CN218986242U - Drive axle and vehicle - Google Patents

Abstract

The utility model discloses a drive axle and a vehicle. The drive axle comprises: a housing assembly provided with an installation chamber; a first motor assembly and a second motor assembly are both arranged in the installation chamber and connected to each other; A motor controller and a second motor controller are both arranged in the installation chamber, the first motor controller is electrically connected to the first motor assembly, and the second motor controller is electrically connected to the second motor assembly to control the first motor assembly and the second motor assembly work separately or simultaneously; at the same speed, the maximum output torque of the first motor assembly is greater than the maximum output torque of the second motor assembly. In this way, the first motor assembly can be used at lower speeds and higher torques; the second motor assembly can be used at higher speeds and lower torques; and at medium speeds and medium torques Making the first motor assembly and the second motor assembly work together to meet the output requirements of the vehicle under different working conditions can achieve high efficiency.

Description

Drive axle and vehicle

technical field

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

Background technique

In related technologies, the single-motor drive scheme of electric commercial vehicles cannot efficiently cope with various working conditions of different road sections and environments, resulting in large losses in the power transmission process, affecting the normal operation of the vehicle's power, and low efficiency; As for the multi-motor drive solutions for electric commercial vehicles, most of them not only have the problem of low efficiency, but also have the problems of complex structure and low integration.

Utility model content

The utility model aims at at least solving one of the technical problems existing in the prior art. For this reason, the utility model proposes a driving axle, which integrates two motor components and two motor controllers in the housing assembly, has a high degree of integration, and controls the first motor component and the second The motor components work individually or at the same time to meet the needs of the vehicle under different working conditions to achieve high efficiency, so that the vehicle has a large range of high-efficiency efficiency areas in all working conditions.

The utility model also provides a vehicle.

The drive axle according to the embodiment of the first aspect of the utility model includes: a housing assembly, the housing assembly is provided with an installation chamber; a first motor assembly and a second motor assembly, the first motor assembly and the second motor assembly The second motor assembly is arranged in the installation chamber and connected to each other; the first motor controller and the second motor controller are arranged in the installation chamber indoors, the first motor controller is electrically connected to the first motor assembly, and the second motor controller is electrically connected to the second motor assembly to control the first motor assembly and the second motor The components work individually or simultaneously; wherein, at the same rotational speed, the maximum output torque of the first motor component is greater than the maximum output torque of the second motor component.

According to the driving axle of the embodiment of the utility model, the first motor assembly, the second motor assembly, the first motor controller and the second motor controller are all arranged in the installation chamber of the housing assembly, which has a high degree of integration , and by controlling the first motor assembly and the second motor assembly to work independently or simultaneously, the first motor assembly can be used under the condition of lower speed and higher torque, so that the vehicle has higher output efficiency; The second motor assembly can be used under the working conditions of higher speed and lower torque to make the vehicle have higher efficiency; the first motor assembly and the second motor assembly can be made to work together under the working conditions of medium speed and medium torque, In order to make the vehicle have higher efficiency and meet the output requirements of the vehicle in different working conditions, high efficiency can be achieved, so that the vehicle has a large range of high-efficiency efficiency zones in all working conditions, and the dynamic performance of the vehicle is effectively improved.

According to some embodiments of the present 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 secondary control system, and the main The 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.

According to some embodiments of the present utility model, the housing assembly includes: a motor housing, the interior of which is a part of the installation chamber, the first motor assembly and the second motor assembly set in the motor casing.

According to some embodiments of the present utility model, the housing assembly further includes: an electric control housing, the interior of the electric control housing is a part of the installation chamber, and the electric control housing is arranged on the motor housing One side in the radial direction of the motor housing is fixedly connected with the motor housing, and the first motor controller and the second motor controller are arranged in the electrical control housing.

According to some embodiments of the present utility model, a first cooling channel is formed inside the electric control housing, a second cooling channel is formed inside the motor housing, at least a part of the first cooling channel and the At least part of the second cooling channel is disposed in the partition between the electrical control housing and the motor housing.

According to some embodiments of the present utility model, the first cooling channel communicates with the second cooling channel through a cooling pipe.

According to some embodiments of the present utility model, a shock-absorbing and heat-insulating member is arranged between the electric control housing and the motor housing.

