TWM587631U - Dual-motor differential drive system - Google Patents

Abstract

A dual-motor differential drive system including a main wheel, a driving wheel, a differential unit, a first motor, a second motor, and at least one driving unit. The main wheel has a central shaft extending along an axial direction. The driving wheel is disposed on the main wheel. The differential unit is disposed at a side of the driving wheel and aligning with each other. The first motor has a first shaft and connects to the differential unit. The second motor has a second shaft and connects to the differential unit. The at least one driving unit is disposed on the driving unit and the driving wheel. The first motor and the second motor are adapted to run and rotate in same direction or reverse direction, so as to drive the differential unit to be rotated respectively, and the differential unit drives the driving wheel by the driving unit so that the main wheel is pivoted along the central shaft.

Description

Dual-motor differential transmission system

The present invention relates to a differential transmission system, and more particularly to a dual-motor differential transmission system applied to an electric vehicle.

Most of the existing electric locomotive are single or dual motors. In order to achieve the best working efficiency of the motor, a gearbox is required to adjust its optimal speed. Under the increase of power requirements, electronic control systems must use high-power components. , Making the production cost of the transmission system increase. In addition, the use of a gearbox will increase the complexity of the transmission mechanism and increase the frictional power consumption between gears. The existing single-motor transmission system requires the use of a water-cooling device, which causes the problems of high cost and high power consumption of the single-motor transmission system.

Dual-motor drive systems have also been developed to improve heat generation. However, the existing dual-motor transmission system must use drive motors with similar output performance, or adjust the power ratio between the two motors separately to avoid the two motors from restricting each other and limiting their output performance. If a ratchet or variable speed gear set is used to match the speed and torque of the dual motor, this also has the disadvantages of high cost and high power consumption.

This new creation provides a dual-motor differential transmission system. The dual motors are connected through differential wheels so that the dual motors do not interfere with each other during operation. Therefore, dual motors with different speeds and powers can be combined to reduce heat generation and power consumption. the goal of.

The novel dual-motor differential transmission system includes a main wheel, a transmission wheel, a differential unit, a first motor, a second motor, and at least one transmission unit. The main wheel has a mandrel extending in the axial direction. The driving wheel is arranged on the main wheel. The differential units are arranged on one side of the transmission wheels and are aligned with each other. The first motor has a first rotating shaft and is connected to a differential unit. The second motor has a second rotating shaft and is connected to the differential unit. At least one transmission unit is disposed between the differential unit and the transmission wheel. The first motor and the second motor are adapted to run in the opposite direction or in the same direction to drive the differential unit to rotate, and the differential unit drives the transmission wheel through at least one transmission unit, so that the main wheel is pivoted through the mandrel.

The novel dual-motor differential transmission system includes a main wheel, two transmission wheels, a differential unit, a first motor, a second motor, and two transmission units. The main wheel has two mandrels extending in an axial direction. The two transmission wheels are respectively arranged on two mandrels. The differential unit is arranged inside the main wheel. The first motor and the second motor are arranged vertically in parallel. The two transmission units are respectively connected with two transmission wheels and a first motor and a second motor. The first motor and the second motor are adapted to run in opposite directions to drive the two transmission wheels respectively through the two transmission units, thereby driving the differential unit to rotate, so that the main wheel is pivoted through the two mandrels.

Based on the above, the new dual-motor differential transmission system created by the new model connects the first motor and the second motor through the differential unit, so the first motor and the second motor can adopt different speed and power specifications, so that the first motor and the second motor The two motors can operate at their own power without interfering with each other, and their total output power is close to the sum of the first motor and the second motor. Furthermore, the dual motor differential transmission system created by the new model replaces the gearbox with a differential unit, which can greatly reduce production costs and reduce power consumption during operation. Using dual motors to replace the existing single motor operation can also reduce the disadvantage of easy overheating when a single motor is operating.

In order to make the above-mentioned features and advantages of the novel creation more comprehensible, embodiments are described below in detail with the accompanying drawings as follows.

FIG. 1A is a schematic perspective view of a dual-motor differential transmission system according to an embodiment of the present invention. FIG. 1B is an exploded view of some components of the dual-motor differential transmission system of FIG. 1A. Fig. 1C is a schematic cross-sectional view of the A-A line segment of the dual-motor differential transmission system of Fig. 1A. FIG. 1D is a schematic sectional view of the B-B line segment of the dual-motor differential transmission system of FIG. 1A.

