CN219382196U - Dual-motor drive axle - Google Patents
Dual-motor drive axle Download PDFInfo
- Publication number
- CN219382196U CN219382196U CN202223333162.6U CN202223333162U CN219382196U CN 219382196 U CN219382196 U CN 219382196U CN 202223333162 U CN202223333162 U CN 202223333162U CN 219382196 U CN219382196 U CN 219382196U
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- input
- gear
- motor
- countershaft
- planetary
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/86—Optimisation of rolling resistance, e.g. weight reduction
Abstract
The utility model discloses a double-motor drive axle which comprises a power input assembly, a countershaft assembly and a differential mechanism assembly, wherein the power input assembly comprises a first motor, a second motor, a first input shaft, a second input shaft, a first input driving gear and a second input driving gear, the first input shaft is connected with the output end of the first motor, the first input driving gear is connected with the first input shaft and matched with the countershaft assembly, the power of the first motor is transmitted to the differential mechanism assembly from the countershaft assembly, the differential mechanism assembly transmits the power to left/right wheels, the second input shaft is connected with the output end of the second motor, the second input driving gear is connected with the second input shaft, the second input driving gear is matched with the countershaft assembly, the power of the second motor is transmitted to the differential mechanism assembly from the countershaft assembly, and the differential mechanism transmits the power to the right/left wheels. The utility model has high integration level and simple structure, and can meet the requirements of electric drive axles of hybrid electric vehicles and pure electric vehicles.
Description
Technical Field
The utility model relates to the technical field of drive axles, in particular to a double-motor drive axle.
Background
A conventional transaxle is a mechanism located at the end of the drive train that can vary the rotational speed and torque from the transmission and transmit them to the drive wheels. In modern advanced technology, electric vehicles and electric vehicle derived electrification technologies bring new changes and experiences to drivers: and the system has quieter environmental feeling, more electronic equipment carrying, smoother dynamic performance and safer multiple system guarantee.
The electric drive axle system refers to an electromechanical system arranged in an axle structure, wherein the electromechanical system comprises a motor, a power electronic element and a device which is equivalent to a gearbox or a differential mechanism, and the electric drive axle system can improve the packaging flexibility, electrification degree and performance of automobiles of various levels by integrating the electronic assembly, the motor and the differential mechanism into a whole, thereby playing an excellent integration role.
At present, the common technical scheme is that the motor, the transmission and the original axle speed reducer are integrated, so that the technology is single, the structure is heavy, and the space arrangement is not facilitated. For example, patent CN201810255809.7 discloses an integrated two-gear speed-changing electric drive axle, the technical scheme integrates a driving motor, a two-gear speed changer, a clutch, a drive axle and a transmission shaft, and the main innovation idea is that the traditional drive axle structure is based on the integrated electric drive speed changer, but the layout is not high in dispersion and integration degree and huge in size, and because a new energy vehicle needs to be provided with a large number of power batteries, the technical scheme is unfavorable for the whole vehicle space arrangement of the new energy vehicle.
Disclosure of Invention
The utility model aims to provide a double-motor drive axle which has high integration level and simple structure and can meet the requirements of electric drive axles of hybrid electric vehicles and pure electric vehicles.
The technical scheme for solving the technical problems is as follows:
the utility model provides a bi-motor transaxle, includes power input subassembly, countershaft subassembly, differential mechanism subassembly, power input subassembly includes first motor, second motor, first input shaft, second input shaft, first input driving gear, second input driving gear, first input shaft is connected with the output of first motor, first input driving gear is connected with first input shaft, and first input driving gear cooperates with countershaft subassembly, make the power of first motor transmit to differential mechanism subassembly from countershaft subassembly, differential mechanism subassembly transmits power to left/right wheel, the second input shaft is connected with the output of second motor, second input driving gear is connected with the second input shaft, and second input driving gear cooperates with countershaft subassembly, make the power of second motor transmit to differential mechanism subassembly from countershaft subassembly, the differential mechanism transmits power to right/left wheel.
