CN216033697U - Electric drive system and vehicle - Google Patents
Electric drive system and vehicle Download PDFInfo
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- CN216033697U CN216033697U CN202122438202.2U CN202122438202U CN216033697U CN 216033697 U CN216033697 U CN 216033697U CN 202122438202 U CN202122438202 U CN 202122438202U CN 216033697 U CN216033697 U CN 216033697U
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Abstract
The utility model discloses an electric drive system and a vehicle, wherein the electric drive system comprises a left motor, a left clutch device, a left input shaft, an input shaft clutch device, a right input shaft, a right clutch device and a right motor; the left motor shaft, the left input shaft, the right input shaft and the right motor shaft are connected with the left clutch device, the input shaft clutch device and the right clutch device in sequence; the left clutch device, the input shaft clutch device and the right clutch device are arranged to be switched between connection and disconnection; the electric drive system also comprises an intermediate shaft, a first gear set with a first reduction ratio and used for connecting the intermediate shaft and the left input shaft, a second gear set with a second reduction ratio and used for connecting the intermediate shaft and the right input shaft, and a differential device driven by the intermediate shaft; the first set of teeth and the second set of teeth are configured to switch between engaged and disengaged. The utility model can realize the combination of the left single motor, the right single motor, the double motors and two gears by the left double motor, the right double motor, 3 clutches and 2 gear groups, and realize various power output paths and modes.
Description
Technical Field
The utility model belongs to the technical field of vehicle power, and particularly relates to an electric drive system and a vehicle.
Background
The motorization of automobiles has become one of the important development trends in the automobile industry, and an electric drive assembly is used as a core module and is very important for achieving the relevant performance of the whole automobile. The output rotating speed and power of the electric drive assembly influence the maximum speed of the vehicle, the maximum output torque of the electric drive assembly influences the climbing and accelerating performance of the vehicle, and the matching of the motor and the reduction gearbox and the optimization of the control strategy influence the economy and the driving range of the whole vehicle.
For good pavement such as highway, the cross country car meeting is more diversified to the operating mode of going more complicated, to the demand of power under complicated road conditions such as mire, sand ground, rock, more accurate, requires the electric drive can realize the distribution and the transfer of power as required, promotes the trafficability characteristic of vehicle.
The high-efficiency interval of the motor is wider than the coverage range of the traditional internal combustion engine, a single-gear reduction box is adopted, a proper speed ratio and motor parameters are selected, the requirement of daily driving can be basically met, in order to balance the requirements of the highest speed and climbing, the electric drive assembly matched with one gear reduction box still has the interval of low-efficiency operation, and the space for improving and lifting is saved.
The synchronizer type gear shifting system is widely applied to the fields of manual transmissions, mechanical automatic transmissions, double-clutch automatic transmissions and the like, is mature and reliable, low in cost and high in efficiency, and has the problem of power interruption when being applied to a reduction gearbox, and the drivability is poor. Meanwhile, in the application field of the reduction gearbox, the rotational inertia of active parts such as a motor rotor and the like is large, the requirements on the speed regulation and torque regulation capacity of the motor are high in the gear shifting process, and the adverse effects on the gear shifting smoothness, the gear shifting noise, the capacity of the gear shifting motor and the service life of a synchronizer are caused.
In order to realize the P-gear configuration, a P-gear module is generally integrated on a reduction gearbox, so that the P-gear module occupies larger space and weight, is not beneficial to the miniaturization of an electric drive assembly and the promotion of the whole power density, has higher cost and also has influence on the competitiveness of an electric drive product.
The control of the double-motor system rigidly connected with the reduction box is not flexible enough, and no matter whether two motors are required to output simultaneously or not, the two motors always rotate synchronously, so that the comprehensive efficiency of the whole electric drive system is reduced under certain working conditions, and necessary degradation countermeasures are lacked in the aspect of fault handling.
SUMMERY OF THE UTILITY MODEL
Aiming at the problems in the prior art, the utility model provides an electric drive system and a vehicle, which solve the problems that the electric drive efficiency of a reduction gearbox matched with gears is low, the power is interrupted during gear shifting, the requirements on the speed regulation and the torque regulation capacity of a motor are high during the gear shifting, a P gear module integrated on the reduction gearbox occupies larger space and weight, and necessary degradation countermeasures are lacked in the aspect of fault countermeasures.
