CN218986242U - Drive axle and vehicle - Google Patents

Abstract

The utility model discloses a drive axle and a vehicle, wherein the drive axle comprises: the shell assembly is provided with a mounting cavity; the first motor component and the second motor component are arranged in the mounting cavity and are connected with each other; the first motor controller and the second motor controller are arranged in the mounting cavity, the first motor controller is electrically connected with the first motor component, and the second motor controller is electrically connected with the second motor component so as to control the first motor component and the second motor component to work independently or simultaneously; at the same rotational speed, the maximum output torque of the first motor assembly is greater than the maximum output torque of the second motor assembly. As such, the first motor assembly may be used at lower speeds and higher torques; the second motor assembly may be used at higher speeds and lower torques; the first motor component and the second motor component work together under the working conditions of medium rotating speed and medium torque, and high efficiency can be realized by meeting the output requirements of the vehicle under different working conditions.

Description

Drive axle and vehicle

Technical Field

The utility model relates to the technical field of automobiles, in particular to a drive axle and a vehicle.

Background

In the related art, a single motor driving scheme of an electric commercial vehicle cannot effectively cope with working conditions of various different road sections and various different environments respectively, so that larger loss is caused in the electric energy transmission process, the normal work of the whole vehicle power is influenced, and the efficiency is low; as for the multi-motor driving scheme of the electric commercial vehicle, most of the problems are low in efficiency, complex in structure and low in integration level.

Disclosure of Invention

The present utility model aims to solve at least one of the technical problems existing in the prior art. Therefore, the utility model provides a driving axle, which integrates two motor components and two motor controllers in a shell assembly, has higher integration level, and can realize high efficiency by controlling the first motor component and the second motor component to work independently or simultaneously, so that the vehicle has a large-range high-efficiency area in all working conditions.

The utility model further provides a vehicle.

An embodiment of a drive axle according to a first aspect of the present utility model includes: the shell assembly is internally provided with a mounting cavity; the first motor assembly and the second motor assembly are arranged in the mounting cavity and are connected with each other; the first motor controller and the second motor controller are arranged in the mounting cavity, the first motor controller is electrically connected with the first motor assembly, and the second motor controller is electrically connected with the second motor assembly so as to control the first motor assembly and the second motor assembly to work independently or simultaneously; wherein the maximum output torque of the first motor assembly is greater than the maximum output torque of the second motor assembly at the same rotational speed.

According to the driving axle provided by the embodiment of the utility model, the first motor component, the second motor component, the first motor controller and the second motor controller are all arranged in the mounting cavity of the shell assembly, so that the integration level is higher, and the first motor component can be used under the working conditions of lower rotating speed and higher torque by controlling the first motor component and the second motor component to work independently or simultaneously, so that the vehicle has higher output efficiency; the second motor assembly may be used at higher speeds and lower torques to provide higher vehicle efficiency; the first motor component and the second motor component can work together under the working conditions of medium rotating speed and medium torque, so that the vehicle has higher efficiency, the output requirements of the vehicle under different working conditions are met, the high efficiency can be realized, the vehicle has a high-efficiency area with a large range in the whole working conditions, and the power performance of the vehicle is effectively improved.

According to some embodiments of the utility model, the first motor assembly and the first motor controller are a main control system, the second motor assembly and the second motor controller are a sub-control system, the main control system and/or the sub-control system are/is connected with an external control module in a communication way, and the main control system is connected with the sub-control system in a communication way.

According to some embodiments of the utility model, the housing assembly comprises: the motor casing, the inside of motor casing is for the part of installation cavity, first motor element with the second motor element sets up in the motor casing.

According to some embodiments of the utility model, the housing assembly further comprises: the electric control shell is arranged at one side of the motor shell in the radial direction and is fixedly connected with the motor shell, and the first motor controller and the second motor controller are arranged in the electric control shell.

According to some embodiments of the utility model, a first cooling flow passage is formed inside the electric control housing, a second cooling flow passage is formed inside the motor housing, and at least part of the first cooling flow passage and at least part of the second cooling flow passage are arranged in a partition between the electric control housing and the motor housing.

