CN217022165U - Double-motor drive assembly and electric automobile - Google Patents
Double-motor drive assembly and electric automobile Download PDFInfo
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- CN217022165U CN217022165U CN202220851894.5U CN202220851894U CN217022165U CN 217022165 U CN217022165 U CN 217022165U CN 202220851894 U CN202220851894 U CN 202220851894U CN 217022165 U CN217022165 U CN 217022165U
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Abstract
本实用新型公开了一种双电机驱动总成及电动汽车，涉及电动汽车技术领域。该双电机驱动总成包括第一驱动电机、第二驱动电机、换挡组件及传动组件。换挡组件包括第一主动齿轮、第二主动齿轮及换挡件，第一驱动电机驱动第一主动齿轮，换挡件能够使第二驱动电机驱动第一主动齿轮或第二主动齿轮。所述传动组件包括传动轴及固定设置于所述传动轴的第一从动齿轮和第二从动齿轮，所述第一从动齿轮与所述第一主动齿轮啮合，所述第二从动齿轮与所述第二主动齿轮啮合。该双电机驱动总成的两个电机能够同时驱动传动轴转动以对电动汽车提供动力。
The utility model discloses a dual-motor drive assembly and an electric vehicle, and relates to the technical field of electric vehicles. The dual-motor drive assembly includes a first drive motor, a second drive motor, a shift assembly and a transmission assembly. The shifting assembly includes a first driving gear, a second driving gear and a shifting member, the first driving motor drives the first driving gear, and the shifting member enables the second driving motor to drive the first driving gear or the second driving gear. The transmission assembly includes a transmission shaft, a first driven gear and a second driven gear fixedly arranged on the transmission shaft, the first driven gear meshes with the first driving gear, and the second driven gear A gear meshes with the second drive gear. The two motors of the dual-motor drive assembly can simultaneously drive the transmission shaft to rotate to provide power for the electric vehicle.
Description
Technical Field
The utility model relates to the technical field of electric automobiles, in particular to a double-motor drive assembly and an electric automobile.
Background
With the development and progress of technologies such as electromotion, intellectualization and networking, and the gradual construction and perfection of related auxiliary facilities, the acceptance degree of users to electric automobiles is higher and higher, and the requirements on the travelling comfort of the electric automobiles and the electric drive assemblies are also continuously improved. Such as faster starting and accelerating response, high-speed smooth and quiet power output, higher comprehensive utilization efficiency of an electric drive assembly, longer pure electric endurance mileage, lower vehicle purchase price and use cost and the like.
At present, the electric automobile gradually adopts double motors as power sources, and the two motors drive the electric automobile through a low gear and a high gear respectively, so that the electric automobile has the advantages of strong climbing capability, good acceleration, high maximum speed and the like. However, the two motors cannot drive the electric vehicle at the same gear at the same time, so that the single motor is driven independently under most working conditions, and the advantages of the two motors cannot be exerted.
In view of the above problems, it is desirable to develop a dual motor drive assembly and an electric vehicle to solve the above problems.
SUMMERY OF THE UTILITY MODEL
The utility model aims to provide a double-motor driving assembly and an electric automobile, which can enable two motors to simultaneously drive the electric automobile so as to provide power for the electric automobile, thereby improving the power performance of the electric automobile.
In order to achieve the purpose, the utility model adopts the following technical scheme:
a dual motor drive assembly comprising:
a first drive motor including a first rotor shaft;
the second driving motor comprises a second rotor shaft, and the second driving motor and the first driving motor are coaxially and oppositely arranged;
the gear shifting assembly comprises a first driving gear, a second driving gear and a shifting piece, the first driving gear is fixedly connected with the first rotor shaft, the second driving gear is sleeved on the second rotor shaft and can rotate relative to the second rotor shaft, the shifting piece and the second rotor shaft synchronously rotate, and the gear shifting piece is selectively and fixedly connected with the first driving gear or the second driving gear;
the transmission assembly comprises a transmission shaft, a first driven gear and a second driven gear, the first driven gear and the second driven gear are fixedly arranged on the transmission shaft, the first driven gear is meshed with the first driving gear, and the second driven gear is meshed with the second driving gear.