In order to achieve the above object, the present invention provides an electric drive system, comprising a left motor, a left clutch device, a left input shaft, an input shaft clutch device, a right input shaft, a right clutch device and a right motor; the left motor shaft, the left input shaft, the right input shaft and the right motor shaft are connected with the left clutch device, the input shaft clutch device and the right clutch device in sequence; the left clutch device, the input shaft clutch device and the right clutch device are arranged to be switched between connection and disconnection;
the electric drive system also comprises an intermediate shaft, a first gear set with a first reduction ratio and used for connecting the intermediate shaft and the left input shaft, a second gear set with a second reduction ratio and used for connecting the intermediate shaft and the right input shaft, and a differential device driven by the intermediate shaft; the first set of teeth and the second set of teeth are configured to switch between engaged and disengaged.
In some alternative embodiments, the electric drive system comprises:
dual motor first reduction ratio mode: the left clutch device, the input shaft clutch device and the right clutch device are connected, the first tooth group is connected, and the second tooth group is disconnected;
two-motor second reduction ratio mode: the left clutch device, the input shaft clutch device and the right clutch device are connected, the first tooth group is disconnected, and the second tooth group is connected;
single motor first reduction ratio mode: the first tooth group is connected, the second tooth group is disconnected, the left clutch device is connected and the input shaft clutch device is disconnected or the left clutch device is disconnected and the input shaft clutch device and the right clutch device are connected;
single motor second reduction ratio mode: the first tooth group is disconnected, the second tooth group is connected, the right clutch device is connected and the input shaft clutch device is disconnected or the left clutch device and the input shaft clutch device are connected and the right clutch device is disconnected;
parking mode: the left clutch device, the input shaft clutch device and the right clutch device are engaged, and the first tooth group and the second tooth group are engaged;
an air motor mode: the first set of teeth and the second set of teeth are disconnected.
In some optional embodiments, the switching from the two-motor first reduction ratio mode to the two-motor second reduction ratio mode sequentially comprises: the input shaft clutch device and the right clutch device are disconnected; the second tooth group is engaged, the right clutch device is engaged, and the left clutch device is disconnected; the first tooth group is disconnected, and the left clutch device and the input shaft clutch device are connected;
the mode of the double-motor second reduction ratio is switched to the mode of the double-motor first reduction ratio in the same way;
when a mode of a certain speed reduction ratio of the single motor is switched to a mode of another speed reduction ratio of the single motor, a mode of a certain speed reduction ratio of the single motor is switched to a mode of the same speed reduction ratio of the double motors, and a mode of a certain speed reduction ratio of the double motors is switched to the mode of the same speed reduction ratio of the single motor, corresponding clutch and gear sets only need to be engaged and disengaged simultaneously.
In some alternative embodiments, the first tooth set includes a 1 st gear synchronizer, a 1 st gear driving gear and a 1 st gear driven gear meshed with the 1 st gear driving gear; the 1-gear synchronizer is fixedly arranged on the left input shaft or the middle shaft, and the 1-gear driving gear and the 1-gear driven gear are respectively arranged on the left input shaft and the middle shaft; the mounting mode of a gear in the 1-gear driving gear and the 1-gear driven gear, which is the same as the mounting shaft of the 1-gear synchronizer, is a free sleeve, and the mounting mode of the other gear is fixed mounting;
the second gear group comprises a 2-gear synchronizer, a 2-gear driving gear and a 2-gear driven gear meshed with the 2-gear driving gear; the 2-gear synchronizer is fixedly arranged on the left input shaft or the middle shaft, and the 2-gear driving gear and the 2-gear driven gear are respectively arranged on the left input shaft and the middle shaft; the installation mode of the gear which is the same as the installation shaft of the 2-gear synchronizer in the 2-gear driving gear and the 2-gear driven gear is a free sleeve, and the installation mode of the other gear is fixed installation.
In some optional embodiments, a main reduction driving gear is arranged on the intermediate shaft, a main reduction driven gear ring matched with the main reduction driving gear is arranged on the differential device, and the intermediate shaft drives the differential device through the main reduction driving gear and the main reduction driven gear ring.
In some alternative embodiments, the differential device is provided with a left half shaft and a right half shaft, and the left half shaft and the right half shaft are respectively connected with a left wheel and a right wheel.
In some alternative embodiments, the first reduction ratio is greater than the second reduction ratio.
In some alternative embodiments, the left clutch device, the input shaft clutch device, and the right clutch device are dry clutches or wet clutches.
