CN213734567U - Double-motor power assembly - Google Patents
Double-motor power assembly Download PDFInfo
- Publication number
- CN213734567U CN213734567U CN202022425375.6U CN202022425375U CN213734567U CN 213734567 U CN213734567 U CN 213734567U CN 202022425375 U CN202022425375 U CN 202022425375U CN 213734567 U CN213734567 U CN 213734567U
- Authority
- CN
- China
- Prior art keywords
- gear
- motor
- fixedly connected
- input shaft
- ring
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
- 230000005540 biological transmission Effects 0.000 claims abstract description 70
- 230000009977 dual effect Effects 0.000 claims abstract description 5
- 230000008878 coupling Effects 0.000 claims description 63
- 238000010168 coupling process Methods 0.000 claims description 63
- 238000005859 coupling reaction Methods 0.000 claims description 63
- 230000007246 mechanism Effects 0.000 claims description 2
- 230000007935 neutral effect Effects 0.000 description 25
- 238000000034 method Methods 0.000 description 17
- 230000008569 process Effects 0.000 description 7
- 238000010586 diagram Methods 0.000 description 5
- 230000009471 action Effects 0.000 description 2
- 230000008859 change Effects 0.000 description 2
- 230000003247 decreasing effect Effects 0.000 description 2
- 230000009347 mechanical transmission Effects 0.000 description 2
- 238000004891 communication Methods 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 238000005457 optimization Methods 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
- 230000001360 synchronised effect Effects 0.000 description 1
Images
Landscapes
- Structure Of Transmissions (AREA)
Abstract
A dual motor power assembly comprising: the power transmission device comprises a first motor, a second motor, a combined gear ring, a joint sleeve and a control device, wherein the combined gear ring comprises a first combined gear ring and a second combined gear ring, one of the first motor and the second motor can transmit power to the first combined gear ring and the second combined gear ring, when one of the first motor and the second motor rotates, the first combined gear ring and the second combined gear ring rotate along with one of the first motor and the second motor, the other of the first motor and the second motor can transmit power to the joint sleeve, the control device is used for adjusting the rotating speed and the rotating angle of one of the engaging sleeve and the combining gear ring according to the rotating speed and the rotating angle of the other one of the engaging sleeve and the combining gear ring, and when the rotating speeds and the rotating angles of the two parts are consistent, the engaging sleeve is controlled to move towards the first combined gear ring or the second combined gear ring.
Description
Technical Field
The utility model relates to an automobile power transmission technical field especially relates to a bi-motor power assembly.
Background
At present, the pure electric vehicle develops towards two-gear or multi-gear to meet low-speed power and high-speed economy. The transmission part mostly adopts an Automatic Mechanical Transmission (AMT), but the defects of power interruption, poor driving feeling and the like exist in the gear shifting process, and the double-motor AMT scheme is developed to solve the problems.
In a traditional dual-motor pure electric gearbox adopting an Automatic Mechanical Transmission (AMT), a synchronizer is adopted to ensure that a combination sleeve is not in contact with a target gear ring before synchronization, so that inter-tooth impact is avoided. However, such a structure is complicated, which results in high manufacturing and use costs, and the synchronizer is easily worn, further increasing maintenance costs. Meanwhile, the synchronizer is long in gear shifting time and has impact, and driving experience is affected.
The foregoing description is provided for general background information and is not admitted to be prior art.
SUMMERY OF THE UTILITY MODEL
An object of the utility model is to provide a bi-motor power assembly can utilize still less part cooperation control module to realize that the short time does not have the impact and shifts.
An object of the utility model is to provide a bi-motor power assembly, include: a first motor, a second motor, a coupling ring gear, a joint sleeve, and a control device, the coupling ring gear including a first coupling ring gear and a second coupling ring gear, one of the first motor and the second motor being capable of power transmission to the first coupling ring gear and the second coupling ring gear, the first coupling ring gear and the second coupling ring gear rotating with the one of the first motor and the second motor when the one of the first motor and the second motor rotates, the other of the first motor and the second motor being capable of power transmission to the joint sleeve, the joint sleeve rotating with the other of the first motor and the second motor when the other of the first motor and the second motor rotates, the control device adjusting the rotation speed and rotation angle of the other of the joint sleeve and the coupling ring gear according to the rotation speed and rotation angle of the one of the joint sleeve and the coupling ring gear, and the control device And a rotational speed and a rotational angle, and when the rotational speed and the rotational angle match each other, the engaging sleeve is controlled to move to the first engaging ring gear or the second engaging ring gear.
Further, still include: the first motor is connected with the first input shaft, the joint sleeve is mounted on the first input shaft and can axially move, the first gear is freely sleeved on the first input shaft, the first joint gear ring is fixedly connected with the first gear, and the first gear is meshed with the second gear; the second motor is connected with the second input shaft, the third gear is fixedly connected with the second input shaft, the second combination gear ring is fixedly connected with the third gear, and the third gear is meshed with the fourth gear.
