission 1, and then the first electric machine 2 and the second electric machine 3 may collect energy that is generated when the vehicle brakes. The event the utility model provides a two motor power systems have improved car braking energy and the recovery ability, have increaseed the economic nature of car and have reduced the noise of car under the high-speed interval.
In the embodiment shown in fig. 6, a one-way clutch 103 is further installed on the basis of the embodiment shown in fig. 1, that is, the transmission 1 further includes the one-way clutch 103 connected to the first input shaft 11; the first gear 15 is connected with the first input shaft 11 through the one-way clutch 103; namely, the one-way clutch 103 is installed on the side of large transmission ratio; in this state, the first torque output by the first motor 2 and the second torque output by the second motor 3 are the same as those of the embodiment shown in fig. 1, and are not described herein again.
In the embodiment shown in fig. 7, a one-way clutch 103 is further installed on the basis of the embodiment shown in fig. 2, that is, the transmission 1 further includes a one-way clutch 103 connected to the first input shaft 11; the first gear 15 is connected with the first input shaft 11 through the one-way clutch 103; in this state, the first torque output by the first motor 2 and the second torque output by the second motor 3 are the same as those of the embodiment shown in fig. 2, and are not described herein again.
In the embodiment shown in fig. 8, a one-way clutch 103 is further installed on the basis of the embodiment shown in fig. 2, that is, the transmission 1 further includes a one-way clutch 103 connected to the first input shaft 11; the third gear 17 is connected to the first input shaft 11 through the one-way clutch 103; in this state, the first torque output by the first motor 2 and the second torque output by the second motor 3 are the same as those of the embodiment shown in fig. 2, and are not described herein again.
In the embodiment shown in fig. 9, a one-way clutch 103 is further installed on the basis of the embodiment shown in fig. 3, that is, the transmission 1 further includes the one-way clutch 103 connected to the first input shaft 11; the first gear 15 is connected with the first input shaft 11 through the one-way clutch 103; in this state, the first torque output by the first motor 2 and the second torque output by the second motor 3 are the same as those of the embodiment shown in fig. 3, and are not described herein again.
In the embodiment shown in fig. 10, a one-way clutch 103 is further installed on the basis of the embodiment shown in fig. 3, that is, the transmission 1 further includes a one-way clutch 103 connected to the first input shaft 11; the third gear 17 is connected to the first input shaft 11 through the one-way clutch 103; in this state, the first torque output by the first motor 2 and the second torque output by the second motor 3 are the same as those of the embodiment shown in fig. 3, and are not described herein again.
In the embodiment shown in fig. 11, a one-way clutch 103 is further installed on the basis of the embodiment shown in fig. 4, that is, the transmission 1 further includes a one-way clutch 103 connected to the first input shaft 11; the first gear 15 is connected with the first input shaft 11 through the one-way clutch 103; in this state, the first torque output by the first motor 2 and the second torque output by the second motor 3 are the same as those of the embodiment shown in fig. 4, and are not described herein again.
In the embodiment shown in fig. 12, a one-way clutch 103 is further installed on the basis of the embodiment shown in fig. 4, that is, the transmission 1 further includes the one-way clutch 103 connected to the first input shaft 11; the third gear 17 is connected to the first input shaft 11 through the one-way clutch 103; in this state, the first torque output by the first motor 2 and the second torque output by the second motor 3 are the same as those of the embodiment shown in fig. 4, and are not described herein again.
In the embodiment shown in fig. 13, a one-way clutch 103 is further installed on the basis of the embodiment shown in fig. 5, that is, the transmission 1 further includes a one-way clutch 103 connected to the first input shaft 11; the first gear 15 is connected with the first input shaft 11 through the one-way clutch 103; in this state, the first torque output by the first motor 2 and the second torque output by the second motor 3 are the same as those of the embodiment shown in fig. 5, and are not described herein again.
In the embodiment shown in fig. 14, a one-way clutch 103 is further installed on the basis of the embodiment shown in fig. 5, that is, the transmission 1 further includes a one-way clutch 103 connected to the first input shaft 11; the third gear 17 is connected to the first input shaft 11 through the one-way clutch 103; in this state, the first torque output by the first motor 2 and the second torque output by the second motor 3 are the same as those of the embodiment shown in fig. 5, and are not described herein again.
In the embodiment shown in fig. 2 to 8 and 10 to 14, one more gear (i.e., the seventh gear 101 or the eighth gear 102) is added in the transmission 1, and at this time, the second motor 3 has an independent speed ratio optimization space, so that the dual-motor power system can better achieve both the power performance and the economy.