Please refer to FIG. 1A. The dual-motor differential transmission system of the present invention is applied to a two-wheeled electric locomotive. It is not restricted.

Please refer to FIGS. 1A to 1D. The dual-motor differential transmission system 100 of the present invention includes a main wheel 110, a transmission wheel 120, a differential unit 130, a first motor 140, a second motor 150, and at least One transmission unit 160.

The main wheel 110 is, for example, a tire of an electric vehicle and is adapted to contact the ground. The main wheel 110 has a mandrel 111 extending in the axial direction AD. The transmission wheel 120 is disposed on the main wheel 110. Specifically, the transmission wheel 120 is disposed on the mandrel 111 and is located inside the main wheel 110. One end of the transmission wheel 120 protrudes outside the main wheel 110 in the axial direction AD and surrounds to form an outer torus T1.

The differential unit 130 is disposed on one side of the transmission wheel 120 and is aligned with each other. In detail, the differential unit 130 is located on one side of the main wheel 110 and is in line with one end of the transmission wheel 120 protruding from the main wheel 110.

In other embodiments, the differential unit is also replaced with a limited-slip differential. When a limited-slip differential is used, even if a single motor or controller fails, the main wheel can still be driven by another motor that operates normally.

The first motor 140 has a first rotating shaft 141 and is connected to the differential unit 130. The second motor 150 has a second rotating shaft 151 and is connected to the differential unit 130. The first rotating shaft 141 and the second rotating shaft 151 are respectively connected to both sides of the differential unit 130 to achieve the functions of driving the differential unit 130 separately. In addition, the first motor 140 and the second motor 150 are, for example, motors of the same performance specifications or It is a motor with different performance specifications.

At least one transmission unit 160 (shown as one in FIG. 1A) is disposed on the differential unit 130 and the transmission wheel 120 as a medium for power transmission of the motor. When the differential unit 130 is driven by the first motor 140 and the second motor 150, it will pass through The transmission unit 160 drives the transmission wheel 120 and the main wheel 110 at the same time.

In this embodiment, the first motor 140 and the second motor 150 are located on opposite sides of the differential unit 130 in the axial direction AD. This indicates that the first motor 140 and the second motor 150 are disposed opposite to each other and are suitable for Run in the opposite direction (that is, one of the motors is turning clockwise and the other is turning counterclockwise) to drive the differential unit 130 to rotate, and the differential unit 130 drives the transmission wheel through the friction between the transmission unit 160 and the outer ring T1 120, so that the main wheel 110 pivots through the mandrel 111.

1B to 1D, the differential unit 130 includes a driving wheel 131, a first driven gear 132, a second driven gear 133, a first driving gear 134, a second driving gear 135, and two The housing 136 presents a cone-shaped appearance.

The driving wheel 131 has an outer ring surface T2, and the outer ring surface T2 of the driving wheel 131 is opposite to the outer ring surface T1 of the driving wheel 120. The transmission unit 160 is, for example, a belt and is sleeved on the outer ring surface T2 of the driving wheel 131 and the outer ring surface T1 of the driving wheel 120. In this embodiment, the driving wheel 131 and the transmission wheel 120 are both pulleys, and the transmission unit 160 is a belt.

In other embodiments, the driving wheel and the transmission wheel are both sprocket wheels, and the transmission unit is, for example, a chain.

The first driven gear 132 and the second driven gear 133 are pivotally connected to an inner wall surface of the driving wheel 131 and located in a radial direction RD of the driving wheel 131. The first driving gear 134 and the second driving gear 135 are rotatably disposed in the axial direction AD of the driving wheel 131 and mesh with the first driven gear 132 and the second driven gear 133, respectively. The two casings 136 are disposed on both sides of the driving wheel 131 and are used to receive the first driven gear 132, the second driven gear 133, the first driving gear 134, and the second driving gear 135.