According to some embodiments of the utility model, the first cooling flow channel and the second cooling flow channel are communicated through a cooling pipe.

According to some embodiments of the utility model, a shock absorbing and heat insulating piece is arranged between the electric control shell and the motor shell.

According to some embodiments of the utility model, the housing assembly comprises two half axle housings, the two half axle housings are respectively arranged at two sides of the motor housing in the axial direction and fixedly connected with the motor housing, and the interiors of the two half axle housings are part of the mounting cavity; and, the transaxle further includes: the output shaft sequentially penetrates through the inside of one half axle housing, the inside of the motor housing and the inside of the other half axle housing.

According to some embodiments of the utility model, the output shaft comprises: the first rotating shaft and the second rotating shaft are arranged at intervals, a part of the first rotating shaft is arranged in one half axle housing, and a part of the second rotating shaft is arranged in the other half axle housing; and, the transaxle further includes: and the synchronizer and/or the clutch are arranged in one half axle housing and between the first rotating shaft and the second rotating shaft.

According to some embodiments of the utility model, the output shaft comprises: the first rotating shaft and the second rotating shaft are arranged at intervals, a part of the first rotating shaft is arranged in one half axle housing, and a part of the second rotating shaft is arranged in the other half axle housing; and, the transaxle further includes: the differential mechanism is arranged in one half axle shell, the input end of the differential mechanism is in transmission connection with the output end of the first motor assembly and/or the output end of the second motor assembly, and the two output ends of the differential mechanism are respectively in transmission connection with the first rotating shaft and the second rotating shaft.

According to some embodiments of the utility model, further comprising: the motor comprises a first wiring terminal and a second wiring terminal, wherein one of the first wiring terminal and the second wiring terminal is arranged on the first motor controller, the other of the first wiring terminal and the second wiring terminal is arranged on the first motor assembly, and the first wiring terminal and the second wiring terminal are fixedly connected and electrically connected.

According to some embodiments of the utility model, an end of the second connecting terminal connected with the first connecting terminal is in a circular arc structure.

According to some embodiments of the utility model, further comprising: the two wheels are respectively arranged at two ends of the shell assembly and are respectively in transmission connection with the first motor assembly and the second motor assembly.

According to some embodiments of the utility model, further comprising: an output shaft; the first motor assembly includes: the first stator is sleeved on the periphery of the first rotor, and one end of the output shaft is in transmission connection with one of the wheels; and, the second motor assembly includes: the second stator is sleeved on the periphery of the second rotor, and the other end of the output shaft is in transmission connection with the other wheel.

According to some embodiments of the utility model, the first motor assembly and the second motor assembly are coaxially connected.

According to an embodiment of the second aspect of the present utility model, a vehicle includes: the driving axle.

Additional aspects and advantages of the utility model will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the utility model.

Drawings

The foregoing and/or additional aspects and advantages of the utility model will become apparent and may be better understood from the following description of embodiments taken in conjunction with the accompanying drawings in which:

FIG. 1 is a schematic illustration of a drive axle according to an embodiment of the present utility model;

FIG. 2 is a schematic cross-sectional view of a drive axle according to an embodiment of the present utility model;

FIG. 3 is a diagram of communication connections between a primary control system and a secondary control system according to an embodiment of the present utility model;

FIG. 4 is a schematic view of a partial structure of a transaxle according to an embodiment of the present utility model;

FIG. 5 is a schematic illustration of a first cooling flow path and a second cooling flow path of a drive axle according to an embodiment of the present utility model;

FIG. 6 is a schematic view of a first connection terminal and a second connection terminal of a drive axle according to an embodiment of the present utility model;

FIG. 7 is a view in the A direction of FIG. 6;

fig. 8 is a schematic diagram of output characteristics of a first motor assembly at a high rotational speed according to an embodiment of the present utility model;

FIG. 9 is a schematic diagram of the output characteristics of a high torque second motor assembly according to an embodiment of the present utility model

Fig. 10 is a schematic diagram of simultaneous output characteristics of a first motor assembly with high rotational speed and a second motor assembly with high torque according to an embodiment of the present utility model;

fig. 11 is a comparative schematic diagram of the integrated output characteristics of fig. 8-10.

