CN216886229U

CN216886229U - Power system and electric automobile

Info

Publication number: CN216886229U
Application number: CN202122905233.4U
Authority: CN
Inventors: 石洪广; 姜利文; 丛龙飞
Original assignee: Contemporary Amperex Technology Co Ltd
Current assignee: Contemporary Amperex Technology Co Ltd
Priority date: 2021-11-24
Filing date: 2021-11-24
Publication date: 2022-07-05
Anticipated expiration: 2031-11-24
Also published as: WO2023093463A1

Abstract

The application discloses driving system and electric automobile. The power system comprises a first motor, a second motor, a double clutch and a speed reducer, wherein the first motor and the second motor are respectively connected with the input ends of the double clutch, and the double clutch is used for selectively establishing a power transmission path between the first motor and the output end of the double clutch and/or between the second motor and the output end of the double clutch; the speed reducer is connected with the output end of the double clutch. Through setting up two motors, double clutch, can select to export different power, satisfy the power demand under the different operating modes. The power, the torque and the cost of the motor are effectively reduced on the premise of meeting the requirement of the power performance of the whole vehicle.

Description

Power system and electric automobile

Technical Field

The application relates to the field of electric automobiles, in particular to a power system and an electric automobile.

Background

The layout of the components in the existing pure electric or hybrid new energy automobile is very various, and the layout of the components in the powertrain can be designed differently according to different body structures or different vehicle applications, for example: some motors are arranged in front of the vehicle body, some motors are arranged in back, some speed reducers are arranged on the vehicle body in a transverse shaft mode, and some speed reducers are arranged on a longitudinal shaft mode. With the development of new energy automobile technology, new performance requirements are continuously provided for the power assembly, such as: smaller volume, higher drive efficiency, lower noise, etc. The existing power assembly is difficult to meet new performance requirements, is no longer suitable for a novel automobile, and needs to be provided with a power assembly with a new structure.

SUMMERY OF THE UTILITY MODEL

The application provides a driving system and an electric automobile, changes the layout of a motor, a clutch and a speed reducer so as to meet new performance requirements.

According to a first aspect of the present application, there is provided a power system, comprising a first motor, a second motor, a double clutch and a speed reducer, wherein the first motor and the second motor are respectively connected with an input end of the double clutch, and the double clutch is used for selectively establishing a power transmission path between the first motor and an output end of the double clutch and/or between the second motor and an output end of the double clutch; the speed reducer is connected with the output end of the double clutch.

By arranging the two motors and the double clutches, different powers can be selectively output, the power system can be independently driven by a single motor, and the two motors can be coupled in torque, so that the requirements on climbing dynamics at low speed and climbing and accelerating overtaking at high speed can be met; when one of the motors is in failure, the other motor can realize independent driving.

In some embodiments, the dual clutch includes a first clutch and a second clutch, the output ends of the first and second clutches are both connected with the output end of the dual clutch, the input end of the first clutch is connected with the output shaft of the first motor, and the input end of the second clutch is connected with the output shaft of the second motor.

Through setting up first clutch and the second clutch that can work respectively independently for the double clutch has multiple separation and reunion mode, has improved the integrated level of clutch, has reduced the volume of clutch. Each clutch provides clutching operation for one motor, so that the power system has multiple power output modes.

In some embodiments, the output shaft of the first electric machine is disposed coaxially with the output shaft of the second electric machine.

Through coaxial setting, first motor and second motor can reduce the space in the axial and occupy, compact structure, and unpowered interruption, the vehicle travelling comfort is better, and first motor and second motor arrange in the same one end of double clutch, arrange with the reasonable collocation of double clutch, have finally reduced driving system's outside volume.

In some embodiments, the speed reducer comprises a first gear, a second gear, a third gear and a fourth gear, wherein the first gear and the second gear are in meshing transmission, the second gear and the third gear are coaxially connected, the third gear and the fourth gear are in meshing transmission, and the fourth gear is connected with a differential of an automobile.

By providing two sets of gears in meshing transmission, a predetermined transmission ratio can be achieved, the transmission ratio of the first gear and the second gear is i1, the transmission ratio of the third gear and the fourth gear is i2, and the total transmission ratio of the speed reducer is i1 × i 2.

In some embodiments, the speed reducer includes a first intermediate shaft connected with the output mechanism of the clutch and the first gear, respectively, and a second intermediate shaft connected with the second gear and the third gear, respectively.