Please refer to FIG. 1A to FIG. 1D. The first rotating shaft 141 of the first motor 140 passes through one of the shells 136 to connect the first driving gear 134. In addition, the first rotating shaft 141 has a first engaging portion B1 at the end, and the first driving gear 134 has a first engaging hole H1, and the first engaging portion B1 is engaged with the first engaging hole H1 so that the first A rotating shaft 141 is integrally connected with the first driving gear 134.

The second rotating shaft 151 of the second motor 150 passes through another casing 136 to connect the second driving gear 135. In addition, the end of the second rotating shaft 151 has a second engaging portion B2, and the second driving gear 135 has a second engaging hole H2, and the second engaging portion B2 is engaged with the second engaging hole H2 so that the first The two rotating shafts 151 and the second driving gear 135 are integrally connected.

When the first motor 140 and the second motor 150 run in opposite directions (that is, one of the motors rotates clockwise and the other motor rotates counterclockwise), the first rotating shaft 141 and the second rotating shaft 151 respectively drive the first driving gear 134 and A second driving gear 135 is adapted to rotate in a first direction D1 or a second direction D2. In this case, the pivoting direction D3 of the first driven gear 132 and the pivoting direction D4 of the second driven gear 133 are opposite, so they cancel each other out, so that the first driven gear 132 and the second driven gear 133 are When stationary, the first driving gear 134 and the second driving gear 135 apply torque to the driving wheels 131 through the first driven gear 132 and the second driven gear 133, respectively, and the driving wheels 131 are driven in the first direction D1 or the first direction. Turn in two directions D2.

Further, the first motor 140 and the second motor 150 of the present novel drive the driving wheels 131 through different driving gears 134, 135 and passive gears 132, 133, respectively, and have the characteristics of not interfering with each other. Therefore, the first motor 140 and the second motor 150 can be respectively configured as motor motors with different speeds and powers, so that the first motor 140 and the second motor 150 can operate at their own power without the need for gearbox speed adjustment. In addition, the new creation can control the power output of the motor by adjusting the current input size through an external controller.

The calculation formula of the power of the motor is as follows: power = speed V * torque T * 0.1047 (constant).

The first motor 140 and the second motor 150 output power through the differential unit 130. Using the characteristics of the differential unit 130, it is assumed that the first motor 140 is clockwise and the rotation speed is V1, and the second motor 150 is counterclockwise and rotates. V2. Then the final output speed of the differential unit 130 is (V1 + V2) / 2, the torque is T1 + T2, and the total output power is (V1 + V2) / 2 * (T1 + T2) * 0.1047.

In other embodiments, the first motor 140 and the second motor 150 use the same specifications of the motor, the output power of the differential unit 130 is 2VN * 0.1047, which is twice as high as that of a single motor.

Further, the at least one transmission unit 160 in this embodiment is, for example, a chain, and the driving wheel 131 and the transmission wheel 120 are both sprocket wheels. In actual use, the transmission unit 160 is, for example, a chain and is sleeved and meshed between the driving wheel 131 and the transmission. The periphery of the wheel 120.

FIG. 2A is a schematic perspective view of a dual-motor differential transmission system according to another embodiment of the present invention.

Referring to FIG. 2A and FIG. 1B, the dual-motor differential transmission system 100A of this embodiment is similar to the dual-motor differential transmission system 100 shown in FIG. 1A and FIG. 1A, with the difference that the transmission wheel 120a is disposed outside one side of the main wheel 110a The wall surface OS surrounds the periphery of the mandrel 111a. The first motor 140a and the second motor 150a are disposed on the same side of the differential unit 130a (for example, measured from the left or right), and the first motor 140a and the second motor 150a are stacked on top of each other.

A third rotating shaft 137a passes through one of the casings 136a to connect the first driving gear 134a, and a second rotating shaft 151a of the second motor 150a passes through the other casing 136a to connect the second driving gear 135a. The first rotating shaft 141a is disposed in parallel to the first Above the three rotation shafts 137a and the second rotation shaft 151a. The two interlocking gears 138a are respectively fixed on the third rotating shaft 137a and the first rotating shaft 141a and mesh with each other.

When the first motor 140a and the second motor 150a run in opposite directions (that is, one of the motors rotates clockwise and the other motor rotates counterclockwise), the first rotating shaft 141a drives the third rotating shaft 137a through the two interlocking gears 138a, and the first The two rotating shafts 151a drive the second driving gear, so that the differential unit 130a is adapted to rotate in a first direction D1 or a second direction D2.