Further, the auxiliary shaft subassembly includes first input driven gear, second input driven gear, main speed reduction driving gear, planetary mechanism, countershaft, ring gear hub, planetary shaft, first input driven gear cooperates with first input driving gear, second input driven gear cooperates with second input driving gear, ring gear hub one end is connected with first input driven gear, and the other end is connected with planetary mechanism, planetary mechanism is connected with the countershaft, and second input driven gear is fixed on the countershaft, the empty cover of ring gear hub is on the countershaft, and the empty cover of planetary shaft is on the countershaft.
Further, the planetary mechanism comprises a sun gear, a planetary gear, a gear ring and a planetary carrier, wherein the sun gear is fixedly connected with the auxiliary shaft, the planetary carrier is fixedly connected to the planetary shaft, and the planetary gear is matched with the sun gear and the gear ring simultaneously.
Further, the differential assembly comprises a main speed reduction driven gear, a differential, a first output shaft and a second output shaft, wherein the main speed reduction driving gear is matched with the auxiliary shaft assembly to transmit power into the differential, the first output shaft is fixed at one end of the differential, the second output shaft is fixed at the other end of the differential, the first output shaft is connected with left/right wheels, and the second output shaft is connected with right/left wheels.
The double-motor drive axle provided by the utility model adopts an integrated arrangement scheme of combining the double motors, the planetary assembly and the differential mechanism assembly, and has the advantages of technical scheme, high technical difficulty, high integration level and simple structure; secondly, the utility model can distribute power according to the vehicle and the function requirement by utilizing the characteristics of the double motors and the planetary components so as to realize the output of different powers, thereby being more beneficial to the transmission system requirements of vehicles with multiple power requirements such as passenger vehicles, commercial vehicles and the like; furthermore, the technical scheme of the utility model adopts a planetary mechanism combined with a double-motor torque distribution scheme, so that the torque requirement of a single motor is reduced, a smaller motor structure can be selected, and the power characteristic of the motor can be better utilized.
Drawings
FIG. 1 is a schematic diagram of a dual motor drive axle according to the present utility model.
The reference symbols in the drawings:
the first motor D1, the second motor D2, the first input shaft Z1, the second input shaft Z2, the first input driving gear G1, the first input driven gear G2, the main reduction driven gear G3, the main reduction driving gear G4, the second input driving gear G5, the second input driven gear G6, the auxiliary shaft Z3, the gear ring hub Z4, the planetary shaft Z5, the first output shaft Z6, the second output shaft Z7, the sun gear X1, the planetary gear X2, the gear ring X3, the planetary carrier X4 and the differential mechanism P1.
Description of the embodiments
The utility model is further described with reference to the drawings and detailed description.
As shown in fig. 1, the dual-motor drive axle comprises a power input assembly, a countershaft assembly and a differential mechanism assembly, wherein the power input assembly comprises a first motor D1, a second motor D2, a first input shaft Z1, a second input shaft Z2, a first input driving gear G1 and a second input driving gear G5, the first input shaft Z1 is connected with the output end of the first motor D1, the first input driving gear G1 is connected with the first input shaft Z1, the first input driving gear G1 is matched with the countershaft assembly, the power of the first motor D1 is transmitted from the countershaft assembly to the differential mechanism assembly, the differential mechanism assembly transmits the power to left/right wheels, the second input shaft Z2 is connected with the output end of the second motor D2, the second input driving gear G5 is connected with the second input shaft Z2, the second input driving gear G5 is matched with the countershaft assembly, the power of the second motor D2 is transmitted from the countershaft assembly to the differential mechanism assembly, and the differential mechanism transmits the power to the right/left wheels.
In this embodiment, after the first motor D1 is started, the first motor D1 drives the first input shaft Z1 to rotate, then the first input driving gear G1 is meshed with the auxiliary shaft assembly, so that the power of the first motor D1 is transferred to the auxiliary shaft assembly, then transferred to the differential assembly through the auxiliary shaft assembly, and finally the power of the first motor D1 is distributed to the left rear wheel or the right rear wheel of the vehicle by the differential assembly; when the second motor D2 is started, the second motor D2 drives the second input shaft Z2 to rotate, then the second input driving gear G5 is meshed with the auxiliary shaft assembly, so that the power of the first motor D1 is transmitted to the auxiliary shaft assembly, then transmitted to the differential assembly through the auxiliary shaft assembly, and finally the differential assembly distributes the power of the first motor D1 to the left rear wheel or the right rear wheel of the vehicle.