Through the first intermediate shaft and the second intermediate shaft, the two groups of gears in meshing transmission are combined to complete torque transmission between the two groups of gears.

In some embodiments, the first and second countershafts are axially parallel, the second gear is disposed on an end of the second countershaft remote from the dual clutch, and the third gear is disposed on an end of the second countershaft proximate to the dual clutch.

The second group of gears are arranged close to the double clutches, so that the space occupation of the speed reducer in the axial direction is reduced, the structure is compact, and the external volume of the power system is finally reduced.

In some embodiments, the first electric machine and the second electric machine share a cooling circuit.

The cooling circuit is usually arranged in the stator, and the first motor and the second motor are arranged adjacently by sharing the cooling circuit, so that the stator of the first motor and the stator of the second motor can be combined together, the size of the power system is reduced sufficiently, and the manufacturing cost and the operating cost can also be reduced.

In some embodiments, the first motor is one of a permanent magnet synchronous motor and an alternating current asynchronous motor, the second motor is of the same type as the first motor, or the second motor is the other of a permanent magnet synchronous motor and an alternating current asynchronous motor.

The motors of different types have different advantages in performance, can be selectively used according to actual needs, improve the driving efficiency and the reliability of a power system, realize economy and high efficiency in a multi-region working condition and reduce energy consumption.

According to a second aspect of the present application, there is provided an electric vehicle, comprising a differential, and further comprising the power system of any one of the above, wherein the power system is connected with the differential.

Through setting up driving system for whole car dynamic performance promotes, the energy consumption reduces, driving system device mechanism highly integrated, improved system NVH performance, reduced system cost, improved electric automobile's inner space utilization simultaneously.

In some embodiments, the differential is an inter-wheel differential or an inter-axle differential.

When the differential is an inter-wheel differential, the differential can be arranged between the wheels of the front wheels, and the power system is arranged on the front side of the vehicle body at the moment, and can also be arranged between the wheels of the rear wheels, and the power system is arranged on the rear side of the vehicle body at the moment. When the differential is an interaxle differential, the power system is arranged near the middle of the vehicle body.

Drawings

The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the application and together with the description serve to explain the application and not to limit the application. In the drawings:

FIG. 1 illustrates a schematic structural diagram of a power system according to some embodiments of the present application;

FIG. 2 illustrates a power transmission route diagram for mode 1 operation of the powertrain, according to some embodiments of the present application;

FIG. 3 illustrates a power transmission route diagram for mode 2 operation of the powertrain, according to some embodiments of the present application;

FIG. 4 illustrates a power transmission route diagram for mode 3 of operation of the powertrain, according to some embodiments of the present application;

FIG. 5 illustrates a schematic structural diagram of an electric vehicle according to some embodiments of the present application;

description of reference numerals: 1. a first motor; 2. a second motor; 3. a first clutch; 4. a second clutch; 5. a first intermediate shaft; 6. a first gear; 7. a second gear; 8. a second intermediate shaft; 9. a third gear; 10. a fourth gear; 11. a differential mechanism; 12. a half shaft or drive shaft; 13. an electric vehicle; 14. A battery; 15. a controller; 16. a power system.

Detailed Description

To make the objects, technical solutions and advantages of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings showing a plurality of embodiments according to the present application, and it should be understood that the described embodiments are only a part of the embodiments of the present application, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments described herein without undue experimentation, shall fall within the scope of the present application.

Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs; the terminology used in the description of the application herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the application; the terms "comprising," "including," "having," "containing," and the like in the description and claims of this application and in the description of the foregoing figures are open-ended terms. Thus, a method or apparatus that "comprises," "having," such as one or more steps or elements, has one or more steps or elements, but is not limited to having only those one or more elements. The terms "first," "second," and the like in the description and claims of this application or in the above-described drawings are used for distinguishing between different elements and not for describing a particular sequential or chronological order. Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present application, "a plurality" means two or more unless otherwise specified.

In the description of the present application, it is to be understood that the terms "central," "lateral," "length," "width," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "axial," "radial," "circumferential," and the like are used in the indicated orientations and positional relationships based on the drawings and are used merely for convenience in describing the present application and for simplicity in description, and are not intended to indicate or imply that the referenced devices or elements must have a particular orientation, be constructed and operated in a particular orientation, and are not to be considered limiting of the present application.

In the description of the present application, it should be noted that, unless otherwise explicitly stated or limited, the terms "mounted," "connected," and "attached" are to be construed broadly and may be, for example, fixedly connected, detachably connected, or integrally connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art as the case may be.