In some alternative embodiments, the differential device is integrated with a differential lock or limited slip differential, the differential lock being a dog, multi-plate clutch, tosen or electromagnetic clutch.
A vehicle comprising the electric drive system described above.
Compared with the prior art, the utility model has the following advantages and beneficial effects:
firstly, the combination of a left single motor, a right single motor, a double motor and two gears can be realized through a left double motor, a right double motor, 3 clutches and 2 gear sets, so that various power output paths and modes are realized, and different power requirements are met;
the power gear shifting is realized by matching 3 clutches and 2 tooth groups, the power interruption can be avoided, the requirements of motor speed regulation and torque regulation are reduced, the gear shifting time is shortened, and the vehicle dynamic property and the driving property are improved; by disconnecting the clutch device, a smaller synchronous impulse is ensured in the shifting process of the synchronizer, the service life of the synchronizer is prolonged, and the shifting impact is reduced;
the torque distribution of the left half shaft and the right half shaft is dynamically adjusted through the differential device according to the tire slipping condition, the mechanical locking of the left half shaft and the right half shaft is realized under extreme conditions, the performance of the vehicle on the poor road surface is met, the vehicle trafficability is improved, and the control performance of the vehicle can be improved by cooperation with a chassis system;
the parking function of the electric drive assembly is realized under the condition that no extra part is added through simultaneously engaging 2 gear groups, namely two gear synchronizers, so that the P gear function is realized, a special P gear mechanism is omitted, the power density of the electric drive assembly is improved, and the requirement on arrangement and the part cost are reduced;
providing a degraded power output scheme, namely a single motor mode, under the condition that the electric drive assembly has a local fault, reducing vehicle breakdown and ensuring that the vehicle can autonomously run to a maintenance point under certain limited conditions.
Drawings
Fig. 1 is a schematic structural diagram of an electric drive system according to an embodiment of the present invention.
In the figure: 1-left motor, 2-left motor shaft, 3-left clutch device, 4-left input shaft, 5-1 gear driving gear, 6-1 gear synchronizer, 7-input shaft clutch device, 8-2 gear synchronizer, 9-2 gear driving gear, 10-right input shaft, 11-right clutch device, 12-right motor shaft, 13-right motor, 14-intermediate shaft, 15-1 gear driven gear, 16-main reduction driving gear, 17-2 gear driven gear, 18-left wheel, 19-left half shaft, 20-main reduction driven gear ring, 21-differential device, 22-right half shaft and 23-right wheel.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the utility model and are not intended to limit the utility model. In addition, the technical features involved in the embodiments of the present invention described below may be combined with each other as long as they do not conflict with each other.
The technical problems to be solved by the utility model include:
the system is designed for customer requirements, adopts a double-motor multi-gear electric driving scheme, meets diversified power requirements of the whole vehicle, provides a diversified and flexible motor and gear cooperation scheme, and improves the system efficiency and performance to the maximum extent;
the power gear shifting of the electric drive assembly is realized through the matching of the clutch and the synchronizer, the requirements of motor speed regulation and torque regulation are reduced, the gear shifting time is shortened, and the vehicle power performance and the driving performance are improved;
the requirements of the electric off-road vehicle are met, and the vector distribution of power output and the mechanical locking of a left half shaft and a right half shaft can be realized;
fourthly, through the matching of the gears of the synchronizers in the reduction gearbox, a special P gear module is cancelled, P gear parking is realized, the power density of the electric drive assembly is improved, and the cost is greatly reduced;
through the cooperation of the motor and different gears, the degradation processing of faults is realized, the vehicle breakdown faults are reduced, more reliable products are provided for customers, and the fault processing method is more flexible and the maintenance time is more abundant.
The electric drive system of the embodiment of the utility model, as shown in fig. 1, comprises a left motor 1, a left clutch device 3, a left input shaft 4, an input shaft clutch device 7, a right input shaft 10, a right clutch device 11 and a right motor 13; the left motor shaft 2, the left input shaft 4, the right input shaft 10 and the right motor shaft 12 are connected with the left clutch device 3, the input shaft clutch device 7 and the right clutch device 11 in sequence; the left clutch device 3, the input shaft clutch device 7, and the right clutch device 11 are provided to be switched between engagement and disengagement.
The left motor 1 and the right motor 13 are used as power sources of the electric drive assembly, and can be used together or respectively and independently to realize power output according to the requirements of the vehicle through the matching of the clutch device, the synchronizer and the gear.