Preferably, the gear radius of the first driving gear is smaller than the gear radius of the second driving gear.
Preferably, the shift member is a shifting piece, and the shifting piece can slide along the axial direction of the second rotor shaft to be fixedly connected with the first driving gear or the second driving gear respectively.
Preferably, a key groove extending along the axial direction is formed in the side wall of the second rotor shaft, a flat key is arranged in the key groove, the shifting piece is sleeved on the second rotor shaft, and the flat key extends out of the key groove and is clamped with the shifting piece.
Preferably, still include differential and two semi-axles, differential include the casing and fixed set up in the third driven gear of casing periphery, the transmission shaft is provided with the teeth of a cogwheel along circumference, the third driven gear with the teeth of a cogwheel meshing, two the semi-axle all with the differential transmission is connected, two the semi-axle is used for connecting the wheel.
Preferably, the differential further comprises a planetary gear and two side gears, the planetary gear is rotatably disposed in the housing, and the two side gears are respectively fixedly connected with one of the half shafts and are both meshed with the planetary gear.
Preferably, the parking device further comprises two parking brakes, wherein the parking brakes are arranged on the half shafts and can brake the half shafts.
Preferably, the wheel hub reduction gear assembly further comprises two wheel hub reduction assemblies, and the half shaft is in transmission connection with the wheel via the wheel hub reduction assemblies.
Preferably, the differential further includes a differential lock provided to one of the axle shafts, the differential lock being capable of locking the axle shaft with the case.
An electric automobile comprises the double-motor drive assembly.
The utility model has the beneficial effects that:
the utility model provides a double-motor drive assembly and an electric automobile. In this two motor drive assemblies, first driving motor passes through first driving gear drive first driven gear and rotates, and second driving motor passes through the first driving gear of the drive of the piece of shifting or second driving gear rotates to make first driving motor and second driving motor can drive the transmission shaft simultaneously and rotate in order to provide power to electric automobile.
When the electric automobile needs stronger power, the gear shifting piece is connected with the first driving gear, so that the first driving motor and the second driving motor simultaneously provide power through the first driving gear, and the vehicle can obtain stronger power than that of the single motor. And when this two motor drive assemblies switch over second driving motor's fender position through trading the fender piece, first driving motor provides power for electric automobile all the time to make the vehicle unpowered interrupt, improve and drive and experience.
Drawings
FIG. 1 is a schematic structural view of a dual motor drive assembly provided by the present invention;
FIG. 2 is a schematic structural view of a transmission assembly provided by the present invention;
FIG. 3 is a schematic view of a second rotor shaft and a flat key according to the present invention;
FIG. 4 is a schematic structural view of a differential provided by the present invention;
fig. 5 is a schematic structural view of the hub reduction unit according to the present invention.
In the figure:
1. a first drive motor; 2. a second drive motor; 3. a shift assembly; 4. a transmission assembly; 5. a differential mechanism; 6. a half shaft; 7. a wheel; 8. a parking brake; 9. a hub reduction assembly;
11. a first rotor shaft; 21. a second rotor shaft; 22. a flat bond; 31. a first drive gear; 32. a second driving gear; 33. a stopper is replaced; 41. a drive shaft; 42. a first driven gear; 43. a second driven gear; 44. gear teeth; 51. a housing; 52. a third driven gear; 53. a planetary gear; 54. a half shaft gear; 55. a differential lock; 91. an inner gear ring; 92. a planet carrier; 93. a sun gear; 94. and a planet wheel.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the utility model and are not to be construed as limiting the utility model.
In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplification of description, but do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance. Wherein the terms "first position" and "second position" are two different positions.
Unless expressly stated or limited otherwise, the terms "mounted," "connected," and "secured" are to be construed broadly and encompass, for example, both fixed and removable connections; can be mechanically or electrically connected; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meanings of the above terms in the present invention can be understood according to specific situations by those of ordinary skill in the art.
Unless expressly stated or limited otherwise, the first feature "on" or "under" the second feature may include the first feature being in direct contact with the second feature, or may include the first feature being in direct contact with the second feature but being in contact with the second feature by another feature therebetween. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly under and obliquely below the second feature, or simply meaning that the first feature is at a lesser elevation than the second feature.