Further, still include: the fourth gear is fixedly connected with the transmission shaft, and the second gear and the fifth gear are fixedly connected on the transmission shaft; the fifth gear is meshed with the sixth gear; and the sixth gear is fixedly connected to the differential.
Further, the first motor is fixedly connected with the first input shaft, the first gear is freely sleeved on the first input shaft, the first gear is meshed with the second gear, the first combined gear ring is fixedly connected with the first gear, the joint sleeve is connected with the first input shaft, and when the first motor rotates, the joint sleeve rotates along with the first input shaft; the second motor with second input shaft fixed connection, the third gear with second input shaft fixed connection, just the third gear with fourth gear engagement, second combination ring gear with third gear fixed connection, the second gear with the fourth gear passes through transmission shaft fixed connection, the fifth gear is fixed in on the transmission shaft, be located the second gear with between the fourth gear, the sixth gear with fifth gear engagement, differential mechanism connect in between fourth gear and the wheel, work as when the second motor rotates, first combination ring gear with second combination ring gear is in rotate under the drive of second motor.
Further, still include: the first motor is connected with the first input shaft, the first gear and the seventh gear are fixedly connected to the first input shaft, the first gear is meshed with the second gear, the seventh gear is meshed with the eighth gear, the second gear and the eighth gear are sleeved on the transmission shaft in a hollow mode, the first combination gear ring is fixedly connected with the second gear, and the second combination gear ring is fixedly connected with the eighth gear; the second motor is connected with the second input shaft, the third gear is fixedly connected to the second input shaft, the third gear is meshed with the fourth gear, and the fourth gear is fixedly connected to the transmission shaft.
Further, still include: the fifth gear and the joint sleeve are fixedly connected to the transmission shaft, the joint sleeve can axially move on the transmission shaft, the fifth gear is meshed with the sixth gear, and the sixth gear is fixedly connected to the differential.
Further, the first motor is fixedly connected with the first input shaft, the first gear and the seventh gear are fixed on the first input shaft, the second gear and the eighth gear are respectively engaged with the first gear and the seventh gear, the second gear is sleeved on the transmission shaft in an empty manner, the joint sleeve can move in the axial direction of the transmission shaft, the first combination gear ring is positioned on the left side of the joint sleeve and is fixedly connected with the second gear, the eighth gear is sleeved on the transmission shaft in an empty manner, the second combination gear ring is positioned on the right side of the joint sleeve and is fixedly connected with the eighth gear, the second motor is fixedly connected with the second input shaft, the third gear is engaged with the fourth gear, and the fourth gear is fixed on the transmission shaft, and the sixth gear is meshed with the fifth gear, and the differential is connected between the fourth gear and wheels.
The utility model provides a bi-motor power assembly can utilize less part cooperation control module to realize that the short time is shifted and is not had the impact, and less part moreover for the loss greatly reduced of synchronous ware.
Drawings
Fig. 1 is a schematic structural view of a dual-motor power assembly according to a first embodiment of the present invention.
Fig. 2 is a power transmission route diagram of the first embodiment of the present invention in neutral.
Fig. 3 is a power transmission route diagram of the first embodiment of the present invention at first gear.
Fig. 4 is a power transmission route diagram at the second gear according to the first embodiment of the present invention.
Fig. 5 is a schematic structural view of a dual-motor power assembly according to a second embodiment of the present invention.
Fig. 6 is a system block diagram of the control device of the present invention.
Fig. 7 is a flowchart of a shift control method from neutral to first gear according to the present invention.
Fig. 8 is a flowchart of a shift control method from neutral to second gear according to the present invention.
A first electric machine 1; a first input shaft 2; a first gear 3; a second gear 4; a first combined ring gear 5; a coupling sleeve 6; a second coupling ring gear 7; a third gear 8; a fourth gear 9; a second input shaft 10; a second motor 11; a drive shaft 12; a fifth gear 13; a sixth gear 14; a differential 15; a seventh gear 16; eighth gear 17
Detailed Description
The following detailed description of the embodiments of the present invention is provided with reference to the accompanying drawings and examples. The following examples are intended to illustrate the invention, but are not intended to limit the scope of the invention.
The utility model provides a double-motor power assembly, which comprises a first motor 1, a second motor 11, a first combined gear ring 5, a second combined gear ring 7, a joint sleeve 6 and a control device, wherein one of the first motor 1 and the second motor 11 can transmit power to the first combined gear ring 5 and the second combined gear ring 7, and its power transmission to the first and second combined ring gears 5 and 7 is in a long-pass state, the other of the first and second electric machines 1 and 11 is capable of power transmission to the joint sleeve 6, and the power transmission to the engaging sleeve 6 is in a long-pass state, the control device is used for adjusting the rotating speed and the rotating angle of one of the first combined gear ring 5 and the second combined gear ring 7 according to the rotating speed and the rotating angle of the other one of the engaging sleeve 6 and the first combined gear ring, when the rotation speeds and the rotation angles of the two gears coincide, a shift command is sent to control the joint sleeve 6 to move towards the first combined gear ring 5 or the second combined gear ring 7.