In the embodiment shown in fig. 6 to 14, by the design of the one-way clutch 103, the reverse torques of the first electric machine 2 and the second electric machine 3 (i.e. the torques generated by the first electric machine 2 and the second electric machine 3 when the automobile brakes) cannot be transmitted to the automobile wheel 5 through the one-way clutch 103, and in addition, the drag torque generated when the automobile wheel 5 brakes cannot drive the first electric machine 2 or the second electric machine 3 to rotate through the one-way clutch 103; therefore, the design of the one-way clutch 103 reduces the drag resistance of the automobile during normal running, further reduces the power output by the first motor 2 and the second motor 3, improves the economy of the dual-motor power system, has high integration level, and saves the installation space.
In one embodiment, as shown in fig. 1, 2, 4, 6, 7, 8, 11 and 12, the first electric machine 2 and the second electric machine 3 are located on the same side of the transmission 1.
In one embodiment, as shown in fig. 3, 5, 9, 10, 13 and 14, the first electric machine 2 and the second electric machine 3 are located on opposite sides of the transmission 1. Understandably, the first motor 2 and the second motor 3 which are arranged on the same side further enhance the compactness of the dual-motor power system and save the installation space on the automobile.
Further, in the embodiment shown in fig. 6, 7, 9, 11 and 13, the speed ratio of the first gear 15 and the second gear 16 is greater than the speed ratio of the third gear 17 and the fourth gear 18, so as to connect the one-way clutch 103 to the first input shaft 11 and to connect the first gear 15; in the embodiment shown in fig. 8, 10, 12 and 14, the speed ratio of the first gear 15 and the second gear 16 is smaller than the speed ratio of the third gear 17 and the fourth gear 18, so that the one-way clutch 103 is connected to the first input shaft 11 and is used for connecting the second gear 16; the arrangement of the one-way clutch 103 on the gear pair side having a large speed ratio facilitates the rapid and smooth intervention of the first torque output from the first electric machine 2.
In one embodiment, the dual-motor power system further comprises a controller assembly, wherein the controller assembly comprises a first motor 2 controller, a second motor 3 controller, a gear shifting controller and a power system controller which is in communication connection with the first motor 2 controller, the second motor controller and the gear shifting controller;
the first motor 2 controller is connected with the first motor 2 and is used for controlling the rotation of the first motor 2;
the second motor controller is connected with the second motor 3 and is used for controlling the rotation of the second motor 3;
the shift controller is connected to the controllable torque transfer device 13 and is adapted to control the controllable torque transfer device 13 to switch the gear in which the first electric machine 2 outputs the first torque. It is understood that the first motor controller is used for controlling the first motor 2 to output the first torque, etc., the second motor 3 is used for controlling the second motor 3 to output the second torque, etc., and the shift controller is used for controlling the shift action of the controllable torque transmission device 13, etc., i.e., controlling the first combining part 131 to be combined with the second combining part 132, or the first combining part 131 to be combined with the third combining part 133, or the first combining part 131 to be combined with the second combining part 132 and the third combining part 133; the powertrain controller may be a separate controller communicatively coupled to the vehicle controller, or may be a module of the vehicle controller; the power system controller can receive various commands sent by a vehicle to control the first motor controller, the second motor controller and the gear shifting controller to complete corresponding actions.
The utility model discloses in, through the design of controller subassembly has promoted the feasibility of this two motor power system's gear shift action. An embodiment of the utility model also provides an electric automobile, a serial communication port, including foretell two motor power systems.
In the embodiment shown in fig. 4, 5 and 11 to 14, the half-shaft 41 of the differential 4 passes through the center of the stator of the second electric machine 3. As can be appreciated, the half shaft of the differential 41 passes through the center of the stator of the second electric machine 2, further reducing the installation space of the dual-motor power system on the automobile.
The above description is only exemplary of the present invention and should not be construed as limiting the present invention, and any modifications, equivalents and improvements made within the spirit and principles of the present invention are intended to be included within the scope of the present invention.
Claims (11)
1. A dual-motor power system is characterized by comprising a first motor, a second motor, a differential and a transmission; the transmission includes a first input shaft, a second input shaft, and a controllable torque-transmitting device connected to the first input shaft; the transmission is connected with the automobile wheels through the differential mechanism;
a drive shaft of the first electric machine is connected with the first input shaft, and the first electric machine outputs a first torque through the controllable torque-transmitting device in a neutral gear, a first gear transmission ratio or a second gear transmission ratio; the driving shaft of the second motor is connected with the second input shaft, and the second motor outputs a second torque at a third gear transmission ratio; the first gear transmission ratio is larger than the second gear transmission ratio, and the ratio of the first gear transmission ratio to the second gear transmission ratio is smaller than or equal to a preset ratio.