The left clutch device 3, the input shaft clutch device 7, and the right clutch device 11 may be dry clutches or wet clutches. The dry clutch is adopted without power consumption of a hydraulic system, so that the system efficiency is improved; adopt wet clutch can be to the transmission of moment of torsion, and the control of temperature is more accurate, promotes the life of clutch, reduces overheat protection's risk.
The differential device 21 integrates a differential lock, realizes the differential function of the left half shaft 19 and the right half shaft 22 through a planetary gear under the condition of normal driving, and can realize the mechanical locking of the left half shaft 19 and the right half shaft and the left-right dynamic distribution of torque through the integrated differential lock or limited slip differential under the conditions of cross country and other necessary working conditions. The differential lock can adopt various forms such as a jaw type, a multi-plate clutch type, a Torsen type and an electromagnetic clutch, and can be selected by combining the function requirement of positioning matched with a vehicle type.
The electric drive system further comprises an intermediate shaft 14, a first set of teeth with a first reduction ratio connecting the intermediate shaft 14 with the left input shaft 4, a second set of teeth with a second reduction ratio connecting the intermediate shaft 14 with the right input shaft 10, and a differential 21 driven by the intermediate shaft 14; the first set of teeth and the second set of teeth are configured to switch between engaged and disengaged. When the first reduction ratio is larger than the second reduction ratio, the first gear set corresponds to 1 gear, and the second gear set corresponds to 2 gears. The gears can be expanded on the basis, the ratio of the motor working in a high-efficiency region is improved, and the system efficiency is improved
The first tooth group comprises a 1-gear synchronizer 6, a 1-gear driving gear 5 and a 1-gear driven gear 15 meshed with the 1-gear driving gear 5; the 1-gear synchronizer 6 is fixedly arranged on the left input shaft 4, the 1-gear driving gear 6 is sleeved on the left input shaft 4 in an empty mode, and the 1-gear driven gear 15 is fixedly arranged on the intermediate shaft 14. Similarly, the second gear set comprises a 2-gear synchronizer 8, a 2-gear driving gear 9 and a 2-gear driven gear 17 meshed with the 2-gear driving gear 9; the 2 nd gear synchronizer 8 is fixedly arranged on the right input shaft 10, a 2 nd gear driving gear 9 is freely sleeved on the right input shaft 10, and a 2 nd gear driven gear 17 is fixedly arranged on an intermediate shaft 14. The 1-gear synchronizer 6 and the 2-gear synchronizer 8 are connected with the input shaft, can be synchronously connected with or disconnected from a 1-gear driving gear 5 and a 2-gear driving gear 9 which are sleeved on the input shaft respectively, and are matched with a 1-gear driven gear 15 and a 2-gear driven gear 17 on an intermediate shaft 14 to realize power transmission in different gears. In addition, the synchronizer can also be comprehensively considered according to the requirements of the whole vehicle or the electric drive in terms of size, efficiency and the like, and is arranged on the intermediate shaft 14 and matched with the driven gear 15 of the 1 st gear and the driven gear 17 of the 2 nd gear.
The intermediate shaft 14 is provided with a driving reduction driving gear 16, the differential device 21 is provided with a driving reduction driven gear ring 20 matched with the driving reduction driving gear 16, and the intermediate shaft 14 drives the differential device 21 through the driving reduction driving gear 16 and the driving reduction driven gear ring 20. The differential device 21 is further provided with a left half shaft 19 and a right half shaft 22, and the left half shaft 19 and the right half shaft 22 are respectively connected with a left wheel 18 and a right wheel 23.
The working mode and function of the electric drive system are as follows:
1. 1 gear of double motors: the left clutch device 3, the right clutch device 11 and the input shaft clutch device 7 are combined, the 1 st gear synchronizer 6 is connected with the 1 st gear driving gear, the 2 nd gear synchronizer 8 is disconnected, the power of the left motor 1 and the right motor 13 passes through the left input shaft 4, the power of the right input shaft 10 passes through the 1 st gear driving gear 5, the 1 st gear driven gear 15, the intermediate shaft 14, the main reduction driving gear 16, the main reduction driven gear ring 20 and the differential device 21 are respectively transmitted to the left half shaft 19, the left wheel 18, the right half shaft 22 and the right wheel 23.
2. Double-motor 2-gear: similar to in the two-motor 1-gear mode, only the 1-gear synchronizer is disengaged and the 2-gear synchronizer is engaged.
