CN214001301U - Dual motor driven multi-speed transmission for electrically driven vehicle - Google Patents
Dual motor driven multi-speed transmission for electrically driven vehicle Download PDFInfo
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- CN214001301U CN214001301U CN202022752359.8U CN202022752359U CN214001301U CN 214001301 U CN214001301 U CN 214001301U CN 202022752359 U CN202022752359 U CN 202022752359U CN 214001301 U CN214001301 U CN 214001301U
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Abstract
The utility model belongs to the technical field of the electric automobile transmission, especially, relate to a many grades of speed change gear of bi-motor drive for electric drive vehicle. The utility model discloses rotational speed and torque requirement to among the prior art electric drive car are too wide, and single motor can't satisfy the problem that whole operating mode interval motor all moves in high efficiency district, provides a many grades of speed change gear of dual motor drive for electric drive vehicle, be used for driving wheel pivoted output semi-axis including drive assembly and two, be equipped with drive assembly between drive assembly and the output semi-axis, still including the structure of shifting, the structural connection of shifting is on drive assembly, drive assembly includes first driving motor and second driving motor. The utility model discloses a be two motor coupling driven modes, can make two motors reach the required variable speed range of vehicle when the interval moving of respective high efficiency like this, two motor coupling inputs have also increased the input torque simultaneously, have promoted acceleration performance.
Description
Technical Field
The utility model belongs to the technical field of the electric automobile transmission, especially, relate to a many grades of speed change gear of bi-motor drive for electric drive vehicle.
Background
At present, automobiles are still important vehicles for people to pass in daily life. However, as the number of automobiles increases, the environmental problems of the conventional internal combustion engine automobile are not negligible. Therefore, the governments in many countries support the development of new energy vehicles, and various large vehicle enterprises also make an effort to the development layout of the new energy vehicles. From the prior art, electric automobile is more mature among the new forms of energy motorcycle type. Meanwhile, the electric automobile also has great advantages in the aspects of simplifying the mechanical structure of the whole automobile and carrying out accurate control. Therefore, the electric automobile represents the development trend of future automobiles and has very wide development prospect. In the prior art, an electric automobile is driven by a motor, although the high-efficiency interval of the motor is much larger than that of an internal combustion engine, the requirements on the rotating speed and the torque of the automobile are too wide, and a single motor cannot meet the requirement that the motor in the whole working condition interval runs in the high-efficiency area.
For example, the chinese utility model discloses a two motor coupling planet row formula two keep off transaxles [ application number: 201821391802.X ], the utility model discloses a main drive motor, it is an inner rotor motor; an auxiliary motor which is an inner rotor motor; the planetary gear train is a single-row single-stage planetary gear train and comprises a sun gear, a planetary gear, an inner gear ring and a planet carrier, wherein the sun gear is in splined connection with an inner rotor output shaft of the main driving motor; a one-way clutch; the gear shifting mechanism comprises a first-gear inner gear ring, a second-gear, a joint sleeve, a spline hub, an output shaft, a main reducer driving gear and a bearing, wherein the first-gear inner gear ring is fixedly connected with the planet carrier, and the second-gear is in spline connection with an inner rotor output shaft of the main drive motor; the differential comprises a left bevel gear, a right bevel gear, a planetary bevel gear shaft, a differential shell, a left half shaft, a right half shaft and a main speed reducer driven gear.
The utility model discloses a two grades of variable speed drives of bi-motor have been realized, but its drive structure is too complicated, need further simplify in order to save installation space.
SUMMERY OF THE UTILITY MODEL
The utility model aims at the above-mentioned problem, provide a two motor drive many grades of speed change gear for electric drive vehicle that drive efficiency is high, acceleration performance is good.
In order to achieve the above purpose, the utility model adopts the following technical proposal:
the utility model provides a two motor drive multispeed speed change gear for electric drive vehicle, includes drive assembly and two output semi-axles that are used for driving wheel pivoted, be equipped with the transmission assembly who has two at least transmission routes between drive assembly and the output semi-axle, still including the structure of shifting that is used for switching transmission assembly transmission route, the structure of shifting is connected on the transmission assembly, drive assembly includes first driving motor and second driving motor, first driving motor and second driving motor all are connected with the transmission assembly drive.