FIG. 2B is a schematic perspective view of a dual-motor differential transmission system according to another embodiment of the present invention.

Referring to FIG. 2B and FIG. 1B, the dual-motor differential transmission system 100B of this embodiment is similar to the dual-motor differential transmission system 100A shown in FIG. 2A. Driving gear, the second rotating shaft 151b of the second motor 150b passes through another casing 136b to connect with the second driving gear. The first rotation shaft 141b is disposed above the third rotation shaft 137b and the second rotation shaft 151b in parallel. The two pulleys 138b are respectively fixed on the third rotating shaft 137b and the first rotating shaft 141b. The differential unit 130b further includes a belt, which is respectively sleeved on the two pulleys 138b.

FIG. 2C is a schematic perspective view of a dual-motor differential transmission system according to another embodiment of the present invention.

Referring to FIG. 2C and FIG. 1B, the dual-motor differential transmission system 100C of this embodiment is similar to the dual-motor differential transmission system 100A shown in FIG. 2A, the difference is that

A third rotating shaft 137c passes through one of the casings 136c to connect the first driving gear, and a fourth rotating shaft 138c passes through the other casing 136c to connect to the second driving gear. The first rotation shaft 141c is disposed in parallel above the fourth rotation shaft 138c, and the second rotation shaft 151c is disposed in parallel below the third rotation shaft 137c and the fourth rotation shaft 138c. The four interlocking gears 139c are respectively fixed on the first rotating shaft 141c, the second rotating shaft 151c, the third rotating shaft 137c, and the fourth rotating shaft 138c and mesh with each other.

Specifically, the interlocking gear 139c on the first rotation shaft 141c meshes with the interlocking gear 139c on the fourth rotation shaft 138c, and the interlocking gear 139c on the second rotation shaft 151c meshes with the interlocking gear 139c on the third rotation shaft 137c. In this embodiment, when the first motor 140c and the second motor 150c are running in the same direction (that is, both motors are turned clockwise or counterclockwise), the first rotating shaft 141c drives the fourth rotating shaft 138c through the two interlocking gears 139c. In addition, the second rotating shaft 151c drives the third rotating shaft 137c through the two interlocking gears 139c, so that the differential unit 130c is adapted to rotate in a first direction D1 or a second direction D2.

FIG. 3A is a schematic perspective view of a dual-motor differential transmission system according to still another embodiment of the novel creation. FIG. 3B is a schematic plan view of the dual-motor differential transmission system of FIG.

The dual-motor differential transmission system 100D of this embodiment is similar to the dual-motor differential transmission system 100 shown in FIG. 1A. The difference is that the two-motor differential transmission system 100D created by the new model includes a main wheel 110d, two transmission wheels 120d, a differential unit 130d, a first motor 140d and a second motor 150d, and two transmission units 160d.

The main wheel 110d has two mandrels 111d extending along an axial direction AD. The two mandrels 111d operate independently. The two transmission wheels 120d are respectively disposed on the two mandrels 111d and located on opposite sides of the main wheel 110d, respectively.

The differential unit 130d is disposed inside the main wheel 110d, and its driving wheel 131d is integrally connected with the main wheel 110d. The first motor 140d and the second motor 150d are arranged vertically in parallel and are positioned on one side of the main wheel 110d. The two transmission units 160d are, for example, two belts.

The two pulleys 138d are respectively disposed on the first rotating shaft 141d of the first motor 140d and the second rotating shaft 151d of the second motor 150d, and each transmission unit 160d is sleeved on each transmission wheel 120d and each pulley 138d. In this way, the first motor 140d and the second motor 150d can respectively drive the differential unit 130d through the two transmission units 160d to generate a pivot.

The first motor 140d and the second motor 150d are adapted to run in opposite directions to drive the two transmission wheels 120d through the two transmission units 160d, respectively, and then drive the differential unit 130d to rotate, so that the main wheel 110d is pivoted through the two mandrels 111d.

In this embodiment, the differential unit is connected to the main wheel as a whole to increase the overlapping range of the first motor and the second motor, thereby reducing the overall structural size of the dual-motor differential transmission system.

