WO2022160551A1 - 一种双电机驱动系统总成和车辆 - Google Patents

一种双电机驱动系统总成和车辆 Download PDF

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Publication number
WO2022160551A1
WO2022160551A1 PCT/CN2021/098931 CN2021098931W WO2022160551A1 WO 2022160551 A1 WO2022160551 A1 WO 2022160551A1 CN 2021098931 W CN2021098931 W CN 2021098931W WO 2022160551 A1 WO2022160551 A1 WO 2022160551A1
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Prior art keywords
motor
gear
dual
shaft
drive system
Prior art date
Application number
PCT/CN2021/098931
Other languages
English (en)
French (fr)
Inventor
李建文
王斐
余平
Original Assignee
精进电动科技股份有限公司
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Filing date
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Application filed by 精进电动科技股份有限公司 filed Critical 精进电动科技股份有限公司
Priority to JP2023545186A priority Critical patent/JP2024506823A/ja
Priority to EP21922149.6A priority patent/EP4253118A4/en
Priority to US18/262,826 priority patent/US20240093768A1/en
Publication of WO2022160551A1 publication Critical patent/WO2022160551A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B60K7/0007—Disposition of motor in, or adjacent to, traction wheel the motor being electric
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/0806—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with a plurality of driving or driven shafts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/043—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/16—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of differential gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K25/00—Auxiliary drives
    • B60K25/06—Auxiliary drives from the transmission power take-off
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H48/00—Differential gearings
    • F16H48/20—Arrangements for suppressing or influencing the differential action, e.g. locking devices
    • F16H48/24—Arrangements for suppressing or influencing the differential action, e.g. locking devices using positive clutches or brakes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H48/00—Differential gearings
    • F16H48/20—Arrangements for suppressing or influencing the differential action, e.g. locking devices
    • F16H48/30—Arrangements for suppressing or influencing the differential action, e.g. locking devices using externally-actuatable means
    • F16H48/34—Arrangements for suppressing or influencing the differential action, e.g. locking devices using externally-actuatable means using electromagnetic or electric actuators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/025—Support of gearboxes, e.g. torque arms, or attachment to other devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/037—Gearboxes for accommodating differential gearings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/34—Locking or disabling mechanisms
    • F16H63/3416—Parking lock mechanisms or brakes in the transmission
    • F16H63/3425—Parking lock mechanisms or brakes in the transmission characterised by pawls or wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B60K2007/0061—Disposition of motor in, or adjacent to, traction wheel the motor axle being parallel to the wheel axle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H2057/02026—Connection of auxiliaries with a gear case; Mounting of auxiliaries on the gearbox
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H2057/02034—Gearboxes combined or connected with electric machines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H2057/02039—Gearboxes for particular applications
    • F16H2057/02043—Gearboxes for particular applications for vehicle transmissions
    • F16H2057/02052—Axle units; Transfer casings for four wheel drive
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/0434—Features relating to lubrication or cooling or heating relating to lubrication supply, e.g. pumps ; Pressure control
    • F16H57/0441—Arrangements of pumps