3. 1-gear single motor: the 1-gear synchronizer 6 is connected with a 1-gear driving gear, the 2-gear synchronizer 8 is disconnected, the power of a left motor 1 and a right motor 13 passes through a left input shaft 4, a right input shaft 10 passes through a 1-gear driving gear 5, a 1-gear driven gear 15, an intermediate shaft 14, a main reduction driving gear 16, a main reduction gear ring 20 and a differential device 21 and is transmitted to a left half shaft 19, a left wheel 18, a right half shaft 22 and a right wheel 23 respectively. On the basis, the left clutch device 3 is connected, the input shaft clutch device 7 is disconnected, and the single-motor 1-gear work of the left motor can be realized; the left clutch device 3 is disconnected, the input shaft clutch device 7 is connected, the right clutch device 11 is connected, and the single-motor 1-gear operation of the right motor 13 can be realized.
4. Single motor 2 shelves: similar to in the single motor 1-gear mode, the 1-gear synchronizer is disengaged and the 2-gear synchronizer is engaged; meanwhile, the left clutch device 3 is engaged, the input shaft clutch device 7 is engaged, and the right clutch device 11 is disconnected, so that the single-motor 2-gear operation of the left motor 1 is realized; the left clutch device 3 is disconnected, the input shaft clutch device 7 is disconnected, the right clutch device 11 is connected, and single-motor 2-gear operation of the right motor 13 is realized.
5. Limp home mode (mainly for motor failure):
when one motor has a fault, the motor can be operated to a single motor mode of a motor which works normally to cope with the single motor fault;
when one, two or all of the left clutch device 3, the right clutch device 11 and the input shaft clutch device 7 can not be separated, the electric drive assembly can not shift gears, the working range of the motor is wider, a strategy for maintaining the current gear can be adopted to deal with faults, and the vehicle limps to a maintenance place;
when one of the left clutch device 3 and the right clutch device 11 can not be engaged, the vehicle enters a single-motor mode by using a motor corresponding to the engageable clutch device to deal with the fault;
when the input shaft clutch 7 cannot be engaged, the electric drive assembly cannot realize a double-motor mode and cannot realize power gear shifting, and a single-motor mode is adopted to allow the vehicle to shift gears;
when one of the 1-gear synchronizer 6 or the 2-gear synchronizer 8 cannot be separated, the gear corresponding to the synchronizer cannot be separated can be maintained, and the power of electric drive is allocated and supplemented through switching of single and double motor working modes;
when one of the 1-gear synchronizer 6 or the 2-gear synchronizer 8 cannot be engaged, the gear corresponding to the synchronizer with normal function can be used for allocating and supplementing the power of electric drive through switching the working modes of the single motor and the double motors.
6. Parking mode: when the vehicle stops and needs to be parked, the electric drive assembly receives a P gear (parking gear) signal, the 1 gear synchronizer 6 and the 2 gear synchronizer 8 are simultaneously engaged, the input shaft clutch device 7 is engaged, the electric drive internal gear mechanism is locked, and the parking function of the P gear is realized.
7. Differential speed limiting mode: when the difference of the road adhesion conditions of the left wheel 18 and the right wheel 23 is large, the difference of the adhesion forces of the wheels on the two sides is large, and the tire slip occurs, the dynamic distribution of the torques of the left half shaft 19 and the right half shaft 22 can be realized by adopting the differential limiting device and the differential lock which are integrated in the differential device 21, and the mechanical locking of the half shafts on the two sides can be realized when necessary, so that the dynamic response performance and the trafficability characteristic of the vehicle are improved.
8. Double-motor power upshifting: the electric drive assembly works in a double-motor 1-gear working state, and the vehicle has a gear shifting condition according to the state of the vehicle and the requirement of a driver; at the moment, the right clutch device 11 and the input shaft clutch device 7 are disconnected, the speed of the right motor 13 is regulated, the 2-gear synchronizer 8 is engaged, the right clutch device 11 starts to be engaged and is in a sliding friction state, the engagement degree is gradually improved, the left clutch device 3 starts to be slid and rubbed, and the engagement degree is gradually reduced; and after the right clutch device 11 is completely engaged, the left clutch device 3 is disconnected, the 1-gear synchronizer 6 is disconnected, the left motor 1 regulates speed, the input shaft clutch device 7 and the left clutch device 3 are gradually engaged, and after the engagement is completed, the dual-motor 2-gear working mode is started, and the gear up is completed.