According to some embodiments of the present utility model, the housing assembly includes two half-axle housings, and the two half-axle housings are respectively arranged on both sides of the motor housing in the axial direction and connected to the motor housing. The casings are fixedly connected, and the interiors of the two half-axle casings are part of the installation chamber; and, the drive axle further includes: an output shaft, and the output shaft passes through the interior of one of the half-axle casings in sequence , the inside of the motor casing, and the inside of the other half-axle casing.

According to some embodiments of the present invention, the output shaft includes: a first rotating shaft and a second rotating shaft, the first rotating shaft and the second rotating shaft are arranged at intervals, and a part of the first rotating shaft is arranged on one of the half In the axle housing, part of the second rotating shaft is arranged in the other half axle housing; and, the drive axle further includes: a synchronizer and/or a clutch, and the synchronizer and/or the clutch are arranged in One of the half-axle housings is arranged between the first rotating shaft and the second rotating shaft.

According to some embodiments of the present utility model, the output shaft includes: a first rotating shaft and a second rotating shaft, the first rotating shaft and the second rotating shaft are arranged at intervals, and a part of the first rotating shaft is arranged on one of the half In the axle housing, part of the second rotating shaft is disposed in the other half-axle housing; and, the drive axle further includes: a differential, the differential is disposed in one of the half-axle housings, The input end of the differential is in transmission connection with the output end of the first motor assembly and/or the second motor assembly, and the two output ends of the differential are respectively connected to the first rotating shaft and the The second rotating shaft is transmission-connected.

According to some embodiments of the present utility model, it further includes: a first connection terminal and a second connection terminal, one of the first connection terminal and the second connection terminal is arranged on the first motor controller, the The other of the first connection terminal and the second connection terminal is arranged on the first motor assembly, and the first connection terminal and the second connection terminal are fixedly connected and electrically connected.

According to some embodiments of the present utility model, one end of the second connection terminal connected to the first connection terminal has a circular arc structure.

According to some embodiments of the present utility model, it further includes: two wheels, the two wheels are respectively arranged at both ends of the housing assembly and are respectively driven by the first motor assembly and the second motor assembly connect.

According to some embodiments of the present utility model, it also includes: an output shaft; the first motor assembly includes: a first stator and a first rotor, and the first stator is sleeved on the outer periphery of the first rotor, so One end of the output shaft is in drive connection with one of the wheels; and, the second motor assembly includes: a second stator and a second rotor, the second stator is sheathed on the outer periphery of the second rotor, the The other end of the output shaft is in drive connection with another said wheel.

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

The vehicle according to the embodiment of the second aspect of the utility model includes: the drive axle.

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

Description of drawings

The above and/or additional aspects and advantages of the present utility model will become apparent and easy to understand from the description of the embodiments in conjunction with the following drawings, wherein:

Fig. 1 is a schematic structural view of a driving axle according to an embodiment of the present invention;

Fig. 2 is a schematic cross-sectional view of a drive axle according to an embodiment of the present invention;

Fig. 3 is a communication connection diagram of a main control system and a sub-control system according to an embodiment of the present invention;

Fig. 4 is a partial structural schematic diagram of a drive axle according to an embodiment of the present invention;

5 is a schematic diagram of the first cooling channel and the second cooling channel of the drive axle according to the embodiment of the present invention;

Fig. 6 is a schematic diagram of the first connection terminal and the second connection terminal of the drive axle according to the embodiment of the present invention;

Fig. 7 is the A direction view of Fig. 6;

Fig. 8 is a schematic diagram of the output characteristics of the high-speed first motor assembly according to an embodiment of the present invention;

Fig. 9 is a schematic diagram of the output characteristics of the high-torque second motor assembly according to an embodiment of the present invention

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

FIG. 11 is a schematic diagram showing the comparison of the integrated output characteristics of FIGS. 8-10 .

Reference signs:

100. Drive axle;

1. Housing assembly; 11. Installation chamber; 12. Half axle housing;

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

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

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

6. Motor housing; 61. Second cooling channel; 62. Second inlet; 63. Second outlet; 64. First end cover; 65. Second end cover; 66. Partition;

7. Electric control housing; 71. First cooling channel; 72. First inlet; 73. First outlet; 74. Cooling water pipe;

81. First terminal; 82. Second terminal; 821. Arc structure; 83. Terminal block; 84. Wheel; 85. Synchronizer; 87. Differential; 88. Clutch; 89. Parking gear;

9. Output shaft; 91. First rotating shaft; 92. Second rotating shaft;

200. An external control module.

Detailed ways

Embodiments of the utility model are described in detail below, and the embodiments described with reference to the accompanying drawings are exemplary, and embodiments of the utility model are described in detail below.