The dual motor powertrain of the present invention is described below in terms of specific embodiments.
First embodiment
As shown in fig. 1, the structure schematic diagram of the dual-motor power assembly according to the first embodiment of the present invention is shown in fig. 1, and the dual-motor power assembly of this embodiment includes: a first electric machine 1, a first input shaft 2, a first gear 3, a second gear 4, a first combined ring gear 5, a second combined ring gear 7, a coupling sleeve 6, a third gear 8, a fourth gear 9, a second input shaft 10, a second electric machine 11, a propeller shaft 12, a fifth gear 13, a sixth gear 14, and a differential 15.
The first motor 1 is fixedly connected with the first input shaft 2, the first gear 3 is sleeved on the first input shaft 2 in a hollow mode, the first gear 3 is meshed with the second gear 4, the first combination gear ring 5 is fixedly connected with the first gear 3, the joint sleeve 6 is connected with the first input shaft 2, and when the first motor 1 rotates, the joint sleeve 6 rotates along with the first input shaft 2. The second motor 11 is fixedly connected with the second input shaft 10, the third gear 8 is meshed with the fourth gear 9, and the second combined gear ring 7 is fixedly connected with the third gear 8. The second gear 4 is fixedly connected with the fourth gear 9 through a transmission shaft 12, the fifth gear 13 is fixed on the transmission shaft 12 and is positioned between the second gear 4 and the fourth gear 9, the sixth gear 14 is meshed with the fifth gear 13, the differential 15 is connected between the fourth gear 9 and wheels, and when the second motor 11 rotates, the first combined gear ring 5 and the second combined gear ring 7 rotate under the driving of the second motor 11.
The dual-motor power assembly of the present embodiment controls the output path of the first motor 1 using the coupling sleeve 6: when the combination sleeve 6 is positioned at the middle position, the neutral position is adopted, and the first motor 1 does not output power; when the combination sleeve 6 is positioned at the left position, the first gear position is adopted, and the first motor 1 outputs power through a gear pair formed by the first gear 3 and the second gear 4; when the coupling sleeve 6 is in the right position, the second gear position is achieved, and the first motor 1 outputs power through a gear pair formed by the third gear 8 and the fourth gear 9.
For clarity, the operation modes of the dual-motor assembly of the present embodiment are shown in the following table, and as shown in table 1, the dual-motor assembly of the present embodiment has the following operation modes:
TABLE 1
| Mode(s) | First motor | Second electric machine | Combined sleeve |
| Neutral gear | Driven or idle | Drive the | Neutral position |
| First gear | Drive the | Drive the | Left position |
| Second gear | Drive the | Drive the | Right position |
As shown in fig. 2, when the first electric machine 1 is in neutral, the coupling sleeve 6 is in neutral position and is not coupled to the second coupling ring gear 7, and there is only one power transmission path: the power of the second motor 11 is transmitted to the wheels through the second input shaft 10, the third gear 8, the fourth gear 9, the transmission shaft 12, the fifth gear 13, the sixth gear 14 and the differential 15.
As shown in fig. 3, when the first electric machine 1 is in the first gear, the coupling sleeve 6 is in the left position and coupled to the first coupling ring gear 5, and there are two power transmission paths:
a first transmission path: the power of the first motor 1 is transmitted to the wheels through the first input shaft 2, the coupling sleeve 6, the first coupling ring gear 5, the first gear 3, the second gear 4, the transmission shaft 12, the fifth gear 13, the sixth gear 14 and the differential 15.
A second transmission path: the power of the second motor 11 is transmitted to the wheels through the second input shaft 10, the third gear 8, the fourth gear 9, the transmission shaft 12, the fifth gear 13, the sixth gear 14 and the differential 15.
As shown in fig. 4, when the vehicle is in the second gear, the coupling sleeve 6 is in the right position and coupled with the second coupling ring gear 7, and there are two power transmission paths:
a first transmission path: the power of the first motor 1 is transmitted to the wheels through the first input shaft 2, the coupling sleeve 6, the second coupling ring gear 7, the third gear 8, the fourth gear 9, the transmission shaft 12, the fifth gear 13, the sixth gear 14 and the differential 15.
A second transmission path: the power of the second motor 11 is transmitted to the wheels through the second input shaft 10, the third gear 8, the fourth gear 9, the transmission shaft 12, the fifth gear 13, the sixth gear 14 and the differential 15.