Reference numerals:

100. a drive axle;

1. a housing assembly; 11. a mounting chamber; 12. a half axle housing;

2. a first motor assembly; 21. a first stator; 22. a first rotor;

3. a second motor assembly; 31. a second stator; 32. a second rotor;

4. a first motor controller; 5. a second motor controller;

6. a motor housing; 61. a second cooling flow path; 62. a second inlet; 63. a second outlet; 64. a first end cap; 65. a second end cap; 66. a partition member;

7. an electric control shell; 71. a first cooling flow passage; 72. a first inlet; 73. a first outlet; 74. a cooling water pipe; 75. damping and heat insulating pieces; 76. a high voltage line interface;

81. a first connection terminal; 82. a second connection terminal; 821. a circular arc structure; 83. a wire holder; 84. a wheel; 85. a synchronizer; 87. a differential; 88. a clutch; 89. a parking gear;

9. an output shaft; 91. a first rotating shaft; 92. a second rotating shaft;

200. and an external control module.

Detailed Description

Embodiments of the present utility model will be described in detail below, by way of example with reference to the accompanying drawings.

A transaxle 100 according to an embodiment of the present utility model is described below with reference to fig. 1 to 11, and a vehicle is also proposed.

As shown in fig. 1 to 3, the transaxle 100 includes: the motor comprises a housing assembly 1, a first motor component 2, a second motor component 3, a first motor controller 4 and a second motor controller 5.

The housing assembly 1 is provided with a mounting chamber 11, the first motor assembly 2 and the second motor assembly 3 are arranged in the mounting chamber 11, and the first motor assembly 2 and the second motor assembly 3 are connected with each other.

The first motor controller 4 and the second motor controller 5 are provided in the installation chamber 11, and the first motor controller 4 is electrically connected with the first motor assembly 2, and the second motor controller 5 is electrically connected with the second motor assembly 3 to control the first motor assembly 2 and the second motor assembly 3 to operate separately or simultaneously, respectively. In this way, the first motor controller 4 is used to control the first motor assembly 2, and the second motor controller 5 is used to control the second motor assembly 3, and the first motor assembly 2 can be operated independently, the second motor assembly 3 can be operated independently, or the first motor assembly 2 and the second motor assembly 3 can be operated together by the instructions of the first motor controller 4 and the second motor controller 5.

Wherein the maximum output torque of the first motor assembly 2 is greater than the maximum output torque of the second motor assembly 3 at the same rotational speed. That is, the first motor assembly 2 and the second motor assembly 3 have different performances, and at the same rotation speed, the torque output capacity of the first motor assembly 2 is higher than that of the second motor assembly 3, so that the first motor assembly 2 has higher efficiency under the working condition of lower rotation speed and higher torque, the second motor assembly 3 has higher efficiency under the working condition of higher rotation speed and lower torque, and the first motor assembly 2 and the second motor assembly 3 have higher efficiency under the working condition of medium rotation speed and medium torque when working together, therefore, the matched use of the first motor assembly 2 and the second motor assembly 3 can enable the vehicle to meet the minimum power loss under different working condition demands, namely, the torque distribution is performed based on the minimum power loss, thereby enabling the vehicle to have a high-efficiency area with a larger range in the full working condition, reducing potential safety hazards such as sliding slopes and crashes, and the like, and improving the power performance of the vehicle.

Thus, by controlling the first motor assembly 2 and the second motor assembly 3 to operate separately or simultaneously, the first motor assembly 2 can be used when the vehicle is under the working conditions of lower rotation speed and higher torque, so that the vehicle has higher output efficiency; the second motor assembly 3 may be used at higher speeds and lower torques to provide higher efficiency to the vehicle; the first motor component 2 and the second motor component 3 can work together under the working conditions of medium rotating speed and medium torque, so that the vehicle has higher efficiency, the high efficiency can be realized under different working condition demands of the vehicle, the vehicle has a high-efficiency area with a larger range in the whole working condition, and the power performance of the vehicle is effectively improved.