In the above dual-motor driven multi-gear transmission device for an electrically driven vehicle, a speed reduction assembly is further arranged between the driving assembly and the transmission assembly, one end of the speed reduction assembly is connected with the driving assembly, and the other end of the speed reduction assembly is connected with the transmission assembly.
In the above dual-motor driven multi-speed transmission for an electrically driven vehicle, the reduction assembly includes a first reduction gear, a third reduction gear and a second reduction gear that are engaged in sequence, the first reduction gear is fixedly connected to an output shaft of the first drive motor, the second reduction gear is fixedly connected to an output shaft of the second drive motor, and a radius of the third reduction gear is greater than a radius of the first reduction gear and a radius of the second reduction gear.
In the above dual-motor driven multi-speed transmission for an electrically driven vehicle, the transmission assembly includes a sun gear whose axis coincides with the axis of the third reduction gear, the sun gear is fixedly connected with the third reduction gear through a connecting sleeve, and the diameter of the sun gear is smaller than that of the third reduction gear.
In foretell a bi-motor drive multi-gear speed change gear for electric drive vehicle, drive assembly still including set up in the sun gear side and with the planet wheel of sun gear engaged with, the planet wheel is equipped with a plurality of, and the sun gear was kept away from to the planet wheel one side meshes with the ring gear mutually, the ring gear is fixed to be set up, and planet carrier one end is connected on the planet wheel, and the other end is connected with the drive of output semi-axis.
In the above-mentioned two motor drive multi-speed transmission for an electrically driven vehicle, the shift structure includes a first connection point fixedly connected to the motor housing and a second connection point fixedly connected to the carrier, one end of the gear sleeve is located between the first connection point and the second connection point and the sliding gear sleeve can make one end of the gear sleeve connected to the first connection point or the second connection point, and the other end of the gear sleeve is axially and circumferentially fixedly connected to the gear sleeve in a sliding manner.
In the above-mentioned two-motor-driven multi-speed transmission for an electrically-driven vehicle, the first drive motor and the second drive motor are symmetrically disposed on both sides of the output half shaft; the speed reduction assembly and the transmission assembly are symmetrically arranged along the axial lead of the output half shaft.
In the above-mentioned two-motor-driven multi-speed transmission for an electrically-driven vehicle, the drive unit, the reduction unit, and the transmission unit are arranged in order along the axial center line direction of the output half shaft.
In the above dual-motor driven multi-gear transmission device for an electrically driven vehicle, a differential assembly is further disposed between the transmission assembly and the output half shafts, the two output half shafts are respectively connected to two sides of the differential assembly, and the transmission assembly is in driving connection with the differential assembly.
In the above dual-motor driven multi-speed transmission for an electrically driven vehicle, a differential lock is further provided on the differential assembly.
Compared with the prior art, the utility model has the advantages of:
1. the utility model discloses a be two motor coupling driven modes, can make two motors reach the required variable speed range of vehicle when the interval moving of respective high efficiency like this, two motor coupling inputs have also increased the input torque simultaneously, have promoted acceleration performance.
2. The utility model discloses an overall structure is comparatively simple, shifts convenient operation, and the integrated level is high, thereby the installation of being convenient for that required installation space is little, has also guaranteed transmission efficiency at higher within range simultaneously.
3. The utility model discloses a structure is along the symmetrical structure of output semi-axis axial lead, is favorable to guaranteeing the axle at the steady state of the in-process of traveling to reach better driving and experience.
Drawings
Fig. 1 is a schematic structural diagram of the present invention;
in the figure: the driving device comprises a driving component 1, an output half shaft 2, a transmission component 3, a speed reduction component 4, a differential assembly 5, a differential lock 6, a first driving motor 11, a second driving motor 12, a sun gear 31, a connecting sleeve 32, a planetary gear 33, a gear ring 34, a planet carrier 35, a first speed reduction gear 41, a second speed reduction gear 42, a third speed reduction gear 43, a first connecting point 71, a second connecting point 72, a gear sleeve 73 and a driving wheel 100.
Detailed Description
The present invention will be described in further detail with reference to the accompanying drawings and specific embodiments.