The drive axle 100 according to the embodiment of the present invention will be described below with reference to FIGS. 1-11 , and the present invention also proposes a vehicle.

As shown in FIGS. 1-3 , the drive axle 100 includes: a housing assembly 1 , a first motor assembly 2 and a second motor assembly 3 , a first motor controller 4 and a second motor controller 5 .

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

The first motor controller 4 and the second motor controller 5 are arranged in the installation chamber 11, and the first motor controller 4 is electrically connected to the first motor assembly 2, and the second motor controller 5 is electrically connected to the second motor assembly 3 connected to control the first motor assembly 2 and the second motor assembly 3 to work independently or simultaneously. 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. Through the instructions of the first motor controller 4 and the second motor controller 5, it is possible to Make the first motor assembly 2 work alone, or make the second motor assembly 3 work alone, or make the first motor assembly 2 and the second motor assembly 3 work together.

Wherein, at the same rotational speed, the maximum output torque of the first motor assembly 2 is greater than the maximum output torque of the second motor assembly 3 . That is to say, the first motor assembly 2 and the second motor assembly 3 have different performances. At the same rotational speed, the torque output capability of the first motor assembly 2 is higher than that of the second motor assembly 3. In this way, the first motor assembly 2 It has higher efficiency under the condition of lower speed and higher torque, and the second motor assembly 3 has higher efficiency under the condition of higher speed and lower torque. The first motor assembly 2 and the second motor assembly 3 together When working, it has relatively high efficiency under the conditions of medium speed and medium torque. Therefore, the cooperative use of the first motor assembly 2 and the second motor assembly 3 can make the vehicle meet the minimum power loss under different working conditions, that is, , Torque distribution is performed based on the lowest power loss, so that the vehicle has a large range of high-efficiency efficiency areas in all working conditions, reduces safety hazards such as slopes and collisions, and improves the dynamic performance of the vehicle.

Thus, by controlling the first motor assembly 2 and the second motor assembly 3 to work independently or simultaneously, the first motor assembly 2 can be used when the vehicle is operating at a lower rotational speed and higher torque, so that the vehicle has Higher output efficiency; the second electric motor assembly 3 can be used under the condition of higher speed and lower torque to make the vehicle have higher efficiency; The component 2 and the second motor component 3 work together to make the vehicle have higher efficiency, meet the requirements of different working conditions for the vehicle to achieve high efficiency, and enable the vehicle to have a large range of high-efficiency efficiency areas in all working conditions, effectively Improve the dynamic performance of the vehicle.

As shown in Figure 3, the first motor assembly 2 and the first motor controller 4 are the main control system, the second motor assembly 3 and the second motor controller 5 are the sub-control system, the main control system and/or the sub-control system and The external control module 200 is connected in communication, and the main control system and the auxiliary control system are in communication connection. Taking the main control system and the auxiliary control system as an integrated independent system has lower requirements on the external control module 200, the system is highly replaceable, and the control is simple.

In this 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 It is connected with the external control module 200 through a CAN line.

The first motor controller 4 can receive instructions such as the required torque of the external control module 200 through CAN communication, and then according to the torque distribution strategy including the optimal torque distribution combination and the optimal control mode, etc., the first motor controller in the main control system The motor assembly 2 performs torque distribution and control, and can distribute torque to the second motor assembly 3 in another secondary control system through CAN communication.

For example, when the first motor controller 4 receives a control command from the external control module 200 to control the first motor assembly 2 to drive according to the assigned torque and speed, and when the second motor assembly 3 is required to assist in driving, the first motor The controller 4 distributes torque to the second motor assembly 3 in another secondary control system through CAN communication, so that the second motor assembly 3 works together.