Dual-motor power downshift: the electric drive assembly works in a double-motor 2-gear working state, and the vehicle has a gear shifting condition according to the state of the vehicle and the requirement of a driver; at the moment, the left clutch device 3 and the input shaft clutch device 7 are opened, the left motor 1 is used for regulating the speed, the 1-gear synchronizer 6 is engaged, the left clutch device 3 is engaged and is in a sliding friction state, the engagement degree is gradually improved, the right clutch device 11 is slid and rubbed, and the engagement degree is gradually reduced; after the left clutch device 3 is engaged, the right clutch device 11 is disconnected, the 2-gear synchronizer 8 is disconnected, the right motor 13 regulates the speed, the input shaft clutch device 7 and the left clutch device 11 are gradually engaged, and after the engagement is finished, the dual-motor 1-gear working mode is started, and the downshift is finished.
When a mode of a certain speed reduction ratio of the single motor is switched to a mode of another speed reduction ratio of the single motor, a mode of a certain speed reduction ratio of the single motor is switched to a mode of the same speed reduction ratio of the double motors, and a mode of a certain speed reduction ratio of the double motors is switched to the mode of the same speed reduction ratio of the single motor, corresponding clutch and gear sets only need to be engaged and disengaged simultaneously. When a certain reduction ratio mode of the single motor is switched to another reduction ratio mode of the double motors, the mode can be switched from the certain reduction ratio mode of the single motor to the other reduction ratio mode of the single motor, and then the mode is switched from the other reduction ratio mode of the single motor to the other reduction ratio mode of the double motors; of course, direct shifting, i.e., simultaneous engagement and disengagement of the respective clutch and gear sets, is also possible. When the mode of one speed reduction ratio of the double motors is switched to the mode of the other speed reduction ratio of the single motor, the same principle is carried out.
The utility model also provides a vehicle comprising the electric drive system.
In conclusion, the synchronizer provided by the utility model ensures that a smaller synchronous impulse exists in the shifting process of the synchronizer by disconnecting the clutch device, thereby prolonging the service life of the synchronizer and reducing the shifting impact; secondly, power gear shifting is realized through the cooperative work of a clutch device and a synchronizer in the reduction gearbox, so that the vehicle has better dynamic property and driving property; the free switching between the single-motor mode and the double-motor mode is realized through the clutch device, the power requirement of the vehicle is met and adapted more flexibly, meanwhile, the mechanical separation of the two motors is realized in the single-motor mode, unnecessary power loss is avoided, partial faults can be better dealt with through the single-motor mode, and the vehicle breakdown fault is reduced; self-locking of two gears of the gearbox is realized through the two synchronizers and the input shaft clutch device, so that a P gear function is realized, a special P gear mechanism is omitted, the power density of the electric drive assembly is improved, and the requirement on arrangement and the part cost are reduced; dynamic distribution of torque of the left half shaft and the right half shaft and mechanical locking of the left half shaft and the right half shaft are realized by integrating different differentials and differential locks, the performance of the vehicle on a poor road surface is met, the trafficability characteristic of the vehicle is improved, and the control performance of the vehicle can be improved by cooperation of colleagues and a chassis system.
It will be understood by those skilled in the art that the foregoing is merely a preferred embodiment of the present invention, and is not intended to limit the utility model, and that any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included within the scope of the present invention.
Claims (10)
1. An electric drive system is characterized by comprising a left motor, a left clutch device, a left input shaft, an input shaft clutch device, a right input shaft, a right clutch device and a right motor; the left motor shaft, the left input shaft, the right input shaft and the right motor shaft are connected with the left clutch device, the input shaft clutch device and the right clutch device in sequence; the left clutch device, the input shaft clutch device and the right clutch device are arranged to be switched between connection and disconnection;
the electric drive system also comprises an intermediate shaft, a first gear set with a first reduction ratio and used for connecting the intermediate shaft and the left input shaft, a second gear set with a second reduction ratio and used for connecting the intermediate shaft and the right input shaft, and a differential device driven by the intermediate shaft; the first set of teeth and the second set of teeth are configured to switch between engaged and disengaged.