In summary, the new dual-motor differential transmission system created by this new model connects the first motor and the second motor through the differential unit, so the first motor and the second motor can adopt different specifications of speed and power, making the first motor It can operate with its own power and does not interfere with each other. Its total output power is close to the sum of the first motor and the second motor. Furthermore, the dual motor differential transmission system created by the new model replaces the gearbox with a differential unit, which can greatly reduce production costs and reduce power consumption during operation. Using dual motors to replace the existing single motor operation can also reduce the disadvantage of easy overheating when a single motor is operating.

Although this new type of creation has been disclosed as above by way of example, it is not intended to limit the new type of creation. Any person with ordinary knowledge in the technical field can make some changes without departing from the spirit and scope of this new type of creation Retouching, so the protection scope of this new type of creation shall be determined by the scope of the attached patent application.

100, 100A, 100B, 100C, 100D‧‧‧ dual motor differential transmission system

110, 110a, 110d‧‧‧ main round

111, 111a, 111d‧‧‧ mandrel

120, 120a, 120d‧‧‧Drive wheel

130, 130a, 130b, 130c, 130d‧‧‧ Differential units

131, 131d‧‧‧Drive wheel

132‧‧‧first driven gear

133‧‧‧Second driven gear

134‧‧‧first driving gear

135‧‧‧Second driving gear

136, 136a, 136b, 136c

137a, 137b, 137c

138b, 138d‧‧‧ pulley

138c‧‧‧ Fourth shaft

138a, 139c‧‧‧linked gear

140, 140a, 140b, 140c, 140d

141, 141a, 141b, 141c, 141d

150, 150a, 150b, 150c, 150d‧‧‧Second motor

151, 151a, 151b, 151c, 141d‧‧‧Second shaft

160, 160d‧‧‧ transmission unit

B1‧‧‧First engaging section

B2‧‧‧Second engagement section

D1‧‧‧ first direction

D2‧‧‧ Second direction

D3, D4‧‧‧‧Pivoting direction

H1‧‧‧First card connection hole

H2‧‧‧First card connection hole

T1, T2‧‧‧ Outer torus

AD‧‧‧Axial

RD‧‧‧Radial

FIG. 1A is a schematic perspective view of a dual-motor differential transmission system according to an embodiment of the present invention.
FIG. 1B is an exploded view of some components of the dual-motor differential transmission system of FIG. 1A.
1C is a schematic cross-sectional view taken along the line AA of the dual-motor differential transmission system of FIG. 1A.
FIG. 1D is a schematic cross-sectional view of a BB line segment of the dual-motor differential transmission system of FIG. 1A.
FIG. 2A is a schematic perspective view of a dual-motor differential transmission system according to another embodiment of the present invention.
FIG. 2B is a schematic perspective view of a dual-motor differential transmission system according to another embodiment of the present invention.
FIG. 2C is a schematic perspective view of a dual-motor differential transmission system according to another embodiment of the present invention.
FIG. 3A is a schematic perspective view of a dual-motor differential transmission system according to still another embodiment of the novel creation.
FIG. 3B is a schematic plan view of the dual-motor differential transmission system of FIG.

Claims (14)