In the above dual control system, on the one hand, the first motor controller 4 can transmit the allocated torque and control mode to the second motor controller in the secondary control system through CAN according to the optimal torque distribution combination and the optimal control mode 5. On the other hand, it can also be redistributed according to the front and rear axle torque limits of the external control module 200, such as the front and rear axle torque limits in the case of slipping, which play 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 the torque and control mode of each control system under the condition of optimal efficiency; effectively optimize the torque distribution strategy for working conditions such as power reduction, which can not only Ensuring the economy of the dual-motor system can also ensure the power; the torque is evenly distributed, reducing the driver's frustration and improving the overall performance of the vehicle. The first motor assembly 2 and the second motor assembly 3 are used alternately, the commercial vehicle has strong adaptability, can effectively drive on road sections in different environments, reduces energy loss, and improves efficiency. When the first motor assembly 2 and the second motor assembly 3 are used at the same time, the performance of the commercial vehicle can be maximized, and the vehicle speed and torque can maintain a high-efficiency value. The single motor component will cause the torque to be inversely proportional to the rotational speed under different working conditions. After using the present invention, the torque and speed can be maintained at a higher efficiency value more smoothly and effectively, while the iron loss and copper loss are maintained in a uniform wear state, thereby improving vehicle performance and prolonging the life of the vehicle motor. After using the present invention, the rotational speed and torque increase simultaneously, the motor power curve increases accordingly, and the optimal efficiency range also expands, thereby improving the performance of the entire vehicle, as shown in Figures 8-11.

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

Moreover, the housing assembly 1 also includes: an electric control housing 7, the interior of the electric control housing 7 is a part of the installation chamber 11, the electric control housing 7 is arranged on one side in the radial direction of the motor housing 6, and is connected with the motor The shell 6 is fixedly connected, and the first motor controller 4 and the second motor controller 5 are arranged in the electric control shell 7 . In this way, both the motor casing 6 and the electric control casing 7 belong to a part of the installation chamber 11, and the electric control casing 7 is fixedly arranged on one side of the motor casing 6 in the radial direction, and the first motor controller is integrated in the electric control casing 7 4 and the second motor controller 5 are compact in structure and take up little space, so that the first motor controller 4 and the second motor controller 5 can be connected with the first motor assembly 2 and the second motor assembly 3 in the motor housing 6 respectively. Make electrical connections.

In some embodiments, as shown in FIG. 5 , a first cooling channel 71 is formed inside the electric control housing 7 , a second cooling channel 61 is formed inside the motor housing 6 , and at least part of the first cooling channel 71 and At least part of the second cooling channel 61 is disposed in the partition 66 between the electrical control housing 7 and the motor housing 6 . In this way, the cooling liquid flows through the first cooling channel 71 to take away the heat inside the electric control case 7 , and similarly, the cooling liquid flows through the second cooling channel 61 to take away the heat inside the motor case 6 . Moreover, at least part of the first cooling channel 71 and at least part of the second cooling channel 61 are provided in the spacer 66 between the electric control housing 7 and the motor housing 6, for example, the spacer 66 is a partition , can improve the structural integration between the motor casing 6 and the electric control casing 7 .

Moreover, the first cooling channel 71 communicates with the second cooling channel 61 through a cooling pipe 74 . Specifically, the two ends of the first cooling channel 71 are respectively the first inlet 72 and the first outlet 73, the two ends of the second cooling channel 61 are respectively the second inlet 62 and the second outlet 63, and the first outlet 73 and the second outlet are respectively. A cooling pipe 74 is communicated between the two inlets 62 . In this way, the coolant enters the first cooling channel 71 of the electric control housing 7 from the first inlet 72 , can take away the heat generated by the first motor controller 4 and the second motor controller 5 , and passes through the first outlet 73 for cooling. The communication between the water pipe 74 and the second inlet 62 enters into the second cooling channel 61 of the motor casing 6 to cool the motor casing 6, which has a good heat dissipation effect.

In some embodiments, a shock-absorbing and heat-insulating member 75 is disposed between the electrical control housing 7 and the motor housing 6 . In this way, the shock-absorbing and 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, and reduce the size of the first motor assembly. 2 and the impact caused by the vibration of the second motor assembly 3, and greatly reduce noise.

In some embodiments, as shown in FIG. 6 and FIG. 7 , the drive axle 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 arranged at the second On a motor controller 4 (or second motor controller 5), the other of the first connection terminal 81 and the second connection terminal 82 is arranged on the first motor assembly 2 (or second motor assembly 3), the first The connection terminal 81 and the second connection terminal 82 are fixedly connected and electrically connected. In this way, through the fixed connection between the first terminal 81 and the second terminal 82, the electrical connection between the first motor controller 4 and the first motor assembly 2, as well as the electrical connection between the second motor controller 5 and the second motor can be realized. The electrical connection between the components 3 eliminates the lengthy and cumbersome wire harness connection, thereby improving production and installation efficiency.