Second embodiment
Fig. 5 is a schematic structural view of a dual-motor power assembly according to a second embodiment of the present invention, and fig. 5 is a schematic structural view of the dual-motor power assembly according to the present embodiment, which includes: a first electric machine 1, a first input shaft 2, a first gear 3, a second gear 4, a first combined ring gear 5, a second combined ring gear 7, a coupling sleeve 6, a third gear 8, a fourth gear 9, a second input shaft 10, a second electric machine 11, a transmission shaft 12, a fifth gear 13, a sixth gear 14, a differential 15, a seventh gear 16, and an eighth gear 17.
The first motor 1 is fixedly connected with the motor input shaft 2, the first gear 3 and the seventh gear 16 are fixed on the first input shaft 2, the second gear 4 and the eighth gear 17 are respectively meshed with the first gear 3 and the seventh gear 16, the second gear 4 is sleeved on the transmission shaft 12 in an empty mode, the joint sleeve 6 can move axially on the transmission shaft 12, the first combined gear ring 5 is located on the left side of the joint sleeve 6 and is fixedly connected with the second gear 4, the eighth gear 17 is sleeved on the transmission shaft 12 in an empty mode, and the second combined gear ring 7 is located on the right side of the joint sleeve 6 and is fixedly connected with the eighth gear 17. The second motor 11 is fixedly connected with the second input shaft 10, the third gear 8 is meshed with the fourth gear 9, the fourth gear 9 is fixed on the transmission shaft 12 and is positioned on the right side of the eighth gear 17, the fifth gear 13 is fixed on the transmission shaft 12 and is positioned on the right side of the fourth gear 9, the sixth gear 14 is meshed with the fifth gear 13, and the differential 15 is connected between the sixth gear 14 and the wheels.
The dual-motor power assembly of the present embodiment also controls the output path of the first motor 1 through the coupling sleeve 6: when the combination sleeve 6 is positioned at the middle position, the first motor 1 does not output power; when the combination sleeve 6 is positioned at the left position, the first motor 1 outputs power through a gear pair formed by the first gear 3 and the second gear 4; when the coupling sleeve 6 is in the right position, the first electric machine 1 outputs power through the gear pair formed by the seventh gear 16 and the eighth gear 17.
When the first electric machine 1 is in neutral, the coupling sleeve 6 is in neutral position and is not coupled to the first or second coupling ring gear 5, 7, where there is only one power transmission path: the power of the second motor 11 is transmitted to the wheels through the second input shaft 10, the third gear 8, the fourth gear 9, the transmission shaft 12, the fifth gear 13, the sixth gear 14 and the differential 15.
When the first electric machine 1 is in the first gear, the coupling sleeve 6 is in the left position, and is coupled to the first coupling ring gear 5, and there are two power transmission paths:
a first transmission path: the power of the first motor 1 is transmitted to the wheels through the first input shaft 2, the first gear 3, the second gear 4, the first coupling ring gear 5, the coupling sleeve 6, the transmission shaft 12, the fifth gear 13, the sixth gear 14, and the differential 15.
A second transmission path: the power of the second motor 11 is transmitted to the wheels through the second input shaft 10, the third gear 8, the fourth gear 9, the transmission shaft 12, the fifth gear 13, the sixth gear 14 and the differential 15.
When the first motor is in second gear, the combination sleeve 6 is in right position and is combined with the second combination gear ring 7, and at the moment, two power transmission paths exist:
a first transmission path: the power of the first electric machine 1 is transmitted to the wheels through the first input shaft 2, the seventh gear 16, the eighth gear 17, the second coupling ring gear 7, the coupling sleeve 6, the propeller shaft 12, the fifth gear 13, the sixth gear 14, and the differential 15.
A second transmission path: the power of the second motor 11 is transmitted to the wheels through the second input shaft 10, the third gear 8, the fourth gear 9, the transmission shaft 12, the fifth gear 13, the sixth gear 14 and the differential 15.
Compared with the first embodiment, the double-motor power assembly of the second embodiment has the advantages that a pair of shaft-tooth systems is added, the cost is slightly higher, more transmission ratio combinations can be generated, and a larger transmission ratio optimization space is provided.
Third embodiment
As shown in fig. 6, the control device of the dual-motor power assembly of the present invention comprises:
a first motor controller 20 for controlling the first motor 1;
a second motor controller 30 for controlling the second motor 11;
the gear shifting controller 40 is used for controlling the combination sleeve 6 of the synchronizer to be selectively combined with the first combination gear ring 5 or the second combination gear ring 7 so as to realize the power intervention and the selective output of the first motor 1;
a powertrain controller 50 for determining expected operating points of the two motors and outputting corresponding commands to cause the first motor controller 20, the second motor controller 30 and the shift controller 40 to execute corresponding controls;
a vehicle controller 60 for coordinating control of the first motor controller 20, the second motor controller 30, the shift controller 40 and other vehicle functions;
in this embodiment, powertrain controller 50 may be a single controller that is connected to and in communication with vehicle controller 60; in other embodiments, powertrain controller 50 may also be a module of vehicle controller 60 that is connected to and communicates with other modules.