2. The dual-motor power system as defined in claim 1, wherein the transmission further comprises a countershaft, a first gear, a second gear, a third gear, a fourth gear, a fifth gear, and a sixth gear; the differential includes a sixth gear meshed with the fifth gear; the first gear is meshed with the second gear, the third gear is meshed with the fourth gear, and the fifth gear is meshed with the sixth gear;
the first gear is sleeved on the first input shaft, and the second gear, the fourth gear and the fifth gear are all connected to the intermediate shaft.
3. The dual motor power system as defined in claim 2, wherein the controllable torque transfer device includes a first coupling portion, a second coupling portion, and a third coupling portion; the first joint is located between the second joint and the third joint; the first coupling portion is mounted on the first input shaft; the second combining part is fixedly connected to the first gear; the third combining part is fixedly connected to the third gear.
4. The dual-motor power system as recited in claim 3, wherein the second input shaft is journaled on the first input shaft, and the third gear is fixedly coupled to the second input shaft.
5. The dual motor power system as in claim 3, wherein the third gear is sleeved on the first input shaft; the transmission further includes a seventh gear fixedly connected to the second input shaft and in meshing engagement with the second gear.
6. The dual motor power system as in claim 3, wherein the third gear is sleeved on the first input shaft; the transmission further includes an eighth gear fixedly connected to the second input shaft and meshed with the fourth gear.
7. The dual motor power system as defined in claim 3, wherein the transmission further comprises a one-way clutch connected to the first input shaft; the first gear is connected with the first input shaft through the one-way clutch; or
The second gear is connected with the first input shaft through the one-way clutch.
8. The dual-motor power system as recited in claim 3, wherein the first motor and the second motor are located on the same side of the transmission; or
The first and second electric machines are located on opposite sides of the transmission.
9. The dual-motor power system as defined in claim 1, further comprising a controller assembly, the controller assembly comprising a first motor controller, a second motor controller, a shift controller, and a power system controller in communicative connection with the first motor controller, the second motor controller, and the shift controller;
the first motor controller is connected with the first motor and is used for controlling the rotation of the first motor;
the second motor controller is connected with the second motor and is used for controlling the rotation of the second motor;
the gear shifting controller is connected with the controllable torque transmission device and is used for controlling the controllable torque transmission device to switch the gear of the first motor outputting the first torque.
10. The dual motor power system as defined in claim 1, wherein the half shaft of the differential passes through a center of a stator of the second motor.
11. An electric vehicle characterized by comprising the dual-motor power system of any one of claims 1 to 10.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202021637300.8U CN212685215U (en) | 2020-08-07 | 2020-08-07 | Dual-motor power system and electric automobile |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202021637300.8U CN212685215U (en) | 2020-08-07 | 2020-08-07 | Dual-motor power system and electric automobile |
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| CN212685215U true CN212685215U (en) | 2021-03-12 |
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Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113335043A (en) * | 2021-07-22 | 2021-09-03 | 中国第一汽车股份有限公司 | Power system and control method of electric automobile and electric automobile |
| CN113335044A (en) * | 2021-07-22 | 2021-09-03 | 中国第一汽车股份有限公司 | Power system of electric automobile with double transmissions and control method thereof |
| CN114312270A (en) * | 2022-02-14 | 2022-04-12 | 北京理工华创电动车技术有限公司 | Dual-motor coupling driving system and control method thereof |
| WO2023284667A1 (en) * | 2021-07-13 | 2023-01-19 | 中国第一汽车股份有限公司 | Electric drive assembly and electric vehicle |
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2020
- 2020-08-07 CN CN202021637300.8U patent/CN212685215U/en active Active
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2023284667A1 (en) * | 2021-07-13 | 2023-01-19 | 中国第一汽车股份有限公司 | Electric drive assembly and electric vehicle |
| CN113335043A (en) * | 2021-07-22 | 2021-09-03 | 中国第一汽车股份有限公司 | Power system and control method of electric automobile and electric automobile |
| CN113335044A (en) * | 2021-07-22 | 2021-09-03 | 中国第一汽车股份有限公司 | Power system of electric automobile with double transmissions and control method thereof |
| CN114312270A (en) * | 2022-02-14 | 2022-04-12 | 北京理工华创电动车技术有限公司 | Dual-motor coupling driving system and control method thereof |
| WO2023151344A1 (en) * | 2022-02-14 | 2023-08-17 | 北京理工华创电动车技术有限公司 | Dual-motor coupling driving system and control method therefor |
| CN114312270B (en) * | 2022-02-14 | 2024-03-01 | 北京理工华创电动车技术有限公司 | Dual-motor coupling driving system and control method thereof |
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