As shown in fig. 3, the first motor assembly 2 and the first motor controller 4 are main control systems, the second motor assembly 3 and the second motor controller 5 are sub-control systems, the main control systems and/or the sub-control systems are in communication connection with the external control module 200, and the main control systems and the sub-control systems are in communication connection. The main control system and the auxiliary control system are used as integrated independent systems, so that the requirement on the external control module 200 is low, the system replacement is strong, and the control is simple.

In the present embodiment, the first motor controller 4 and the second motor controller 5 are connected by a CAN line, the first motor controller 4 and the external control module 200 are connected by a CAN line, and the second motor controller 5 and the external control module 200 are connected by a CAN line.

The first motor controller 4 may receive a command of a required torque or the like of the external control module 200 through CAN communication, then perform torque distribution and control on the first motor assembly 2 in the main control system according to a torque distribution strategy including an optimal torque distribution combination, an optimal control mode, and the like, and may distribute torque to the second motor assembly 3 in another sub control system through CAN communication.

For example, when the first motor controller 4 receives a control command from the external control module 200, and controls the first motor assembly 2 to drive according to the allocated torque and rotation speed, and auxiliary driving of the second motor assembly 3 is required, the first motor controller 4 allocates torque to the second motor assembly 3 in the other sub-control system through CAN communication, so that the second motor assembly 3 works together.

In the above dual control system, on one hand, the first motor controller 4 may transmit the allocated torque and control mode to the second motor controller 5 in the secondary control system through the CAN according to the optimal torque allocation combination and the optimal control mode, and on the other hand, the first motor controller may also redistribute the allocated torque and control mode according to the front and rear axle torque restrictions of the external control module 200, such as the front and rear axle torque restrictions under the slip condition, which plays a key role in the power output characteristics of the vehicle.

Therefore, the cooperative control of the main control system and the auxiliary control system can provide each control system with torque and control mode under the optimal efficiency condition; the torque distribution strategy is effectively optimized aiming at working conditions such as power reduction and the like, so that the economical efficiency of a double-motor system can be ensured, and the dynamic property can be ensured; the torque distribution is even, reduces the feel of the driver's setback, promotes the overall performance of the vehicle. The first motor component 2 and the second motor component 3 are used alternately, so that the commercial vehicle is high in adaptability, can effectively run on different environmental road sections, and is low in energy loss and high in efficiency. The first motor component 2 and the second motor component 3 are used simultaneously, the performance of the commercial vehicle can reach the maximum, and the vehicle speed and the torque can both keep a high-efficiency value. The single motor assembly may cause torque to be inversely proportional to rotational speed under different operating conditions. When the utility model is used, the torque and the rotating speed can be maintained at a higher efficiency value more smoothly and effectively, and the iron loss and the copper loss are maintained at a uniform abrasion state, so that the vehicle performance is improved, and the service life of the vehicle motor is prolonged. When the present utility model is used, the rotation speed and the torque are increased simultaneously, the power curve of the motor is increased, and the optimal efficiency range is enlarged, so that the whole vehicle performance is improved, and the present utility model is shown in fig. 8-11.

As shown in fig. 2 and 4, the housing assembly 1 includes: the motor housing 6, the inside of the motor housing 6 is a part of the installation chamber 11, and the first motor assembly 2 and the second motor assembly 3 are disposed in the motor housing 6. In this way, the first motor assembly 2 and the second motor assembly 3 are integrated in the motor casing 6, and the first motor assembly 2 and the second motor assembly 3 reliably rotate in the motor casing 6 to prevent interference with other components.

And, the housing assembly 1 further includes: the inside of automatically controlled shell 7 is the part of installation cavity 11, and automatically controlled shell 7 sets up the radial one side of motor casing 6 to with motor casing 6 fixed connection, first motor controller 4 and second motor controller 5 are established in automatically controlled shell 7. So, motor casing 6 and automatically controlled shell 7 all belong to the part of installation cavity 11, and automatically controlled shell 7 is fixed to be set up in the radial ascending one side of motor casing 6, and the integration has first motor controller 4 and second motor controller 5 in the automatically controlled shell 7, compact structure, and occupation space is little, and first motor controller 4 and second motor controller 5 of being convenient for carry out the electricity with first motor assembly 2 and second motor assembly 3 in the motor casing 6 respectively and be connected.