Reference in the specification to "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment can be included in at least one embodiment of the specification. The appearances of the phrase in various places in the specification are not necessarily all referring to the same embodiment, nor are separate or alternative embodiments mutually exclusive of other embodiments. It is explicitly and implicitly understood by one skilled in the art that the embodiments described herein can be combined with other embodiments.

As noted above, it should be emphasized that the term "comprises/comprising" when used in this specification is taken to specify the presence of stated features, integers, steps or components but does not preclude the presence or addition of one or more other features, integers, steps, components or groups thereof. As used in this application, the singular forms "a", "an" and "the" include the plural forms as well, unless the context clearly indicates otherwise

The terms "a" and "an" in this specification may mean one, but may also be consistent with the meaning of "at least one" or "one or more". The term "about" generally means plus or minus 10%, or more specifically plus or minus 5%, of the numerical value referred to. The term "or" as used in the claims means "and/or" unless it is expressly stated that it refers only to alternatives.

The term "and/or" in this application is only one kind of association relationship describing the associated object, and means that there may be three kinds of relationships, for example, a and/or B, which may mean: a exists alone, A and B exist simultaneously, and B exists alone. In addition, the character "/" in this application generally indicates that the former and latter related objects are in an "or" relationship.

In the related prior art, along with the development of new energy automobile technique, constantly provide new performance requirement to the power assembly, current power assembly is difficult to satisfy new performance requirement, no longer is applicable to novel car, awaits urgently to provide the power assembly of new construction. For a better understanding of the present application, embodiments of the present application are described in detail below with reference to fig. 1 to 5.

As shown in fig. 1, a power system 16 according to an embodiment of the present application includes a first motor 1, a second motor 2, a dual clutch and a speed reducer, where the first motor 1 and the second motor 2 are respectively connected to input ends of the dual clutch, and the dual clutch is used to selectively establish a power transmission path between the first motor 1 and an output end of the dual clutch and/or between the second motor 2 and an output end of the dual clutch; the reducer is connected with the output end of the double clutch.

The double clutch is a clutch device which can control whether two power sources output power outwards or not. And the speed reducer outputs the power of the power source to the outside in a mode of reducing the rotating speed and increasing the torque.

In some embodiments, the dual clutch comprises a first clutch 3 and a second clutch 4, the output ends of the first clutch 3 and the second clutch 4 are connected with the output end of the dual clutch, the input end of the first clutch 3 is connected with the output shaft of the first electric machine 1, and the input end of the second clutch 4 is connected with the output shaft of the second electric machine 2.

The first clutch 3 and the second clutch 4 are coaxially and integrally arranged, and only one clutch can independently work at a time or two clutches can simultaneously work.

Through setting up first clutch 3 and second clutch 4 that can work independently respectively for the double clutch has multiple separation and reunion mode, has improved the integrated level of clutch, has reduced the volume of clutch. Each clutch provides clutching operation for one of the motors, allowing the powertrain 16 to have multiple power take-off modes.

Simultaneously, the double clutch is easy to assemble and the system cost is reduced, simultaneously with two motors be connected alone, can break away from vehicle output shaft simultaneously with two motors when the vehicle trouble, realize safe trailer work, avoid electric elements's damage.

In some embodiments, the output shaft of the first electric machine 1 is arranged coaxially with the output shaft of the second electric machine 2.

For this purpose, it is necessary to provide the output shaft of the second motor 2 as a hollow shaft, and the output shaft of the first motor 1 passes through the output shaft of the second motor 2 and is connected to the first clutch 3 and the second clutch 4, respectively.

Through coaxial setting, first motor 1 and second motor 2 can reduce the space in the axial and occupy, compact structure, and unpowered interruption, the vehicle travelling comfort is better, and first motor 1 and second motor 2 arrange in the same one end of double clutch, with the reasonable collocation of double clutch, have finally reduced driving system 16's outside volume.

In some embodiments, the speed reducer comprises a first gear 6, a second gear 7, a third gear 9 and a fourth gear 10, wherein the first gear 6 and the second gear 7 are in meshing transmission, the second gear 7 and the third gear 9 are coaxially connected, the third gear 9 and the fourth gear 10 are in meshing transmission, and the fourth gear 10 is connected with a differential 11 of an automobile.

By providing two sets of gears in meshing transmission, a predetermined transmission ratio can be achieved, the transmission ratio of the first gear 6 and the second gear 7 being i1, the transmission ratio of the third gear 9 and the fourth gear 10 being i2, and the total transmission ratio of the reducer being i1 × i 2.