Wherein, one 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 connection terminal 81 is fixed on the first motor controller 4, one end of the second connection terminal 82 is fixed on the first motor assembly 2, and the second connection terminal 82 is fixed on the first motor assembly 2. The other end of the terminal 82 is an arc structure 821, so that the other end of the second terminal 82 is fixedly connected behind the first terminal 81, and the arc structure 821 is arched relative to the first terminal 81 to avoid contact with the first terminal. The terminals 81 are closely connected to each other. On the one hand, the wiring harness is eliminated, the instability of the wiring harness is reduced, and the space is reduced; on the other hand, poor contact and bending due to vibration can be prevented.

In addition, the drive axle 100 further includes: two wheels 84 , the two wheels 84 are respectively arranged at both ends of the housing assembly 1 , and are drive-connected to 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 connected to the first motor assembly 2 and the second motor assembly 3 , so that the wheels 84 rotate under the drive of the first motor assembly 2 and the second motor assembly 3 .

As shown in FIG. 2 , the transaxle 100 also includes: an output shaft 9, and the first motor assembly 2 includes: a first stator 21 and a first rotor 22, the first rotor 22 is in transmission connection with the output shaft 9, the first stator The sub 21 is sleeved on the outer periphery of the first rotor 22, and one end of the output shaft 9 is in transmission connection with one of the wheels 84; and the second motor assembly 3 includes: a second stator 31 and a second rotor 32, and the second rotor 32 is connected to the output The shaft 9 is in transmission connection, the second stator 31 is sheathed on the outer circumference of the second rotor 32 , and the other end of the output shaft 9 is in transmission connection with another wheel 84 . In this way, when the first stator 21 receives an instruction from 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 both ends to rotate; similarly , the second rotor 32 can drive the output shaft 9 to rotate, and then the output shaft 9 can drive the wheels 84 at both ends to rotate. Alternatively, the first rotor 22 and the second rotor 32 drive the output shaft to rotate together, 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 work synchronously.

In addition, the casing assembly 1 includes two half-axle casings 12, the two half-axle casings 12 are respectively arranged on both sides of the motor casing 6 in the axial direction, and are fixedly connected with the motor casing 6, the two half-axle casings The inside of 12 is a part of the installation chamber 11; and, the drive axle 100 also includes: output shaft 9, the output shaft 9 passes through the inside of a half-axle housing 12, the inside of the motor housing 6, and the other half-axle housing 12 interior. In this way, the two half-axle housings 12 are respectively arranged on both sides of the motor housing 6 in the axial direction, and are fixedly connected to the motor housing 6 through the first end cover 64 and the second end cover 65 . Wherein, the insides of the two half-axle housings 12 are all part of the installation chamber 11, so that 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 turn. , so that the output shaft 9 can be connected to the first motor assembly 2 and the second motor assembly 3 in the motor casing 6, so that the output shaft 9 can be driven by the first motor assembly 2 and/or the second motor assembly 3 9 drives the wheel 84 to rotate.

In some embodiments, the output shaft 9 includes: a first rotating shaft 91 and a second rotating shaft 92, 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 a half-axle housing 12, and the second The part of rotating shaft 92 is arranged in another half-axle housing 12; And, drive axle 100 also comprises: synchronizer 85 and/or clutch 88, and synchronizer 85 and/or clutch 88 are arranged in one half-axle housing 12, and set Between the first rotating shaft 91 and the second rotating shaft 92 . In this way, the first rotating shaft 91 and the second rotating shaft 92 are arranged at intervals on both sides of the motor housing 6 in the axial direction, and the synchronizer 85 and/or the clutch 88 are arranged in one of the half-axle housings 12, and the synchronizer 85 and/or the clutch 88 are arranged between the first rotating shaft 91 and the second rotating shaft 92, which can improve the response speed of the power transmission by the output shaft 9.