In some embodiments, as shown in connection with fig. 5, a first cooling flow passage 71 is formed inside the electric control housing 7, a second cooling flow passage 61 is formed inside the motor housing 6, and at least part of the first cooling flow passage 71 and at least part of the second cooling flow passage 61 are provided in a partition 66 between the electric control housing 7 and the motor housing 6. In this way, the cooling liquid flows through the first cooling flow passage 71 to remove heat from the inside of the electric control housing 7, and similarly, the cooling liquid flows through the second cooling flow passage 61 to remove heat from the inside of the motor housing 6. Also, at least part of the first cooling flow path 71 and at least part of the second cooling flow path 61 are provided in the partition 66 between the electric control housing 7 and the motor housing 6, for example, the partition 66 is a partition, and structural integration between the motor housing 6 and the electric control housing 7 can be improved.

The first cooling flow path 71 and the second cooling flow path 61 are communicated with each other through a cooling pipe 74. Specifically, the first cooling flow channel 71 has a first inlet 72 and a first outlet 73 at two ends, the second cooling flow channel 61 has a second inlet 62 and a second outlet 63 at two ends, and a cooling pipe 74 is connected between the first outlet 73 and the second inlet 62. In this way, the cooling liquid enters the first cooling flow passage 71 of the electric control shell 7 from the first inlet 72, heat generated by the first motor controller 4 and the second motor controller 5 can be taken away, and the cooling liquid enters the second cooling flow passage 61 of the motor shell 6 to cool the motor shell 6 through the communication between the cooling water pipe 74 and the second inlet 62 via the first outlet 73, so that a good heat dissipation effect is achieved.

In some embodiments, a shock absorbing thermal insulator 75 is provided between the electrical control housing 7 and the motor housing 6. In this way, the shock-absorbing heat-insulating member 75 can better protect the first motor controller 4 and the second motor controller 5, reduce the temperature of the first motor controller 4 and the second motor controller 5, reduce the influence caused by the vibration of the first motor assembly 2 and the second motor assembly 3, and greatly reduce noise.

In some embodiments, as shown in fig. 6 and 7, transaxle 100 further includes: a first connection terminal 81 and a second connection terminal 82, one of the first connection terminal 81 and the second connection terminal 82 is provided on the first motor controller 4 (or the second motor controller 5), the other of the first connection terminal 81 and the second connection terminal 82 is provided on the first motor assembly 2 (or the second motor assembly 3), and the first connection terminal 81 and the second connection terminal 82 are fixedly connected and electrically connected. Thus, through the fixed connection between the first wiring terminal 81 and the second wiring terminal 82, the electric connection between the first motor controller 4 and the first motor component 2 and the electric connection between the second motor controller 5 and the second motor component 3 can be realized, the lengthy and tedious wiring harness connection is canceled, and the production and installation efficiency is improved.

The end of the second connection terminal 82 connected to the first connection terminal 81 is an arc structure 821. Taking the first motor controller 4 and the first motor assembly 2 as an example, the first wiring terminal 81 is fixed on the first motor controller 4, one end of the second wiring terminal 82 is fixed on the first motor assembly 2, and the other end of the second wiring terminal 82 is of an arc structure 821, so that after the other end of the second wiring terminal 82 is fixedly connected with the first wiring terminal 81, the arc structure 821 is arched relative to the first wiring terminal 81, so that the first wiring terminal 81 is prevented from being attached to the first wiring terminal 81, on one hand, a wire harness is omitted, the instability of the wire harness is reduced, and the space is reduced; on the other hand, the contact failure and the bending phenomenon due to vibration can be prevented.

In addition, transaxle 100 further includes: two wheels 84, the two wheels 84 are disposed at both ends of the housing assembly 1, respectively, and are in driving connection with the first motor assembly 2 and the second motor assembly 3, respectively. In this way, the wheels 84 at both ends of the housing assembly 1 are respectively in driving connection with the first motor assembly 2 and the second motor assembly 3, so that the wheels 84 are driven by the first motor assembly 2 and the second motor assembly 3 to rotate.