In some embodiments, the reducer comprises a first intermediate shaft 5 and a second intermediate shaft 8, the first intermediate shaft 5 being connected to the output of the clutch and to the first gear 6, respectively, and the second intermediate shaft 8 being connected to the second gear 7 and to the third gear 9, respectively.

Through the first intermediate shaft 5 and the second intermediate shaft 8, the two groups of gears in meshing transmission are combined, and the torque transmission between the two groups of gears is completed.

In some embodiments, the first countershaft 5 and the second countershaft 8 are axially parallel, the second gear 7 is disposed at an end of the second countershaft 8 remote from the dual clutch, and the third gear 9 is disposed at an end of the second countershaft 8 adjacent to the dual clutch.

By arranging the second group of gears close to the double clutches, the space occupation of the speed reducer in the axial direction is reduced, the structure is compact, and the external volume of the power system 16 is finally reduced.

In some embodiments, the first electric machine 1 and the second electric machine 2 share a cooling circuit.

The cooling circuit is usually arranged in the stator, and by sharing the cooling circuit, the first electric machine 1 and the second electric machine 2 are arranged adjacently, and the stator of the first electric machine 1 and the stator of the second electric machine 2 can be combined together, so that the size of the power system 16 is reduced substantially, and the manufacturing cost and the running cost can also be reduced. Meanwhile, the first motor 1 and the second motor 2 may also share a housing.

In some embodiments, the first electric machine 1 is one of a permanent magnet synchronous machine and an alternating current asynchronous machine, the second electric machine 2 is of the same type as the first electric machine 1, or the second electric machine 2 is the other of a permanent magnet synchronous machine and an alternating current asynchronous machine.

Different types of motors have different advantages in performance, can be selectively used according to actual needs, improve the driving efficiency and the reliability of the power system 16, realize economy and high efficiency in a multi-region working condition and reduce energy consumption.

Through the combination of two motors and double clutch, under different driving conditions, this application can realize that 1 single motor of first motor, 2 single motors of second motor or two motors of first motor 1 and second motor 2 work in reasonable efficient rotational speed within range according to whole car power and moment of torsion demand, effectively solves the efficiency problem of carrying on pure electric vehicles driving system.

The operation mode of the power system 16 is four, and will be described in detail with reference to the accompanying drawings, in this embodiment, the power of the first electric machine 1 is smaller than that of the second electric machine 2:

the first working mode is as follows:

under the working condition that the motor torque demand and the load of the whole vehicle are zero, the first motor 1 and the second motor 2 do not work simultaneously in the mode, the first motor 1 is separated from the second clutch 4, and the second motor 2 is separated from the first clutch 3; no power is transmitted outwards at this time; the power transmission route pattern is shown in fig. 1.

And a second working mode:

under the working condition that the motor torque demand and the load of the whole vehicle are large, the first motor 1 and the second motor 2 work simultaneously in the mode, the first motor 1 is combined with the second clutch 4, and the second motor 2 is combined with the first clutch 3; the power transmission route is as follows: the power of the first motor 1 and the second motor 2 is transmitted to a half shaft 12 or a driving shaft 12 through the double clutch, the first intermediate shaft 5, the first gear 6, the second gear 7, the second intermediate shaft 8, the third gear 9, the fourth gear 10 and the differential mechanism 11; a power transmission route map is shown in fig. 2.

And a third working mode:

under the working condition that the motor torque demand and the load of the whole vehicle are small, the first motor 1 works in the mode, the first motor 1 is combined with the second clutch 4, the second motor 2 stops working, and the second motor 2 is separated from the first clutch 3; the power transmission route is as follows: the power of the first motor 1 is transmitted to a half shaft 12 or a driving shaft 12 through a second clutch 4, a first intermediate shaft 5, a first gear 6, a second gear 7, a second intermediate shaft 8, a third gear 9, a fourth gear 10 and a differential 11; the power transmission route pattern is shown in fig. 3.

And a fourth working mode:

under the working conditions of motor torque demand and vehicle load and the like, the first motor 1 stops working under the working conditions, the first motor 1 is separated from the second clutch 4, the second motor 2 works, and the second motor 2 is combined with the first clutch 3; the power transmission route is as follows: the power of the second motor 2 is transmitted to a half shaft 12 or a driving shaft 12 through a first clutch 3, a first intermediate shaft 5, a first gear 6, a second gear 7, a second intermediate shaft 8, a third gear 9, a fourth gear 10 and a differential 11; the power transmission route pattern is shown in fig. 4.