In this embodiment, the powertrain controller 50 may directly control the shift controller 40.
In the present embodiment, the powertrain controller 50 may control the first and second motor controllers 20 and 30 by obtaining the control authority of the vehicle controller 60 and controlling the first and second motor controllers 20 and 30 through the vehicle controller 60; the first motor controller 20 and the second motor controller 30 may be directly controlled without the vehicle controller 60.
Based on the control device, the utility model discloses a control method of bi-motor power assembly includes:
the power system controller 50 judges the optimal gear at the next moment according to the accelerator depth, the current vehicle speed and the like, and determines whether the joint sleeve 6 is combined with the first combined gear ring 5 or the second combined gear ring 7 according to the optimal gear;
the power system controller 50 sends a torque control command to the second motor controller 30 and sends a first target torque to the second motor 11 through the vehicle controller 60, and controls the torque output of the second motor;
the powertrain controller 50 acquires the rotation speed and the rotation angle of the first combined gear ring 5 or the second combined gear ring 7, acquires a second target torque with a zero rotation speed difference and a zero rotation angle difference between the joint sleeve 6 and the first combined gear ring 5 or the second combined gear ring 7 as targets, and sends the acquired second target torque to the first motor controller 20;
the power system controller 50 monitors the difference between the rotation speed and the rotation angle of the engaging sleeve 6 and the first or second combined gear ring 5 or 7, and when the difference between the rotation speed and the rotation angle of the engaging sleeve 6 and the first or second combined gear ring 5 or 7 is below a certain threshold, sends a gear shifting command to the gear shifting controller 40 to control the engaging sleeve 6 to move towards the first or second combined gear ring 5 or 7;
after the engaging sleeve 6 is completely engaged with the first combining gear ring 5 or the second combining gear ring 7, the power system controller 50 acquires target torques of the first motor 1 and the second motor 11 according to the current vehicle speed, the accelerator pedal opening and the target gear information, and controls the torques of the first motor 1 and the second motor 11 to reach the respective corresponding target torques at a reasonable rate;
the actual torques of the first electric machine 1 and the second electric machine 11 reach the respective corresponding target torques, and the gear shift process is ended.
The control method of the dual-motor power assembly of the present invention is described below with reference to specific embodiments.
Fourth embodiment
As shown in fig. 7, the utility model discloses an among the bi-motor power assembly, if the current fender position of first motor is the neutral gear, when driving system controller 50 judges next moment of time optimum fender position to first gear according to the degree of depth of current speed of a motor vehicle, accelerator pedal, carry out the neutral gear to the shift control method of first gear as follows:
s11: the powertrain controller 50 controls the torque output of the second motor by sending a torque control command to the second motor controller 30 and sending the first target torque to the second motor 11 through the vehicle controller 60, and the specific value thereof is determined according to the actual wheel-end required torque.
S12: the powertrain controller 50 sends a torque control command to the first motor controller 20 through the vehicle controller 60;
s13: the powertrain controller 50 obtains the rotation speed and rotation angle signals of the first combined gear ring 5, obtains a target torque (second target torque) of the first electric machine 1 according to the rotation speed difference and rotation angle difference with the zero rotation speed difference and the zero rotation angle difference between the coupling sleeve 6 and the first combined gear ring 5 as targets, and sends the target torque of the first electric machine 1 to the first electric machine controller 20 through the vehicle controller 60;
s14: when the difference in the rotational speed and the difference in the rotational angle between the coupling sleeve 6 and the first coupled ring gear 5 are below a certain threshold value, the shift controller 40 controls the coupling sleeve 6 to move toward the first coupled ring gear 5;
s15: after the coupling sleeve 6 and the first coupling ring gear 5 are completely engaged, the powertrain controller 50 sends torque control commands and respective target torques to the first motor controller 20 and the second motor controller 30 through the vehicle controller 60, obtains the target torques of the first motor 1 and the second motor 11 according to the current vehicle speed, the accelerator pedal depth and the first gear target gear information, and controls the first motor 1 and the second motor 11 to reach the target state at a reasonable rate.
S16: the shifting process is ended when the actual torques of the first electric machine 1 and the second electric machine 11 reach the respective corresponding target torques.
In step S13, the rotation speeds and rotation angles of the first ring gear 5 and the engaging sleeve 6 are measured by the rotation speed sensor and the rotation angle sensor, respectively. It is necessary to send the rotation speed and rotation angle of the first combined ring gear 5 to the first motor controller 20 once at a certain interval (for example, 10ms) in step S13, and adjust the corresponding target torque of the first electric motor 1 accordingly until the difference in rotation speed and rotation angle between the first combined ring gear 5 and the sleeve 6 is within the set range.