As shown in connection with fig. 2, the transaxle 100 further includes: the output shaft 9, and the first motor assembly 2 includes: the first stator 21 and the first rotor 22, the first rotor 22 is connected with the output shaft 9 in a transmission way, the first stator 21 is sleeved on the periphery of the first rotor 22, and one end of the output shaft 9 is connected with one wheel 84 in a transmission way; and, the second motor assembly 3 includes: the second stator 31 and the second rotor 32, the second rotor 32 is connected with the output shaft 9 in a transmission way, the second stator 31 is sleeved on the periphery of the second rotor 32, and the other end of the output shaft 9 is connected with the other wheel 84 in a transmission way. Thus, when the first stator 21 receives the instruction of the first motor controller 4, the first rotor 22 can drive the output shaft 9 to rotate, and then the output shaft 9 can drive the wheels 84 at two ends of the output shaft to rotate; similarly, the second rotor 32 can drive the output shaft 9 to rotate, so that the output shaft 9 can drive the wheels 84 at two ends to rotate. Alternatively, the first rotor 22 and the second rotor 32 together drive the output shaft to rotate, so that the wheels 84 at both ends of the output shaft 9 rotate.

Specifically, the first motor assembly 2 and the second motor assembly 3 are coaxially connected to ensure that the first motor assembly 2 and the second motor assembly 3 can operate synchronously.

In addition, the housing assembly 1 includes two half axle housings 12, the two half axle housings 12 are respectively disposed at both sides of the motor housing 6 in the axial direction and fixedly connected with the motor housing 6, and the interiors of the two half axle housings 12 are both a part of the installation chamber 11; and, transaxle 100 further includes: the output shaft 9, the output shaft 9 passes through the inside of one half axle housing 12, the inside of the motor housing 6, and the inside of the other half axle housing 12 in order. Thus, the two half axle housings 12 are provided on both sides of the motor housing 6 in the axial direction, respectively, and are fixedly connected to the motor housing 6 through the first end cover 64 and the second end cover 65. The two half axle housings 12 are all part of the installation cavity 11, so that the output shaft 9 sequentially passes through the inside of one half axle housing 12, the inside of the motor housing 6, and the inside of the other half axle housing 12, so that the output shaft 9 can be in transmission connection with the first motor assembly 2 and the second motor assembly 3 in the motor housing 6, and the output shaft 9 drives the wheels 84 to rotate under the driving of the first motor assembly 2 and/or the second motor assembly 3.

In some embodiments, the output shaft 9 comprises: the first rotating shaft 91 and the second rotating shaft 92 are arranged at intervals, a part of the first rotating shaft 91 is arranged in one half axle housing 12, and a part of the second rotating shaft 92 is arranged in the other half axle housing 12; and, transaxle 100 further includes: synchronizer 85 and/or clutch 88. Synchronizer 85 and/or clutch 88 are disposed within one half-axle housing 12 and between first shaft 91 and second shaft 92. In this way, the first rotating shaft 91 and the second rotating shaft 92 are provided at intervals on both sides in the axial direction of the motor casing 6, and the synchronizer 85 and/or the clutch 88 are provided in one of the half-axle casings 12, and the synchronizer 85 and/or the clutch 88 are provided between the first rotating shaft 91 and the second rotating shaft 92, so that the response speed of the output shaft 9 for transmitting power can be improved.

In some embodiments, the output shaft 9 comprises: the first rotating shaft 91 and the second rotating shaft 92 are arranged at intervals, a part of the first rotating shaft 91 is arranged in one half axle housing 12, and a part of the second rotating shaft 92 is arranged in the other half axle housing 12; and, transaxle 100 further includes: differential 87, differential 87 is disposed in a half-axle housing 12, the input of differential 87 is in driving connection with the output of first motor assembly 2 and/or second motor assembly 3, and the two outputs of differential 87 are in driving connection with first shaft 91 and second shaft 92, respectively. In this way, the differential 87 is disposed in one half-axle housing 12 so as to be disposed in the same half-axle housing 12 as the synchronizer 85 and/or the clutch 88 described above, and the input end of the differential 87 is in driving connection with the output end of the first motor assembly 2 and/or the second motor assembly 3, and the two output ends of the differential 87 are in driving connection with the first rotating shaft 91 and the second rotating shaft 92, respectively, so that the power transmitted from the first motor assembly 2 and/or the second motor assembly 3 can be transmitted to the first rotating shaft 91 and the second rotating shaft 92, and the first rotating shaft 91 and the second rotating shaft 92 are allowed to rotate at different rotation speeds as necessary to meet the differential requirements of the wheels 84 on both sides. In the embodiment of the utility model, the differential 87, synchronizer 85 and clutch 88 are all disposed in the half-axle housing 12 on the side of the second motor assembly 3.