2. The electric drive system of claim 1, comprising:
dual motor first reduction ratio mode: the left clutch device, the input shaft clutch device and the right clutch device are connected, the first tooth group is connected, and the second tooth group is disconnected;
two-motor second reduction ratio mode: the left clutch device, the input shaft clutch device and the right clutch device are connected, the first tooth group is disconnected, and the second tooth group is connected;
single motor first reduction ratio mode: the first tooth group is connected, the second tooth group is disconnected, the left clutch device is connected and the input shaft clutch device is disconnected or the left clutch device is disconnected and the input shaft clutch device and the right clutch device are connected;
single motor second reduction ratio mode: the first tooth group is disconnected, the second tooth group is connected, the right clutch device is connected and the input shaft clutch device is disconnected or the left clutch device and the input shaft clutch device are connected and the right clutch device is disconnected;
parking mode: the left clutch device, the input shaft clutch device and the right clutch device are engaged, and the first tooth group and the second tooth group are engaged;
an air motor mode: the first set of teeth and the second set of teeth are disconnected.
3. The electric drive system of claim 2,
the switching from the dual-motor first reduction ratio mode to the dual-motor second reduction ratio mode sequentially comprises the following steps: the input shaft clutch device and the right clutch device are disconnected; the second tooth group is engaged, the right clutch device is engaged, and the left clutch device is disconnected; the first tooth group is disconnected, and the left clutch device and the input shaft clutch device are connected;
the mode of the double-motor second reduction ratio is switched to the mode of the double-motor first reduction ratio in the same way;
when a mode of a certain speed reduction ratio of the single motor is switched to a mode of another speed reduction ratio of the single motor, a mode of a certain speed reduction ratio of the single motor is switched to a mode of the same speed reduction ratio of the double motors, and a mode of a certain speed reduction ratio of the double motors is switched to a mode of the same speed reduction ratio of the single motor, the corresponding clutch and the corresponding gear set are only required to be engaged and disengaged simultaneously.
4. The electric drive system of claim 1, wherein the first set of teeth includes a 1 st gear synchronizer, a 1 st gear drive gear, and a 1 st gear driven gear in meshing engagement with the 1 st gear drive gear; the 1-gear synchronizer is fixedly arranged on the left input shaft or the middle shaft, and the 1-gear driving gear and the 1-gear driven gear are respectively arranged on the left input shaft and the middle shaft; the mounting mode of a gear in the 1-gear driving gear and the 1-gear driven gear, which is the same as the mounting shaft of the 1-gear synchronizer, is a free sleeve, and the mounting mode of the other gear is fixed mounting;
the second gear group comprises a 2-gear synchronizer, a 2-gear driving gear and a 2-gear driven gear meshed with the 2-gear driving gear; the 2-gear synchronizer is fixedly arranged on the left input shaft or the middle shaft, and the 2-gear driving gear and the 2-gear driven gear are respectively arranged on the left input shaft and the middle shaft; the installation mode of the gear which is the same as the installation shaft of the 2-gear synchronizer in the 2-gear driving gear and the 2-gear driven gear is a free sleeve, and the installation mode of the other gear is fixed installation.
5. The electric drive system of claim 1, wherein the intermediate shaft is provided with a main reduction drive gear, the differential device is provided with a main reduction driven gear ring matched with the main reduction drive gear, and the intermediate shaft drives the differential device through the main reduction drive gear and the main reduction driven gear ring.
6. The electric drive system of claim 1, wherein the differential assembly includes left and right axle shafts, each of the left and right axle shafts having left and right wheels.
7. The electric drive system of claim 1, wherein the first reduction ratio is greater than the second reduction ratio.
8. The electric drive system of claim 1, wherein the left clutch, the input shaft clutch, and the right clutch are dry clutches or wet clutches.
9. The electric drive system of claim 1, wherein the differential device is integrated with a differential lock or a limited slip differential, the differential lock being a dog, multi-plate clutch, Torsen or electromagnetic clutch.
10. A vehicle, characterized by comprising an electric drive system according to any one of claims 1-9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202122438202.2U CN216033697U (en) | 2021-10-11 | 2021-10-11 | Electric drive system and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202122438202.2U CN216033697U (en) | 2021-10-11 | 2021-10-11 | Electric drive system and vehicle |
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| Publication Number | Publication Date |
|---|---|
| CN216033697U true CN216033697U (en) | 2022-03-15 |
Family
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202122438202.2U Active CN216033697U (en) | 2021-10-11 | 2021-10-11 | Electric drive system and vehicle |
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| CN (1) | CN216033697U (en) |
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2021
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