As shown in fig. 1, a dual-motor driven multi-gear transmission device for an electrically driven vehicle comprises a driving assembly 1 and two output half shafts 2 for driving wheels 100 to rotate, wherein a transmission assembly 3 with at least two transmission paths is arranged between the driving assembly 1 and the output half shafts 2, and further comprises a shifting structure 7 for switching the transmission paths of the transmission assembly 3, wherein the shifting structure 7 is connected to the transmission assembly 3, and the shifting structure 7 can switch different transmission paths, and different transmission ratios are provided between the different transmission paths, so that driving requirements can be better met. The driving assembly 1 comprises a first driving motor 11 and a second driving motor 12, and the first driving motor 11 and the second driving motor 12 are both in driving connection with the transmission assembly 3.
The utility model discloses, during the use, drive assembly 1 is first driving motor 11 and second driving motor 12 provide drive power simultaneously promptly, and two driving motor's drive power transmits to output semi-axis 2 after transmission assembly 3 converges the coupling to drive wheel 100 rotates. The electric automobile is driven by the motor, although the high efficiency interval of the motor is much larger than that of the internal combustion engine, the rotating speed and the torque requirement of the automobile are too wide, and the single motor cannot meet the requirement that the motor runs in the high efficiency interval in the whole working condition interval. The event the utility model discloses a be the driven mode of bi-motor coupling, can make two motors reach the required variable speed range of vehicle when the interval moving of respective high efficiency like this, bi-motor coupling input has also increased the input torque simultaneously, has promoted acceleration performance.
As shown in fig. 1, a speed reducing assembly 4 is further disposed between the driving assembly 1 and the transmission assembly 3, one end of the speed reducing assembly 4 is connected with the driving assembly 1, and the other end of the speed reducing assembly 4 is connected with the transmission assembly 3. Specifically, the speed reduction assembly 4 includes a first speed reduction gear 41, a third speed reduction gear 43 and a second speed reduction gear 42 which are meshed in sequence, the first speed reduction gear 41 is fixedly connected with an output shaft of the first driving motor 11, the second speed reduction gear 42 is fixedly connected with an output shaft of the second driving motor 12, and the radius of the third speed reduction gear 43 is larger than the radii of the first speed reduction gear 41 and the second speed reduction gear 42. Power is transmitted from the gear with the smaller radius to the gear with the larger radius in a meshing transmission mode, and therefore speed reduction is achieved.
As shown in fig. 1, the transmission assembly 3 includes a sun gear 31 whose axis coincides with the axis of the third reduction gear 43, the sun gear 31 is fixedly connected with the third reduction gear 43 through a connecting sleeve 32, and the diameter of the sun gear 31 is smaller than that of the third reduction gear 43, so that the two-stage speed reduction can be realized. The transmission component 3 further comprises a planetary gear 33 which is arranged on the side surface of the sun gear 31 and meshed with the sun gear 31, the planetary gear 33 is provided with a plurality of gears, one side, away from the sun gear 31, of the planetary gear 33 is meshed with a gear ring 34, the gear ring 34 is fixedly arranged, one end of a planetary carrier 35 is connected to the planetary gear 33, and the other end of the planetary carrier is in driving connection with the output half shaft 2.
As shown in fig. 1, the shifting structure 7 includes a first connecting point 71 fixedly connected to the outer shell of the motor and a second connecting point 72 fixedly connected to the carrier 35, one end of the gear sleeve 73 is located between the first connecting point 71 and the second connecting point 72, and the sliding gear sleeve 73 can connect one end of the gear sleeve 73 with the first connecting point 71 or the second connecting point 72, and the other end of the gear sleeve 73 is axially, slidably and circumferentially fixedly connected to the ring gear 34. When the sliding sleeve 73 couples the sleeve 73 with the first connection point 71, the ring gear 34 is fixed, and power is output through the carrier 35. When the sliding gear sleeve 73 couples the gear sleeve 73 with the second connection point 72, the planet carrier 35 is fixedly connected with the ring gear 34, that is, the planet gears 33 and the ring gear 34 are relatively fixed, and at this time, power is directly output from the sun gear 31 through the planet carrier 35, and the transmission ratio is 1.