According to an embodiment of the second aspect, a vehicle includes: drive axle 100.

Therefore, through the cooperative control of the main control system and the auxiliary control system, the torque and the control mode of each control system under the optimal efficiency condition can be provided; the torque distribution strategy is effectively optimized aiming at working conditions such as power reduction and the like, so that the economical efficiency of a double-motor system can be ensured, and the dynamic property can be ensured; the torque distribution is even, reduces the feel of the driver's setback, promotes the overall performance of the vehicle. The first motor component 2 and the second motor component 3 are used alternately, so that the commercial vehicle is high in adaptability, can effectively run on different environmental road sections, and is low in energy loss and high in efficiency. The first motor component 2 and the second motor component 3 are used simultaneously, the vehicle performance can reach the maximum, and the vehicle speed and the torque can keep a high-efficiency value. The single motor assembly may cause torque to be inversely proportional to rotational speed under different operating conditions. When the utility model is used, the torque and the rotating speed can be maintained at a higher efficiency value more smoothly and effectively, and the iron loss and the copper loss are maintained at a uniform abrasion state, so that the vehicle performance is improved, and the service life of the vehicle motor is prolonged. When the present utility model is used, the rotation speed and the torque are increased simultaneously, the power curve of the motor is increased, and the optimal efficiency range is enlarged, so that the whole vehicle performance is improved, and the present utility model is shown in fig. 8-11.

In the description of the present utility model, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings are merely for convenience in describing the present utility model and simplifying the description, and do not indicate or imply that the device or element being referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the present utility model.

In the description of the present specification, reference to the terms "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the utility model. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples.

While embodiments of the present utility model have been shown and described, it will be understood by those of ordinary skill in the art that: many changes, modifications, substitutions and variations may be made to the embodiments without departing from the spirit and principles of the utility model, the scope of which is defined by the claims and their equivalents.

Claims (16)

1. A transaxle (100), comprising:

the device comprises a shell assembly (1), wherein a mounting cavity (11) is arranged in the shell assembly (1);

a first motor assembly (2) and a second motor assembly (3), the first motor assembly (2) and the second motor assembly (3) being arranged in the mounting chamber (11) and being connected to each other;

the first motor controller (4) and the second motor controller (5), the first motor controller (4) and the second motor controller (5) are arranged in the installation cavity (11), the first motor controller (4) is electrically connected with the first motor assembly (2), and the second motor controller (5) is electrically connected with the second motor assembly (3) so as to control the first motor assembly (2) and the second motor assembly (3) to work independently or simultaneously;

wherein the maximum output torque of the first motor assembly (2) is greater than the maximum output torque of the second motor assembly (3) at the same rotational speed.

2. The drive axle (100) according to claim 1, wherein the first motor assembly (2) and the first motor controller (4) are a primary control system, the second motor assembly (3) and the second motor controller (5) are a secondary control system, the primary control system and/or the secondary control system are communicatively connected to an external control module, and the primary control system is communicatively connected to the secondary control system.

3. The drive axle (100) of claim 1, wherein the housing assembly (1) comprises: the motor casing (6), the inside of motor casing (6) is for the part of installation cavity (11), first motor element (2) with second motor element (3) are established in motor casing (6).

4. A drive axle (100) according to claim 3, wherein the housing assembly (1) further comprises: the electric control shell (7), the inside of automatically controlled shell (7) is for part of installation cavity (11), automatically controlled shell (7) establish one side in the radial direction of motor casing (6) and with motor casing (6) fixed connection, first motor controller (4) with second motor controller (5) are established in automatically controlled shell (7).