As shown in fig. 5, according to a second aspect of the present application, there is provided an electric vehicle 13, which includes a differential 11 (not shown in fig. 5, and refer to fig. 1 to 4), and further includes the power system 16 of the above first aspect, wherein the power system 16 is connected to the differential 11.

By arranging the power system 16, the power performance of the whole vehicle is improved, the energy consumption is reduced, the mechanism of the power system is highly integrated, the NVH performance of the system is improved, the system cost is reduced, and the internal space utilization rate of the electric vehicle is improved.

In some embodiments, differential 11 is an inter-wheel differential disposed in axle half shafts 12, and in some embodiments, differential 11 is an inter-axle differential disposed in drive shafts 12.

When the differential 11 is an inter-wheel differential, it may be provided between the front wheels, in which case the power system 16 is provided forward on the vehicle body, or between the rear wheels, in which case the power system 16 is provided rearward on the vehicle body, as shown in fig. 5, the differential 11 is an inter-wheel differential. When the differential 11 is an inter-axle differential, the power train 16 is disposed near the center of the vehicle body.

The electric vehicle 13 may be a pure electric vehicle, a hybrid electric vehicle, or a range-extending vehicle. The battery 14 is arranged inside the electric vehicle 13, and the battery 14 may be arranged at the bottom or the head or the tail of the electric vehicle 13, and is used as a driving power source of the electric vehicle 13 to provide driving power for the electric vehicle 13 instead of or partially in place of fuel oil or natural gas. The battery 14 may also serve as an operating power source for the electric vehicle 13.

The electric vehicle 13 may further include a controller 15, and the controller 15 is configured to control the battery 14 to supply power to the power system 16.

The Battery 14 in this embodiment is a rechargeable Battery, which is also called a Secondary Battery (Secondary Battery) or a Secondary Battery, or a Secondary Battery.

Finally, it should be noted that: the above embodiments are only used to illustrate the technical solutions of the present application, and not to limit the same; although the present application has been described in detail with reference to the foregoing embodiments, it should be understood by those of ordinary skill in the art that: it is to be understood that modifications may be made to the above-described embodiments, or equivalents may be substituted for some of the features of the embodiments, without departing from the spirit or scope of the subject matter of the claims.

Claims

1. A power system is characterized by comprising a first motor, a second motor, a double clutch and a speed reducer, wherein the first motor and the second motor are respectively connected with the input ends of the double clutch, and the double clutch is used for selectively establishing a power transmission path between the first motor and the output ends of the double clutch and/or between the second motor and the output ends of the double clutch; the speed reducer is connected with the output end of the double clutch.

2. The powertrain system of claim 1, wherein the dual clutch includes a first clutch and a second clutch, outputs of the first and second clutches each being connected to the output of the dual clutch, an input of the first clutch being connected to the output of the first electric machine, and an input of the second clutch being connected to the output of the second electric machine.

3. The powertrain system of claim 1, wherein the output shaft of the first electric machine is disposed coaxially with the output shaft of the second electric machine.

4. The powertrain system of any one of claims 1-3, wherein the retarder comprises a first gear, a second gear, a third gear, and a fourth gear, the first gear and the second gear being in meshing transmission, the second gear and the third gear being coaxially connected, the third gear and the fourth gear being in meshing transmission, the fourth gear being connected to a differential of an automobile.

5. The powertrain system of claim 4, wherein the retarder includes a first countershaft connected with the output mechanism of the clutch and the first gear, respectively, and a second countershaft connected with the second gear and the third gear, respectively.

6. The powertrain system of claim 5, wherein the first and second countershafts are axially parallel, the second gear is disposed on an end of the second countershaft distal from the dual clutch, and the third gear is disposed on an end of the second countershaft proximal to the dual clutch.

7. The power system of any of claims 1-3 and 5-6, wherein the first electric machine and the second electric machine share a cooling circuit.

8. The power system of any of claims 1-3 and 5-6, wherein the first electric machine is one of a permanent magnet synchronous machine and an alternating current asynchronous machine, and the second electric machine is of the same type as the first electric machine, or the second electric machine is the other of a permanent magnet synchronous machine and an alternating current asynchronous machine.

9. An electric vehicle comprising a differential and further comprising the powertrain of any of claims 1-8, the powertrain being coupled to the differential.

10. The electric vehicle of claim 9, wherein the differential is an inter-wheel differential or an inter-axle differential.