As shown in fig. 1, the first driving motor 11 and the second driving motor 12 are symmetrically arranged on both sides of the output half shaft 2; the speed reducing assembly 4 and the transmission assembly 3 are symmetrically arranged along the axis of the output half shaft 2. The utility model discloses a structure is along the symmetrical structure of 2 axial leads of output semi-axis, is favorable to guaranteeing the axle at the steady state of the in-process of traveling to reach better driving and experience.
As shown in fig. 1, the driving assembly 1, the speed reducing assembly 4 and the transmission assembly 3 are arranged in sequence along the axial lead direction of the output half shaft 2. The driving assembly 1, the speed reducing assembly 4 and the transmission assembly 3 are sequentially arranged along the axial lead direction of the output half shaft 2, so that the integration level of the whole driving system is higher. The event the utility model discloses an overall structure is comparatively simple, and the integrated level is high, thereby the installation of being convenient for that required installation space is little, has also guaranteed transmission efficiency at higher within range simultaneously.
As shown in fig. 1, a differential assembly 5 is further disposed between the transmission component 3 and the output half shafts 2, the two output half shafts 2 are respectively connected to two sides of the differential assembly 5, and the transmission component 3 is in driving connection with the differential assembly 5. The differential assembly 5 enables the wheels 100 to rotate at different rotational speeds.
Preferably, a differential lock 6 is further disposed on the differential assembly 5. The differential lock 6 can improve the off-road performance of the electric vehicle.
The utility model discloses a power transmission route does: sliding the sleeve gear 73 causes the sleeve gear 73 to be connected with the first connection point 71, at which time the ring gear 34 is fixed, and the power of the first driving motor 11 is transmitted to the differential assembly 5 and applied to the output half shaft 2 through the first reduction gear 41, the third reduction gear 43, the sun gear 31, the planet gears 33 and the planet carrier 35 in order; the power of the second driving motor 12 is transmitted to the differential assembly 5 and applied to the output half shaft 2 through the second reduction gear 42, the third reduction gear 43, the sun gear 31, the planet gears 33 and the planet carrier 35 in sequence, and the power is converged on the third reduction gear 43.
The second power transmission route is as follows: the sliding gear sleeve 73 enables the gear sleeve 73 to be connected with the second connecting point 72, the planetary gear 33 and the gear ring 34 are relatively fixed, and the power of the first driving motor 11 is transmitted to the differential assembly 5 and applied to the output half shaft 2 through the first reduction gear 41, the third reduction gear 43, the sun gear 31 and the planet carrier 35 in sequence; the power of the second driving motor 12 is transmitted to the differential assembly 5 and applied to the output axle shaft 2 through the second reduction gear 42, the third reduction gear 43, the sun gear 31 and the carrier 35 in sequence, and the power is converged on the third reduction gear 43.
The specific embodiments described herein are merely illustrative of the spirit of the invention. Various modifications, additions and substitutions for the specific embodiments described herein may be made by those skilled in the art without departing from the spirit of the invention or exceeding the scope of the invention as defined in the accompanying claims.
Although the terms drive unit 1, output half shaft 2, transmission unit 3, reduction unit 4, differential assembly 5, differential lock 6, first drive motor 11, second drive motor 12, sun gear 31, connecting sleeve 32, planetary gear 33, ring gear 34, planetary carrier 35, first reduction gear 41, second reduction gear 42, third reduction gear 43, first connection point 71, second connection point 72, toothed sleeve 73, drive wheel 100, etc. are used more herein, the possibility of using other terms is not excluded. These terms are used merely to more conveniently describe and explain the nature of the present invention; they are to be construed in a manner that is inconsistent with the spirit of the invention.
Claims (10)
1. A two-motor driven multi-speed transmission for electrically driven vehicles, comprising a drive assembly (1) and two output half-shafts (2) for driving the rotation of wheels (100), characterized in that: be equipped with between drive assembly (1) and the output semi-axis (2) drive assembly (3) that have two at least transmission routes, still including gear shift structure (7) that are used for switching drive assembly (3) transmission route, gear shift structure (7) are connected on drive assembly (3), drive assembly (1) includes first driving motor (11) and second driving motor (12), first driving motor (11) and second driving motor (12) all with drive assembly (3) drive connection.
2. The dual motor drive multiple speed transmission for an electrically driven vehicle as claimed in claim 1, wherein: still be equipped with between drive assembly (1) and transmission assembly (3) and reduce speed assembly (4), reduce speed assembly (4) one end and be connected with drive assembly (1), the other end is connected with transmission assembly (3).