The technical scheme of the utility model is further explained by the specific implementation mode in combination with the attached drawings.
With the development and progress of technologies such as electromotion, intellectualization and networking, and the gradual construction and perfection of related auxiliary facilities, the acceptance degree of users to electric automobiles is higher and higher, and the requirements on the travelling comfort of the electric automobiles and the electric drive assemblies are also continuously improved.
The motor can output the maximum torque when rotating at a low speed, and the motor efficiency is highest at the moment, so that the electric automobile can be started quickly, electric energy is saved, and the driving experience is obviously superior to that of a fuel vehicle. And the efficiency of the motor is obviously reduced under the working condition of high rotating speed, and when the motor drives the electric automobile to run at high rotating speed, the energy consumption is increased, so that the driver is easy to generate mileage anxiety.
To solve this problem, the present embodiment provides a dual motor drive assembly. As shown in fig. 1 and 2, the dual motor drive assembly includes a first drive motor 1, a second drive motor 2, a gear shift assembly 3, and a transmission assembly 4. The first drive motor 1 includes a first rotor shaft 11. The second drive motor 2 comprises a second rotor shaft 21, the second drive motor 2 and the first drive motor 1 being arranged coaxially opposite one another. The gear shifting assembly 3 includes a first driving gear 31, a second driving gear 32 and a shifting member 33, the first driving gear 31 is fixedly connected to the first rotor shaft 11, the second driving gear 32 is sleeved on the second rotor shaft 21 and can rotate relative to the second rotor shaft 21, the shifting member 33 rotates synchronously with the second rotor shaft 21, and the shifting member 33 is selectively fixedly connected to the first driving gear 31 or the second driving gear 32. The transmission assembly 4 includes a transmission shaft 41, and a first driven gear 42 and a second driven gear 43 fixedly disposed on the transmission shaft 41, wherein the first driven gear 42 is engaged with the first driving gear 31, and the second driven gear 43 is engaged with the second driving gear 32.
In the dual-motor drive assembly, the first drive motor 1 drives the first driven gear 42 to rotate through the first drive gear 31, and the second drive motor 2 drives the first drive gear 31 or the second drive gear 32 to rotate through the shift member 33, so that both the first drive motor 1 and the second drive motor 2 can drive the transmission shaft 41 to rotate to provide power for the electric vehicle.
When the electric vehicle needs stronger power, the gear shift member 33 is connected with the first driving gear 31, so that the first driving motor 1 and the second driving motor 2 are simultaneously powered by the first driving gear 31, and the vehicle can obtain stronger power than that when the vehicle is driven by a single motor. And when this two motor drive assemblies switch over the fender position of second driving motor 2 through trading fender piece 33, first driving motor 1 provides power for electric automobile all the time to make the unpowered interrupt of vehicle, improve the driving experience.
As shown in fig. 1, the gear radius of first driving gear 31 is smaller than the gear radius of second driving gear 32. It will be appreciated that the first drive gear 31 is in low gear and the second drive gear 32 is in high gear.
When electric automobile low-speed state needs accelerate, first driving motor 1 and second driving motor 2 can pass through first driving gear 31 simultaneous drive electric automobile, make electric automobile obtain the twice moment of torsion, promote electric automobile's dynamic behavior greatly.
When the electric automobile needs to cruise at a high speed, the second driving motor 2 is connected with the second driving gear 32 through the shift piece 33, so that the second driving motor 2 can drive the electric automobile to cruise at a high speed at a relatively low rotating speed, the rotating speed of the second driving motor 2 is in a high-efficiency interval of the motor, the energy consumption is reduced, and the cruising anxiety of a driver is relieved.
It can be understood that the double-motor drive assembly can enable the electric automobile to have higher polar speed by setting the low gear and the high gear, and the power performance of the electric automobile is greatly improved.
Preferably, the shift member 33 is a shifting piece capable of sliding along the axial direction of the second rotor shaft 21 to be fixedly connected with the first driving gear 31 or the driving gear, respectively. The driving computer automatically switches the state of the plectrum according to the operation of a driver so as to enable the driving logics of the two motors to be more practical. It is understood that the paddle can be in contact with the first driving gear 31 or the second driving gear 32 by sliding to generate a friction force, so that the second driving motor 2 can drive the first driving gear 31 or the second driving gear 32.