In step S15, the target torques of the first motor 1 and the second motor 11 corresponding to the sum of the current vehicle speed, the accelerator pedal depth and the torque are calibrated in advance and stored in the vehicle controller 60, and when the torques of the first motor 1 and the second motor 11 are controlled to change, the torque of the first motor 1 is gradually increased and the torque of the second motor 11 is synchronously proportionally decreased until the actual torques of the first motor 1 and the second motor 11 are adjusted to the corresponding target torques.
Fifth embodiment
As shown in fig. 8, the utility model discloses an among the bi-motor power assembly, if the current fender position of first motor is neutral, and when driving system controller 50 judges next moment of time optimum fender position to the second gear according to the degree of depth of current speed of a motor vehicle, accelerator pedal, carry out the neutral gear to the shift control method of second gear, as follows:
s21: the powertrain controller 50 controls the torque output of the second motor by sending a torque control command to the second motor controller 30 and sending the first target torque to the second motor 11 through the vehicle controller 60, and the specific value thereof is determined according to the actual wheel-end required torque.
S22: the powertrain controller 50 sends a torque control command to the first motor controller 20 through the vehicle controller 60;
s23: the powertrain controller 50 obtains the rotation speed and rotation angle signals of the second combined ring gear 7, obtains a target torque (second target torque) of the first electric machine 1 according to the rotation speed difference and rotation angle difference of the second combined ring gear 7 with the zero rotation speed difference and zero rotation angle difference between the combined sleeve 6 and the second combined ring gear 7 as targets, and sends the target torque of the first electric machine 1 to the first electric machine controller 20 through the vehicle controller 60;
s24: when the difference between the rotational speed and the rotational angle of the coupling sleeve 6 and the second coupling ring gear 7 is within a certain threshold value, the shift controller 40 controls the coupling sleeve 6 to move toward the second coupling ring gear 7;
s25: after the coupling sleeve 6 and the second coupling ring gear 7 are completely engaged, the powertrain controller 50 sends torque control commands and respective target torques to the first motor controller 20 and the second motor controller 30 through the vehicle controller 60, obtains the target torques of the first motor and the second motor according to the current vehicle speed, the accelerator pedal depth and the second gear target gear information, and controls the torques of the first motor and the second motor to reach the respective corresponding target torques at a reasonable rate.
S26: the shifting process is ended when the actual torques of the first electric machine 1 and the second electric machine 11 reach the respective corresponding target torques.
In step S23, the rotation speeds and rotation angles of the second ring gear 7 and the engaging sleeve 6 are measured by the rotation speed sensor and the rotation angle sensor, respectively. It is necessary to send the rotation speed and rotation angle of the second combined ring gear 7 to the first motor controller 20 once at a certain interval (for example, 10ms) in step S23, and adjust the corresponding target torque of the first electric motor 1 accordingly until the difference in rotation speed and rotation angle between the first combined ring gear 5 and the sleeve 6 is within the set range.
In step S25, the different vehicle speeds, the accelerator pedal depths and the torques and the corresponding target torques of the first motor 1 and the second motor 11 are calibrated in advance and stored in the vehicle controller 60, and when the torques of the first motor 1 and the second motor 11 are controlled to change, the torque of the first motor 1 is gradually increased and the torque of the second motor 11 is synchronously proportionally decreased until the actual torques of the first motor 1 and the second motor 11 are adjusted to the corresponding target torques.
The utility model discloses an among the bi-motor power assembly, if need switch over to the neutral gear by first shelves or second shelves, then direct control clutch collar 6 to the meso position remove can.
Sixth embodiment
The control method for shifting the gear of the vehicle from the neutral gear to the forward gear and from the forward gear to the neutral gear is described above, and the control method for shifting between different forward gears, namely, shifting from the first gear to the second gear or shifting from the second gear to the first gear, is described below.
The utility model discloses an among the bi-motor power assembly, if present fender position is the second gear, and driving system controller 50 judges according to current vehicle running state information (the degree of depth of speed, accelerator pedal etc.) that next moment is when best fender position is first gear, carries out the second gear to the shift control method of first gear, and it includes: the gear is first adjusted from the second gear to the neutral gear, and then adjusted from the neutral gear to the first gear.
In the gear shifting process, if the action of shifting the coupling sleeve 6 from the neutral gear to the first gear or the second gear exceeds a certain time, the coupling sleeve 6 is returned to the neutral gear, and then the coupling sleeve 6 is shifted to the first gear or the second gear again; if the number of shifts exceeds a certain limit, entry into that gear is prohibited.