As shown in fig. 1, the auxiliary shaft assembly comprises a first input driven gear G2, a second input driven gear G6, a main reduction driving gear G4, a planetary mechanism, an auxiliary shaft Z3, a gear ring hub Z4 and a planetary shaft Z5, wherein the first input driven gear G2 is matched with the first input driving gear G1, the second input driven gear G6 is matched with the second input driving gear G5, one end of the gear ring hub Z4 is connected with the first input driven gear G2, the other end of the gear ring hub is connected with the planetary mechanism, the planetary mechanism is connected with the auxiliary shaft Z3, the second input driven gear G6 is fixed on the auxiliary shaft Z3, the gear ring hub Z4 is sleeved on the auxiliary shaft Z3 in an empty mode, and the planetary shaft Z5 is sleeved on the auxiliary shaft Z3 in an empty mode.
In this embodiment, the first input driving gear G1 is meshed with the first input driven gear G2, then the power of the first motor D1 is transmitted to the planetary mechanism, then the planetary mechanism drives the planetary shaft Z5 to rotate, the planetary shaft Z5 drives the main reduction driving gear G4 to rotate, and the main reduction driving gear G4 is meshed with the input end of the differential assembly, so that the power of the first motor D1 is transmitted to the differential assembly; the second input driving gear G5 meshes with the second input driven gear G6, and then the second input driven gear G6 drives the auxiliary shaft Z3 to rotate, and the auxiliary shaft Z3 transmits power to the auxiliary shaft assembly and then transmits power to the differential assembly.
As shown in fig. 1, the planetary mechanism comprises a sun gear X1, a planetary gear X2, a gear ring X3 and a planetary carrier X4, wherein the sun gear X1 is fixedly connected with a countershaft Z3, the planetary carrier X4 is fixedly connected with a planetary shaft Z5, and the planetary gear X2 is simultaneously matched with the sun gear X1 and the gear ring X3.
In this embodiment, after the power of the first motor D1 is transferred to the ring gear X3, after the ring gear X3 is meshed with the planetary gear X2, the planetary gear X2 rotates, and the planetary gear X2 drives the planetary shaft Z5 to rotate, the planetary shaft Z5 drives the main reduction driving gear G4 to rotate, and the main reduction driving gear G4 rotates to cooperate with the differential assembly, so that the power of the first motor D1 is transferred to the differential assembly; when the power of the second motor D2 is transmitted to the second input driven gear G6, the second input driven gear G6 drives the auxiliary shaft Z3 to rotate, the auxiliary shaft Z3 drives the sun gear X1 to rotate, the sun gear X1 is meshed with the planetary gear X2, the planetary gear X2 drives the planetary shaft Z5 to rotate, the planetary shaft Z5 drives the main reduction driving gear G4 to rotate, and the main reduction driving gear G4 rotates to cooperate with the differential mechanism assembly, so that the power of the first motor D2 is transmitted to the differential mechanism assembly.
In this embodiment, when the first motor D1 is operated and the second motor D2 is not operated, the power of the first motor D1 is transmitted to the differential assembly through the above path, but the sun gear X1 is fixed on the auxiliary shaft Z3, the auxiliary shaft Z3 is fixed with the second input driven gear G6, and the second input driven gear G6 and the second input/output shaft Z2 are in a constant mesh state, so when the first motor D1 is operated and the second motor D2 is not operated, the power of the first motor D1 is transmitted to the planetary gear X2, the planetary gear X2 is still in a mesh state with the sun gear X1, and the sun gear X1 still drives the auxiliary shaft Z3 to rotate, even if the second motor D2 is not operated, the auxiliary shaft Z3 is also idle, so that the distribution of the torque of the two motors can be better controlled, and more energy sources can be saved.
As shown in fig. 1, the differential assembly includes a main reduction driven gear G3, a differential P1, a first output shaft Z6, and a second output shaft Z7, wherein the main reduction driven gear G3 cooperates with the auxiliary shaft assembly to transmit power into the differential P1, the first output shaft Z6 is fixed at one end of the differential P1, the second output shaft Z7 is fixed at the other end of the differential P1, the first output shaft Z6 is connected with left/right wheels, and the second output shaft Z7 is connected with right/left wheels.