In some embodiments, the output shaft 9 includes: a first rotating shaft 91 and a second rotating shaft 92, 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 a half-axle housing 12, and the second Part of the rotating shaft 92 is arranged in another half-axle housing 12; and, the drive axle 100 also includes: a differential 87, the differential 87 is arranged in a half-axle housing 12, the input end of the differential 87 is connected to the first The output ends of the motor assembly 2 and/or the second motor assembly 3 are connected by transmission, and the two output ends of the differential 87 are respectively connected by transmission to the first rotating shaft 91 and the second rotating shaft 92 . In this way, the differential 87 is arranged in a half-axle housing 12 so as to be arranged in the same half-axle housing 12 with the above-mentioned synchronizer 85 and/or clutch 88, and the input end of the differential 87 is connected to the first motor The output ends of the assembly 2 and/or the second motor assembly 3 are connected in transmission, and the two output ends of the differential 87 are respectively connected to the first rotating shaft 91 and the second rotating shaft 92 in driving connection, so that the first motor assembly 2 and/or Or the power from the second motor assembly 3 is transmitted to the first rotating shaft 91 and the second rotating shaft 92, and when necessary, the first rotating shaft 91 and the second rotating shaft 92 are allowed to rotate at different speeds to meet the requirements of the differential speed of the wheels 84 on both sides. need. In the embodiment of the present utility model, the differential 87 , the synchronizer 85 and the clutch 88 are all arranged in the half-axle housing 12 on one side of the second motor assembly 3 .

The vehicle according to the embodiment of the second aspect includes: a drive axle 100 .

Therefore, through the cooperative control of the main control system and the auxiliary control system, the torque and control mode of each control system under the condition of optimal efficiency can be provided; the torque distribution strategy is effectively optimized for power reduction and other working conditions, both It can ensure the economy of the dual-motor system and ensure the power; the torque distribution is even, which reduces the frustration of the driver and improves the overall performance of the vehicle. The first motor assembly 2 and the second motor assembly 3 are used alternately, the commercial vehicle has strong adaptability, can effectively drive on road sections in different environments, reduces energy loss, and improves efficiency. When the first motor assembly 2 and the second motor assembly 3 are used at the same time, the vehicle performance can be maximized, and the vehicle speed and torque can maintain a high-efficiency value. The single motor component will cause the torque to be inversely proportional to the rotational speed under different working conditions. After using the present invention, the torque and speed can be maintained at a higher efficiency value more smoothly and effectively, while the iron loss and copper loss are maintained in a uniform wear state, thereby improving vehicle performance and prolonging the life of the vehicle motor. After using the present invention, the rotational speed and torque increase simultaneously, the motor power curve increases accordingly, and the optimal efficiency range also expands, thereby improving the performance of the entire vehicle, as shown in Figures 8-11.

In describing the present invention, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "Back", "Left", "Right", "Vertical", "Horizontal", "Top", "Bottom", "Inner", "Outer", "Clockwise", "Counterclockwise", "Axial ", "radial", "circumferential" and other indicated orientations or positional relationships are based on the orientations or positional relationships shown in the drawings, and are only for the convenience of describing the utility model and simplifying the description, rather than indicating or implying No device or element must have a specific orientation, be constructed and operate in a specific orientation, and thus should not be construed as limiting the invention.

In the description of this specification, references to the terms "one embodiment," "some embodiments," "exemplary embodiments," "example," "specific examples," or "some examples" are intended to mean that the implementation Specific features, structures, materials or characteristics described in an embodiment or example are included in at least one embodiment or example of the present invention. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiment or example.

Although the embodiments of the present invention have been shown and described, those skilled in the art can understand that various changes, modifications, substitutions and modifications, the scope of the present invention is defined by the claims and their equivalents.

Claims (16)