Seventh embodiment
The utility model discloses an among the bi-motor power assembly, if present fender position is first gear, and when driving system controller 50 is the second gear according to the best fender position of vehicle running state information (the degree of depth of speed, accelerator pedal etc.) next moment, carry out the shift control method of first gear to second gear, it includes: the gear is first adjusted from the first gear to the neutral gear, and then adjusted from the neutral gear to the second gear.
In the gear shifting process, if the action of shifting the coupling sleeve 6 from the neutral gear to the first gear or the second gear exceeds a certain time, the coupling sleeve 6 is returned to the neutral gear, and then the coupling sleeve 6 is shifted to the first gear or the second gear again; if the number of shifts exceeds a certain limit, entry into that gear is prohibited.
To sum up, the utility model discloses an among the bi-motor power assembly, the synchronizer of adoption is no catch synchronizer, and the clutch collar of synchronizer does not utilize the catch with the combination process that combines the ring gear, and adopts the mode of control, automatic gear shifting when the clutch collar is less than a certain threshold value with the rotation speed difference and the rotation angle difference that combine the ring gear, makes the utility model discloses utilize less part cooperation controlling means to realize that the short time does not have the impact and shifts to can make the loss greatly reduced of synchronizer.
As used herein, the ordinal adjectives "first", "second", etc., used to describe an element are merely to distinguish between similar elements and do not imply that the elements so described must be in a given sequence, either temporally, spatially, in ranking, or in any other manner.
As used herein, the meaning of "a plurality" or "a plurality" is two or more unless otherwise specified.
The technical features of the above embodiments can be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the above embodiments are not described, but should be considered as the scope of the present specification as long as there is no contradiction between the combinations of the technical features.
As used herein, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, including not only those elements listed, but also other elements not expressly listed.
The above embodiments are only specific embodiments of the present invention, but the scope of the present invention is not limited thereto, and any person skilled in the art can easily think of changes or substitutions within the technical scope of the present invention, and all should be covered within the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.
Claims (7)
1. A dual-motor power assembly, comprising: a first motor, a second motor, a coupling ring gear, a joint sleeve, and a control device, the coupling ring gear including a first coupling ring gear and a second coupling ring gear, one of the first motor and the second motor being capable of power transmission to the first coupling ring gear and the second coupling ring gear, the first coupling ring gear and the second coupling ring gear rotating with the one of the first motor and the second motor when the one of the first motor and the second motor rotates, the other of the first motor and the second motor being capable of power transmission to the joint sleeve, the joint sleeve rotating with the other of the first motor and the second motor when the other of the first motor and the second motor rotates, the control device adjusting the rotation speed and rotation angle of the other of the joint sleeve and the coupling ring gear according to the rotation speed and rotation angle of the one of the joint sleeve and the coupling ring gear, and the control device And a rotational speed and a rotational angle, and when the rotational speed and the rotational angle match each other, the engaging sleeve is controlled to move to the first engaging ring gear or the second engaging ring gear.
2. The dual-motor power assembly of claim 1, further comprising: the first motor is connected with the first input shaft, the joint sleeve is mounted on the first input shaft and can axially move, the first gear is freely sleeved on the first input shaft, the first joint gear ring is fixedly connected with the first gear, and the first gear is meshed with the second gear; the second motor is connected with the second input shaft, the third gear is fixedly connected with the second input shaft, the second combination gear ring is fixedly connected with the third gear, and the third gear is meshed with the fourth gear.
3. The dual motor powertrain of claim 2, further comprising: the fourth gear is fixedly connected with the transmission shaft, and the second gear and the fifth gear are fixedly connected on the transmission shaft; the fifth gear is meshed with the sixth gear; and the sixth gear is fixedly connected to the differential.
4. The dual motor powertrain of claim 3, wherein: the first motor is fixedly connected with the first input shaft, the first gear is freely sleeved on the first input shaft and is meshed with the second gear, the first combined gear ring is fixedly connected with the first gear, the joint sleeve is connected with the first input shaft, and when the first motor rotates, the joint sleeve rotates along with the first input shaft; the second motor with second input shaft fixed connection, the third gear with second input shaft fixed connection, just the third gear with fourth gear engagement, second combination ring gear with third gear fixed connection, the second gear with the fourth gear passes through transmission shaft fixed connection, the fifth gear is fixed in on the transmission shaft, be located the second gear with between the fourth gear, the sixth gear with fifth gear engagement, differential mechanism connect in between fourth gear and the wheel, work as when the second motor rotates, first combination ring gear with second combination ring gear is in rotate under the drive of second motor.