In this embodiment, after the power of the first motor D1 and the second motor D2 is transmitted to the differential mechanism P1 through the paths, the first output shaft Z6 and the second output shaft Z7 are driven to rotate, so that the first output shaft Z6 and the second output shaft Z7 drive the left and right vehicles to rotate, and in this embodiment, the first output shaft Z6 and the second output shaft Z7 are respectively meshed with left and right side gears (not shown in the drawing) in the differential mechanism P1, and the main reduction driven gear G3 is meshed with the main reduction driving gear G4.
Finally, it should be explained that: the above embodiments are merely illustrative of the preferred embodiments of the present utility model, and not limiting the scope of the present utility model; although the utility model has been described in detail with reference to the foregoing embodiments, it will be appreciated by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some or all of the technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit of the corresponding technical solutions.
Claims (4)
1. The utility model provides a bi-motor transaxle, includes power input subassembly, countershaft subassembly, differential mechanism subassembly, a serial communication port, power input subassembly includes first motor (D1), second motor (D2), first input axle (Z1), second input axle (Z2), first input driving gear (G1), second input driving gear (G5), first input axle (Z1) is connected with the output of first motor (D1), and first input driving gear (G1) is connected with first input axle (Z1), and first input driving gear (G1) cooperates with countershaft subassembly, makes the power of first motor (D1) transmit to differential mechanism subassembly from countershaft subassembly, and differential mechanism subassembly transmits power to left/right wheels on, second input axle (Z2) is connected with the output of second motor (D2), and second input driving gear (G5) is connected with second input axle (Z2), and second input driving gear (G5) cooperates with countershaft subassembly, makes second motor (D2) transmit power to differential mechanism from countershaft subassembly to left/right wheels.
2. The dual motor drive axle according to claim 1, wherein the countershaft assembly comprises a first input driven gear (G2), a second input driven gear (G6), a main reduction driving gear (G4), a planetary mechanism, a countershaft (Z3), a ring gear hub (Z4), and a planetary shaft (Z5), wherein the first input driven gear (G2) is engaged with the first input driving gear (G1), the second input driven gear (G6) is engaged with the second input driving gear (G5), one end of the ring gear hub (Z4) is connected with the first input driven gear (G2), the other end is connected with the planetary mechanism, the planetary mechanism is connected with the countershaft (Z3), the second input driven gear (G6) is fixed on the countershaft (Z3), the ring gear hub (Z4) is sleeved on the countershaft (Z3), and the planetary shaft (Z5) is sleeved on the countershaft (Z3).
3. A double motor drive axle according to claim 2, characterized in that the planetary mechanism comprises a sun gear (X1), a planetary gear (X2), a gear ring (X3) and a planet carrier (X4), wherein the sun gear (X1) is fixedly connected with a countershaft (Z3), the planet carrier (X4) is fixedly connected with a planetary shaft (Z5), and the planetary gear (X2) is simultaneously matched with the sun gear (X1) and the gear ring (X3).
4. A dual motor drive axle according to claim 1, characterized in that the differential assembly comprises a main reduction driven gear (G3), a differential (P1), a first output shaft (Z6), a second output shaft (Z7), the main reduction driven gear (G3) cooperating with the auxiliary shaft assembly to transmit power into the differential (P1), the first output shaft (Z6) being fixed at one end of the differential (P1), the second output shaft (Z7) being fixed at the other end of the differential (P1), the first output shaft (Z6) being connected with the left/right wheels, the second output shaft (Z7) being connected with the right/left wheels.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202223333162.6U CN219382196U (en) | 2022-12-13 | 2022-12-13 | Dual-motor drive axle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202223333162.6U CN219382196U (en) | 2022-12-13 | 2022-12-13 | Dual-motor drive axle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN219382196U true CN219382196U (en) | 2023-07-21 |
Family
ID=87189761
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202223333162.6U Active CN219382196U (en) | 2022-12-13 | 2022-12-13 | Dual-motor drive axle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN219382196U (en) |
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2022
- 2022-12-13 CN CN202223333162.6U patent/CN219382196U/en active Active
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