1. A drive axle (100), characterized in that, comprising: A housing assembly (1), the housing assembly (1) is provided with an installation chamber (11); A first motor assembly (2) and a second motor assembly (3), the first motor assembly (2) and the second motor assembly (3) are arranged in the installation chamber (11) and connected to each other; A first motor controller (4) and a second motor controller (5), the first motor controller (4) and the second motor controller (5) are arranged in the installation chamber (11) , the first motor controller (4) is electrically connected to the first motor assembly (2), and the second motor controller (5) is electrically connected to the second motor assembly (3) to control the The first motor assembly (2) and the second motor assembly (3) work separately or simultaneously; Wherein, at the same rotational speed, the maximum output torque of the first motor assembly (2) is greater than the maximum output torque of the second motor assembly (3). 2. The driving axle (100) according to claim 1, characterized in that, the first motor assembly (2) and the first motor controller (4) are the main control system, and the second motor assembly (3) and the second motor controller (5) are sub-control systems, the main control system and/or the sub-control system are communicated with an external control module, and the main control system and the sub-control system Communication connection between. 3. The driving axle (100) according to claim 1, characterized in that, the housing assembly (1) comprises: a motor housing (6), and the inside of the motor housing (6) is the A part of the installation chamber (11), the first motor assembly (2) and the second motor assembly (3) are arranged in the motor casing (6). 4. The driving axle (100) according to claim 3, characterized in that, the housing assembly (1) further comprises: an electric control housing (7), and the inside of the electric control housing (7) is the part of the installation chamber (11), the electric control housing (7) is arranged on one side of the motor housing (6) in the radial direction and is fixedly connected with the motor housing (6), the first A motor controller (4) and the second motor controller (5) are arranged in the electric control housing (7). 5. The driving axle (100) according to claim 4, characterized in that, a first cooling channel (71) is formed inside the electric control housing (7), and a first cooling channel (71) is formed inside the motor housing (6). The second cooling channel (61), at least part of the first cooling channel (71) and at least part of the second cooling channel (61) are arranged between the electric control housing (7) and the electric In the partition (66) between the casings (6). 6. The drive axle (100) according to Claim 5, characterized in that, the first cooling flow passage (71) and the second cooling flow passage (61) communicate through a cooling pipe (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. The drive axle (100) according to claim 3, characterized in that, the housing assembly (1) comprises two half-axle housings (12), and the two half-axle housings (12) are respectively arranged On both sides of the motor housing (6) in the axial direction and fixedly connected with the motor housing (6), the insides of the two half-axle housings (12) are the installation chambers (11 ); and, The drive axle (100) also includes: an output shaft (9), the output shaft (9) sequentially passes through the inside of one of the half-axle housings (12), the inside of the motor housing (6), and the other The interior of one of said half-axle housings (12). 9. The driving axle (100) according to claim 8, characterized in that, the output shaft (9) comprises: a first rotating shaft (91) and a second rotating shaft (92), and the first rotating shaft (91) Set apart from the second shaft (92), part of the first shaft (91) is set in one of the half-axle housings (12), and part of the second shaft (92) is set in the other inside the half-axle housing (12); and, The drive axle (100) also includes: a synchronizer (85) and/or a clutch (88), the synchronizer (85) and/or the clutch (88) are arranged on one of the half axle housings (12) and arranged between the first rotating shaft (91) and the second rotating shaft (92). 10. The driving axle (100) according to claim 8, characterized in that, the output shaft (9) comprises: a first rotating shaft (91) and a second rotating shaft (92), and the first rotating shaft (91) Set apart from the second shaft (92), part of the first shaft (91) is set in one of the half-axle housings (12), and part of the second shaft (92) is set in the other inside the half-axle housing (12); and, The drive axle (100) also includes: a differential (87), the differential (87) is arranged in one of the half axle housings (12), the input end of the differential (87) is connected to The output ends of the first motor assembly (2) and/or the second motor assembly (3) are connected in transmission, and the two output ends of the differential (87) are respectively connected to the first rotating shaft (91) It is in transmission connection with the second rotating shaft (92). 11. The drive axle (100) according to claim 1, further comprising: a first connection terminal (81) and a second connection terminal (82), the first connection terminal (81) and the One of the second connection terminals (82) is set on the first motor controller (4), and the other of the first connection terminal (81) and the second connection terminal (82) is set on the On the first motor assembly (2), the first connection terminal (81) and the second connection terminal (82) are fixedly connected and electrically connected. 12. The drive axle (100) according to Claim 11, characterized in that, one end of the second connection terminal (82) connected to the first connection terminal (81) is in an arc structure (821). 13. The drive axle (100) according to claim 1, characterized in that it further comprises: two wheels (84), the two wheels (84) are respectively arranged on the sides of the housing assembly (1) The two ends are respectively connected in drive with the first motor assembly (2) and the second motor assembly (3). 14. The drive axle (100) according to claim 13, further comprising: an output shaft (9); The first motor assembly (2) includes: a first stator (21) and a first rotor (22), the first rotor (22) is in transmission connection with the output shaft (9), and the first stator The child (21) is sheathed on the outer periphery of the first rotor (22), and one end of the output shaft (9) is in transmission connection with one of the wheels (84); and, The second motor assembly (3) includes: a second stator (31) and a second rotor (32), the second rotor (32) is in transmission connection with the output shaft (9), and the second stator ( 31) is sleeved on the outer circumference 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 driving axle (100) according to Claim 1, characterized in that, the first motor assembly (2) and the second motor assembly (3) are coaxially connected. 16. A vehicle, characterized by comprising: the driving axle (100) according to any one of claims 1-15.

Images