Further, as shown in fig. 3, a key groove extending along the axial direction is formed in the side wall of the second rotor shaft 21, a flat key 22 is arranged in the key groove, the second rotor shaft 21 is sleeved with the shifting piece, and the flat key 22 extends out of the key groove and is clamped with the shifting piece. Because the direction of keyway is along the axial extension of second rotor shaft 21 for when the plectrum was slided along the axial of second rotor shaft 21, flat key 22 all the time with the plectrum joint, so that plectrum and second rotor shaft 21 synchronous rotation.
If the wheels 7 on both sides of the drive axle are rigidly connected by a single axle, the wheels 7 can only rotate at the same angle. When the automobile is driven in a steering mode, the outer wheel 7 rolls and slips at the same time, and the inner wheel 7 rolls and slips at the same time, because the outer wheel 7 moves a larger distance than the inner wheel 7. Even when the automobile is running straight, the wheel 7 slips due to uneven road surface or uneven rolling radius of the tire (tire manufacturing error, wear difference, load variation, or air pressure difference) even if the road surface is flat.
As shown in fig. 1 and 4, to solve this problem, the dual-motor drive assembly further includes a differential 5 and two half shafts 6, the differential 5 includes a housing 51 and a third driven gear 52 fixedly disposed on the outer periphery of the housing 51, the transmission shaft 41 is circumferentially provided with gear teeth 44, the third driven gear 52 is engaged with the gear teeth 44, the two half shafts 6 are both in transmission connection with the differential 5, and the two half shafts 6 are used for connecting the wheels 7. The differential 5 is arranged to automatically adjust the rotation angle of the two wheels 7 to adapt to different driving conditions.
Specifically, the differential 5 further includes a planetary gear 53 and two side gears 54, the planetary gear 53 is rotatably disposed in the case 51, and the two side gears 54 are fixedly connected to one of the axle shafts 6, respectively, and are both meshed with the planetary gear 53. The propeller shaft 41 drives the case 51 of the differential 5 to rotate, and when the two wheels 7 at both ends of the differential 5 are subjected to the same road surface resistance, the two side gears 54 apply equal torque to the planetary gears 53, so that the planetary gears 53 are kept stationary relative to the case 51, the two half shafts 6 rotate synchronously with the case 51, and the two wheels 7 rotate at the same angle. When the two wheels 7 at both ends of the differential 5 are subjected to different resistances from the road surface, the moments applied to the planetary gears 53 by the two side gears 54 are unequal, so that the planetary gears 53 rotate relative to the case 51, the two half shafts 6 rotate out of synchronism with the case 51, one half shaft 6 rotates by a larger angle than the case 51, and the other half shaft 6 rotates by a smaller angle than the case 51, so that an angular difference is generated when the two wheels 7 rotate.
In order to ensure stable operation of the differential 5, the planetary gears 53 are disposed in two opposite directions to balance the torque of the two side gears 54.
When the driving road condition is poor, so that one wheel 7 idles, the other wheel 7 cannot be driven by torque, and at the same time, the electric automobile loses power. To solve this problem, the differential 5 further includes a differential lock 55, as shown in fig. 4, the differential lock 55 being provided to one of the axle shafts 6, the differential lock 55 being capable of locking the axle shaft 6 with the case 51. The differential lock 55 is able to lock the differential 5 when one wheel 7 is spinning, so that the two half-shafts 6 are rigidly connected, so that power can be transmitted to the wheel 7 in contact with the ground.
As shown in fig. 5, the dual-motor drive assembly further comprises two hub reduction assemblies 9, and the half shaft 6 is in transmission connection with the wheel 7 through the hub reduction assemblies 9. The wheel reduction assembly 9 can reduce the load of the components such as the gear shifting assembly 3, the transmission assembly 4, the differential 5, the half shaft 6 and the like, reduce the size, obtain larger ground clearance of a drive axle and the like under the condition of the same total transmission ratio.