A dual-motor differential transmission system includes:
A main wheel with a mandrel extending in an axial direction;
A transmission wheel configured on the main wheel;
A differential unit, which is arranged on one side of the transmission wheel and is aligned with each other;
A first motor having a first rotating shaft and connected to the differential unit;
A second motor having a second rotating shaft and connected to the differential unit; and at least one transmission unit disposed between the differential unit and the transmission wheel,
The first motor and the second motor are adapted to run in the opposite direction or in the same direction to drive the differential unit to rotate, and the differential unit drives the transmission wheel through the at least one transmission unit, so that the main wheel Pivoting occurs through the mandrel. The dual-motor differential transmission system according to item 1 of the patent application scope, wherein the differential unit includes:
A driving wheel opposite to the driving wheel, the at least one transmission unit is sleeved on the driving wheel and the driving wheel;
A first driven gear and a second driven gear, which are pivoted in the driving wheel and located in a radial direction of the driving wheel,
A first driving gear and a second driving gear are rotatably disposed on an axial direction of the driving wheel and mesh with the first driven gear and the second driven gear, respectively; and two casings are disposed on the driving wheel. Both sides are used to store the first driven gear, the second driven gear, the first driving gear and the second driving gear. The dual-motor differential transmission system according to item 2 of the patent application scope, wherein the first motor and the second motor are located on opposite sides of the differential unit along the axial direction. The dual-motor differential transmission system according to item 3 of the patent application, wherein the first shaft of the first motor passes through one of the casings to connect the first driving gear and the second shaft of the second motor. Another casing is connected to the second driving gear, and when the first motor and the second motor are running in opposite directions, the first driving gear and a second driving gear are adapted to be directed in a first direction or a second The direction rotation makes the first driven gear and the second driven gear stationary, and then drives the driving wheel to rotate in the first direction or the second direction. The dual-motor differential transmission system according to item 2 of the patent application scope, wherein the at least one transmission unit is a chain or a belt and the driving wheel is a sprocket or a belt wheel. The dual-motor differential transmission system according to item 1 of the patent application scope, wherein the transmission wheel is disposed on one side of the main wheel and surrounds the periphery of the mandrel. The dual-motor differential transmission system according to item 1 of the scope of patent application, wherein the transmission wheel is arranged on the mandrel and located in the main wheel, and one end of the transmission wheel protrudes outside the main wheel along the axial direction. . The dual-motor differential transmission system according to item 2 of the scope of patent application, wherein the first motor and the second motor are arranged on the same side of the differential unit, and the first motor and the second motor are stacked on top of each other . According to the dual-motor differential transmission system described in item 8 of the patent application scope, a third rotating shaft passes through one of the casings to connect the first driving gear, and the second rotating shaft of the second motor passes through the other The casing is connected to the second driving gear, the first rotating shaft is arranged in parallel above the third rotating shaft and the second rotating shaft, and the two linked gears are respectively fixed on the third rotating shaft and the first rotating shaft and mesh with each other. According to the dual-motor differential transmission system described in item 8 of the patent application scope, a third rotating shaft passes through one of the casings to connect the first driving gear, and the second rotating shaft of the second motor passes through the other A casing is connected to the second driving gear, the first rotating shaft is arranged in parallel above the third rotating shaft and the second rotating shaft, two pulleys are respectively fixed on the third rotating shaft and the first rotating shaft, and the at least one transmission unit includes a belt , Set the two pulleys respectively. According to the dual-motor differential transmission system described in item 8 of the scope of patent application, a third rotating shaft passes through one of the casings to connect the first driving gear, and a fourth rotating shaft passes through the other casing to connect In the second driving gear, the first rotating shaft is disposed in parallel above the fourth rotating shaft, the second rotating shaft is disposed in parallel below the third rotating shaft and the fourth rotating shaft, and four interlocking gears are respectively fixed on the first rotating shaft and the The second rotating shaft, the third rotating shaft, and the fourth rotating shaft mesh with each other. A dual-motor differential transmission system includes:
A main wheel with two mandrels extending along an axial direction;
Two transmission wheels are respectively arranged on the two mandrels;
A differential unit arranged inside the main wheel;
A first motor and a second motor are arranged in parallel up and down; and two transmission units are connected to the two transmission wheels, the first motor, and the second motor, respectively,
The first motor and the second motor are adapted to run in opposite directions to drive the two transmission wheels respectively through the two transmission units, thereby driving the differential unit to rotate, so that the main wheel is pivoted through the two mandrels. The dual-motor differential transmission system according to item 12 of the patent application scope, wherein the differential unit includes:
A driving wheel opposite to the driving wheel, the at least one transmission unit is sleeved on the driving wheel and the driving wheel;
A first driven gear and a second driven gear, which are pivoted in the driving wheel and located in a radial direction of the driving wheel,
A first driving gear and a second driving gear are rotatably disposed on an axial direction of the driving wheel and mesh with the first driven gear and the second driven gear, respectively; and two casings are disposed on the driving wheel. Both sides are used to store the first driven gear, the second driven gear, the first driving gear and the second driving gear. The dual-motor differential transmission system according to item 12 of the scope of patent application, further comprising two pulleys, which are respectively arranged on a first rotation shaft of the first motor and a second rotation shaft of the second motor, and each of the transmissions The unit is sleeved on each of the transmission wheels and each of the pulleys.