3. The dual motor drive multiple speed transmission for an electrically driven vehicle as claimed in claim 2, wherein: the speed reduction assembly (4) comprises a first speed reduction gear (41), a third speed reduction gear (43) and a second speed reduction gear (42) which are meshed in sequence, the first speed reduction gear (41) is fixedly connected with an output shaft of the first driving motor (11), the second speed reduction gear (42) is fixedly connected with an output shaft of the second driving motor (12), and the radius of the third speed reduction gear (43) is larger than the radii of the first speed reduction gear (41) and the second speed reduction gear (42).
4. The dual motor drive multiple speed transmission for an electrically driven vehicle according to claim 3, wherein: the transmission assembly (3) comprises a sun gear (31) with the shaft axis coincident with the shaft axis of the third reduction gear (43), the sun gear (31) is fixedly connected with the third reduction gear (43) through a connecting sleeve (32), and the diameter of the sun gear (31) is smaller than that of the third reduction gear (43).
5. The dual motor drive multiple speed transmission for an electrically driven vehicle according to claim 4, wherein: transmission component (3) are still including setting up in sun gear (31) side and with sun gear (31) engaged with planet wheel (33), planet wheel (33) are equipped with a plurality of, and sun gear (31) was kept away from in planet wheel (33) one side meshes with ring gear (34) mutually, ring gear (34) are fixed to be set up, and planet carrier (35) one end is connected on planet wheel (33), and the other end is connected with output semi-axis (2) drive.
6. The dual motor drive multiple speed transmission for an electrically driven vehicle according to claim 5, wherein: the gear shifting structure (7) comprises a first connecting point (71) fixedly connected to the motor outer shell and a second connecting point (72) fixedly connected to the planet carrier (35), one end of a gear sleeve (73) is located between the first connecting point (71) and the second connecting point (72), the gear sleeve (73) can be slid to enable one end of the gear sleeve (73) to be connected with the first connecting point (71) or the second connecting point (72), and the other end of the gear sleeve (73) is axially and circumferentially and fixedly connected to the gear ring (34) in a sliding mode.
7. The dual motor drive multiple speed transmission for an electrically driven vehicle as claimed in claim 2, wherein: the first driving motor (11) and the second driving motor (12) are symmetrically arranged at two sides of the output half shaft (2); the speed reduction assembly (4) and the transmission assembly (3) are symmetrically arranged along the axial lead of the output half shaft (2).
8. The dual motor drive multiple speed transmission for an electrically driven vehicle as claimed in claim 2, wherein: the driving assembly (1), the speed reducing assembly (4) and the transmission assembly (3) are sequentially arranged along the axial lead direction of the output half shaft (2).
9. The dual motor drive multiple speed transmission for an electrically driven vehicle as claimed in claim 1, wherein: and a differential assembly (5) is further arranged between the transmission assembly (3) and the output half shafts (2), the two output half shafts (2) are respectively connected to two sides of the differential assembly (5), and the transmission assembly (3) is in driving connection with the differential assembly (5).
10. The dual motor drive multiple speed transmission for an electrically driven vehicle of claim 9, wherein: and the differential assembly (5) is also provided with a differential lock (6).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022752359.8U CN214001301U (en) | 2020-11-24 | 2020-11-24 | Dual motor driven multi-speed transmission for electrically driven vehicle |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022752359.8U CN214001301U (en) | 2020-11-24 | 2020-11-24 | Dual motor driven multi-speed transmission for electrically driven vehicle |
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| CN214001301U true CN214001301U (en) | 2021-08-20 |
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| CN202022752359.8U Active CN214001301U (en) | 2020-11-24 | 2020-11-24 | Dual motor driven multi-speed transmission for electrically driven vehicle |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113858436A (en) * | 2021-08-31 | 2021-12-31 | 深圳硅山技术有限公司 | Control method and system of concrete mixer truck and concrete mixer truck |
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2020
- 2020-11-24 CN CN202022752359.8U patent/CN214001301U/en active Active
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113858436A (en) * | 2021-08-31 | 2021-12-31 | 深圳硅山技术有限公司 | Control method and system of concrete mixer truck and concrete mixer truck |
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