Specifically, the hub reduction assembly 9 is a planetary reducer including an annular gear 91, a planet carrier 92, a sun gear 93, and a plurality of planet gears 94. The inner gear ring 91 is fixedly arranged on the frame, and the sun gear 93 is rotatably arranged on the inner gear ring 91 and is fixedly connected with one half shaft 6. A plurality of planet gears 94 are rotatably arranged on the planet carrier 92 and meshed with the ring gear 91 and the sun gear 93, and the planet carrier 92 is fixedly connected with the wheel 7.
The power is transmitted to the sun gear 93 through the half shaft 6, the sun gear 93 transmits the power to the planet carrier 92 through the planet gears 94, the ring gear 91 is fixed, so the power is output by the planet carrier 92, and the power is transmitted to the wheels 7 to drive the electric automobile to run.
In addition, the dual-motor drive assembly further comprises two parking brakes 8, wherein the parking brakes 8 are arranged on the half shafts 6, and the half shafts 6 can be braked by the parking brakes 8. When the electric automobile is stopped stably, the parking brake 8 can lock the corresponding half shaft 6, so that the vehicle cannot slide due to the fact that the road surface is not flat. Both half-shafts 6 are provided with parking brakes 8, which enable the vehicle to remain stable without the body turning due to the locking of the single wheel 7.
The embodiment also provides an electric automobile which comprises the dual-motor drive assembly. The electric automobile of this embodiment adopts the bi-motor to drive, and when low-speed heavy load or sharp acceleration operating mode, first driving motor 1 and second driving motor 2 can jointly drive, provide great output torque and quick acceleration response for whole car. When the vehicle runs at a low speed, the first driving motor 1 and the second driving motor 2 both output power through the first driving gear 31, and when the vehicle runs at a high speed and needs to accelerate rapidly, the first driving motor 1 provides power through the first driving gear 31, the second driving motor 2 provides power through the first driving gear 31 and also provides power through the second driving gear 32, and the vehicle computer can be selected according to actual needs.
When the electric automobile is cruising at a high speed or running at a small load, the second driving motor 2 provides power through the second driving gear 32, and the second driving gear 32 is in a high-speed gear, so that the rotating speed of the second driving motor 2 is relatively low, the efficiency of the second driving motor 2 is in a high-efficiency interval, and the energy consumption is reduced. When the electric automobile decelerates or brakes, the first driving motor 1 and the second driving motor 2 can realize high-efficiency braking energy recovery.
The above description is only a preferred embodiment of the present invention, and it should not be understood that the present invention is limited to the details of the embodiment and the range of applications, which can be changed by those skilled in the art according to the spirit of the present invention.
Claims (10)
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| Application Number | Priority Date | Filing Date | Title |
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| CN202220851894.5U CN217022165U (en) | 2022-04-13 | 2022-04-13 | Double-motor drive assembly and electric automobile |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202220851894.5U CN217022165U (en) | 2022-04-13 | 2022-04-13 | Double-motor drive assembly and electric automobile |
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| CN217022165U true CN217022165U (en) | 2022-07-22 |
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Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN116141985A (en) * | 2023-02-27 | 2023-05-23 | 蜂巢传动系统(江苏)有限公司 | Driving system, method and vehicle |
| CN117360118A (en) * | 2023-11-24 | 2024-01-09 | 奇瑞汽车股份有限公司 | Dual-motor power system and automobile |
| CN118404981A (en) * | 2024-06-26 | 2024-07-30 | 江苏国龙电气有限公司 | A dual-motor switching device for electric vehicle |
-
2022
- 2022-04-13 CN CN202220851894.5U patent/CN217022165U/en active Active
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN116141985A (en) * | 2023-02-27 | 2023-05-23 | 蜂巢传动系统(江苏)有限公司 | Driving system, method and vehicle |
| CN117360118A (en) * | 2023-11-24 | 2024-01-09 | 奇瑞汽车股份有限公司 | Dual-motor power system and automobile |
| CN118404981A (en) * | 2024-06-26 | 2024-07-30 | 江苏国龙电气有限公司 | A dual-motor switching device for electric vehicle |
| CN118404981B (en) * | 2024-06-26 | 2024-10-29 | 江苏国龙电气有限公司 | Dual-motor switching device of electric automobile |
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