5. The dual-motor power assembly of claim 1, further comprising: the first motor is connected with the first input shaft, the first gear and the seventh gear are fixedly connected to the first input shaft, the first gear is meshed with the second gear, the seventh gear is meshed with the eighth gear, the second gear and the eighth gear are sleeved on the transmission shaft in a hollow mode, the first combination gear ring is fixedly connected with the second gear, and the second combination gear ring is fixedly connected with the eighth gear; the second motor is connected with the second input shaft, the third gear is fixedly connected to the second input shaft, the third gear is meshed with the fourth gear, and the fourth gear is fixedly connected to the transmission shaft.
6. The dual motor powertrain of claim 5, further comprising: the fifth gear and the joint sleeve are fixedly connected to the transmission shaft, the joint sleeve can axially move on the transmission shaft, the fifth gear is meshed with the sixth gear, and the sixth gear is fixedly connected to the differential.
7. The dual-motor power assembly of claim 6, wherein: the first motor is fixedly connected with the first input shaft, the first gear and the seventh gear are fixed on the first input shaft, the second gear and the eighth gear are respectively meshed with the first gear and the seventh gear, the second gear is sleeved on the transmission shaft in an empty way, the joint sleeve can move axially on the transmission shaft, the first combined gear ring is positioned on the left side of the joint sleeve and is fixedly connected with the second gear, the eighth gear is sleeved on the transmission shaft in an empty way, the second combined gear ring is positioned on the right side of the joint sleeve and is fixedly connected with the eighth gear, the second motor is fixedly connected with the second input shaft, the third gear is meshed with the fourth gear, and the fourth gear is fixed on the transmission shaft, and the sixth gear is meshed with the fifth gear, and the differential is connected between the fourth gear and wheels.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022425375.6U CN213734567U (en) | 2020-10-27 | 2020-10-27 | Double-motor power assembly |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022425375.6U CN213734567U (en) | 2020-10-27 | 2020-10-27 | Double-motor power assembly |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN213734567U true CN213734567U (en) | 2021-07-20 |
Family
ID=76854673
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202022425375.6U Active CN213734567U (en) | 2020-10-27 | 2020-10-27 | Double-motor power assembly |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN213734567U (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115027244A (en) * | 2022-05-25 | 2022-09-09 | 浙江鑫可传动科技有限公司 | Double-motor two-gear transmission for electric automobile |
-
2020
- 2020-10-27 CN CN202022425375.6U patent/CN213734567U/en active Active
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115027244A (en) * | 2022-05-25 | 2022-09-09 | 浙江鑫可传动科技有限公司 | Double-motor two-gear transmission for electric automobile |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN106274460B (en) | electric drive transmission control device and method for dual-motor electric vehicle | |
| US10041568B2 (en) | Transmission for electric vehicle | |
| EP1826089B1 (en) | Hybrid motor vehicle driveline | |
| CN100538126C (en) | The sensing system and the method for automatic double-clutch speed variator control usefulness | |
| CN108394412B (en) | Gear shifting control system and method for hybrid electric vehicle | |
| CN111169457B (en) | Hybrid power gear shifting control method | |
| CN112166046B (en) | Hybrid transmission and hybrid vehicle | |
| CN105172570A (en) | Dual-mode hybrid power transmission device | |
| JP5997452B2 (en) | Drive device for hybrid vehicle | |
| CN109094351A (en) | Hybrid power system and hybrid vehicle | |
| CN109990053A (en) | Speed changer, power-driven system and vehicle | |
| CN207814352U (en) | Speed changer, power-driven system and vehicle | |
| CN110217087B (en) | Transmission, power assembly and vehicle | |
| CN213734567U (en) | Double-motor power assembly | |
| CN103987565B (en) | Control device for hybrid vehicle | |
| KR20100089221A (en) | Method for controlling transmission of dual clutch transmission of vehicle | |
| CN103758943A (en) | Direct-coupling hybrid power system and transmission gearbox thereof | |
| CN214874198U (en) | Hybrid power transmission system and vehicle | |
| CN116648373A (en) | Control device for vehicle driving device | |
| JP5376154B2 (en) | Shift control device for hybrid electric vehicle | |
| CN107234964B (en) | Hybrid power device | |
| US10072752B2 (en) | Method of controlling transmission of electric vehicle | |
| CN114475192A (en) | Dual-motor power assembly and gear shifting control method | |
| CN213734566U (en) | Double-motor power assembly | |
| CN114475193A (en) | Dual-motor power assembly and gear shifting control method |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant | ||
| TR01 | Transfer of patent right |
Effective date of registration: 20220110 Address after: 511434 No. 36, Longying Road, Shilou Town, Panyu District, Guangzhou City, Guangdong Province Patentee after: GAC AION New Energy Vehicle Co.,Ltd. Address before: 510030 23 building, Cheng Yue mansion 448-458, Dongfeng Middle Road, Yuexiu District, Guangzhou, Guangdong. Patentee before: GUANGZHOU AUTOMOBILE GROUP Co.,Ltd. |
|
| TR01 | Transfer of patent right |