5. The drive axle (100) of claim 4, wherein a first cooling flow passage (71) is formed inside the electric control housing (7), a second cooling flow passage (61) is formed inside the motor housing (6), and at least a portion of the first cooling flow passage (71) and at least a portion of the second cooling flow passage (61) are disposed within a partition (66) between the electric control housing (7) and the motor housing (6).

6. The drive axle (100) of claim 5, wherein the first cooling flow path (71) and the second cooling flow path (61) are in communication via a cooling tube (74).

7. The drive axle (100) according to claim 5, characterized in that a shock absorbing and heat insulating member (75) is arranged between the electric control housing (7) and the motor housing (6).

8. A transaxle (100) according to claim 3, wherein the housing assembly (1) comprises two half-axle housings (12), the two half-axle housings (12) being respectively provided on both sides in the axial direction of the motor housing (6) and fixedly connected to the motor housing (6), the interiors of the two half-axle housings (12) being part of the mounting chamber (11); the method comprises the steps of,

the transaxle (100) further includes: the output shaft (9), the output shaft (9) passes in proper order one inside half axle housing (12), the inside of motor casing (6), the inside of another half axle housing (12).

9. The drive axle (100) according to claim 8, wherein the output shaft (9) comprises: a first rotating shaft (91) and a second rotating shaft (92), wherein the first rotating shaft (91) and the second rotating shaft (92) are arranged at intervals, a part of the first rotating shaft (91) is arranged in one half-axle housing (12), and a part of the second rotating shaft (92) is arranged in the other half-axle housing (12); the method comprises the steps of,

the transaxle (100) further includes: a synchronizer (85) and/or a clutch (88), wherein the synchronizer (85) and/or the clutch (88) are arranged in one half axle housing (12) and between the first rotating shaft (91) and the second rotating shaft (92).

10. The drive axle (100) according to claim 8, wherein the output shaft (9) comprises: a first rotating shaft (91) and a second rotating shaft (92), wherein the first rotating shaft (91) and the second rotating shaft (92) are arranged at intervals, a part of the first rotating shaft (91) is arranged in one half-axle housing (12), and a part of the second rotating shaft (92) is arranged in the other half-axle housing (12); the method comprises the steps of,

the transaxle (100) further includes: the differential mechanism (87), differential mechanism (87) is arranged in one half axle housing (12), the input end of differential mechanism (87) with first motor assembly (2) and/or the output transmission connection of second motor assembly (3), two output ends of differential mechanism (87) respectively with first pivot (91) with second pivot (92) transmission connection.

11. The drive axle (100) of claim 1, further comprising: first binding post (81) and second binding post (82), first binding post (81) with one of second binding post (82) sets up on first motor controller (4), first binding post (81) with the other of second binding post (82) sets up on first motor assembly (2), first binding post (81) with fixed connection and electric connection between second binding post (82).

12. The drive axle (100) according to claim 11, wherein an end of the second connection terminal (82) connected to the first connection terminal (81) is an arc structure (821).

13. The drive axle (100) of claim 1, further comprising: the two wheels (84) are respectively arranged at two ends of the shell assembly (1) and are respectively in transmission connection with the first motor assembly (2) and the second motor assembly (3).

14. The drive axle (100) of claim 13, further comprising: an output shaft (9);

the first motor assembly (2) comprises: the device comprises a first stator (21) and a first rotor (22), wherein the first rotor (22) is in transmission connection with an output shaft (9), the first stator (21) is sleeved on the periphery of the first rotor (22), and one end of the output shaft (9) is in transmission connection with one wheel (84); the method comprises the steps of,

the second motor assembly (3) comprises: the second stator (31) and the second rotor (32), the second rotor (32) is in transmission connection with the output shaft (9), the second stator (31) is sleeved on the periphery of the second rotor (32), and the other end of the output shaft (9) is in transmission connection with the other wheel (84).

15. The drive axle (100) according to claim 1, wherein the first motor assembly (2) and the second motor assembly (3) are coaxially connected.

16. A vehicle, characterized by comprising: the drive axle (100) of any one of claims 1-15.

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