Definitions

  • the invention belongs to the technical field of power drive design, and particularly relates to a dual-motor drive system assembly and a vehicle.
  • the drive systems of pure electric vehicles mainly include single-motor centralized drive and multi-motor distributed drive.
  • some pure electric vehicles on the market mostly adopt a centralized drive scheme.
  • the driving force of the motor is connected to the differential through gears, shafts, etc., and is roughly evenly distributed to the left and right half shafts. It is impossible to independently control a single wheel.
  • the advantages of using dual-motor distributed independent wheel drive are: compact structure, convenient layout, and strong vehicle driving flexibility.
  • the design of the dual-motor independent drive system needs to consider the space layout and the force of each shaft system of the reducer.
  • a large input and output center distance is required to meet the installation and arrangement of the drive axle space.
  • the arrangement of some accessories can be added in the large center distance space to increase the variety of products. ; If two-stage gear transmission is used, if a larger center distance is set, the diameter of the driven gear needs to be increased, resulting in an increase in the envelope of the powertrain, which cannot meet the installation and layout requirements; if three-stage gear transmission is used, It will increase the number of gears, increase the axial width of the powertrain, and increase the cost.
  • the present invention discloses a dual motor drive system assembly and a vehicle to overcome the above problems or at least partially solve the above problems.
  • One aspect of the present invention provides a dual-motor drive system assembly
  • the dual-motor drive system assembly includes a coaxially arranged first motor and a second motor, a first gear drive, a second gear drive, and several idler gears Yes, the first gear drive is driven by the first motor, the second gear drive is driven by the second motor, and each pair of idler gears is respectively provided on the first gear drive and the second gear drive In gear transmission, it is used to increase the distance between the output shaft of the first motor and the end shaft of the first gear transmission.
  • both the first gear transmission and the second gear transmission are two-stage gear transmissions, and the gears of the corresponding stages in the first gear transmission and the second gear transmission are arranged on the same axis, and each The idler gear pairs are respectively arranged between the primary gear pairs and/or between the secondary gear pairs.
  • the first gear transmission and the second gear transmission respectively include a primary pinion, a primary large gear, a secondary pinion and a secondary large gear, and the number of the pair of idle gears is one pair, and is arranged between the first-stage pinion gear and the first-stage large gear.
  • the dual-motor drive system assembly further includes a differential locking mechanism, and the differential locking mechanism is provided between the output shaft of the first motor and the output shaft of the first motor or the Between the two shafts of the idler pair or between the gear shafts of each stage.
  • the differential locking mechanism includes a movable chainring assembly, a fixed chainring assembly, a fixed electromagnetic coil and a return spring; the movable chainring assembly and the output shaft or idler shaft or gear shaft on one side pass through a spline. sliding connection, the fixed gear plate assembly is fixedly connected with the output shaft or idler shaft or gear shaft on the other side through splines; the fixed electromagnetic coil is fixedly arranged on the casing near the movable gear plate assembly; the The return spring is arranged between the movable chainring assembly and the output shaft or idler shaft or gear shaft on one side of the movable chainring assembly.
  • the dual-motor drive system assembly further includes a parking mechanism, the parking mechanism includes a parking gear, a parking pawl and a parking actuator, and the parking gear is integrated in the fixed gear plate. on the fixed chainrings of the components.
  • the dual-motor drive system assembly further includes a cycloid pump, the inner rotor of the cycloid pump is fixed on the idler shaft, and the outer rotor of the cycloid pump is connected to the inner rotor of the cycloid pump. The rotors are engaged.
  • first gear transmission and the second gear transmission are arranged in a transmission housing, and the first motor and the second motor are fixedly connected on both sides of the transmission housing;
  • the transmission housing is arranged on a bracket, a vehicle frame is also arranged on the bracket, and the wheel is connected with the bracket through a rocker arm.
  • the bearing of the first motor and the bearing of the second motor are respectively arranged on both sides of the rotor in the motor housing, and are respectively arranged at the axial length of the outgoing wires of the stator of the first motor and the stator of the second motor. and the ends of the output shaft of the first motor and the output shaft of the second motor are respectively provided with a first motor shaft auxiliary bearing and a second motor shaft auxiliary bearing.
  • Another aspect of the present invention further provides a vehicle, which includes the dual-motor drive system assembly described in any one of the above.
  • the above-mentioned differential lock clutch can be arranged on the idler shaft or motor shaft according to different application requirements, and can independently adjust the running state of each driving wheel to provide driving flexibility; the differential lock function can be set up to get out of trouble or at the limit.
  • Reasonable coupling of dual-motor driving force when off-roading improves the ability to get out of trouble; setting the parking function (P gear) can improve parking safety and reliability; setting a mechanical cycloid pump can increase lubrication and cooling for the drive system, thereby improving the performance of the driving system.
  • the overall benefit of the drive system is arranged on the idler shaft or motor shaft according to different application requirements, and can independently adjust the running state of each driving wheel to provide driving flexibility; the differential lock function can be set up to get out of trouble or at the limit.
  • Reasonable coupling of dual-motor driving force when off-roading improves the ability to get out of trouble; setting the parking function (P gear) can improve parking safety and reliability; setting a mechanical cycloid pump can increase lubric
  • FIG. 1 is a schematic structural diagram of a dual-motor drive system assembly in an embodiment of the present invention
  • FIG. 2 is a schematic structural diagram of a dual-motor drive system assembly in another embodiment of the present invention.
  • FIG. 3 is a schematic structural diagram of the differential lock mechanism (clutch) in FIG. 1 .
  • first-stage pinion I 41 first-stage pinion I; 42 idler gear I; 43 inner rotor of cycloid pump; 44 outer rotor of cycloid pump; 45 first-stage large gear I; 46 second-stage pinion I; 47 second-stage large gear I;
  • the terms “installed”, “connected”, “connected”, “fixed” and other terms should be understood in a broad sense, for example, it may be a fixed connection or a detachable connection , or integrated; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, and it can be the internal connection of the two elements or the interaction relationship between the two elements.
  • installed may be a fixed connection or a detachable connection , or integrated; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, and it can be the internal connection of the two elements or the interaction relationship between the two elements.
  • the technical idea of the present invention is to use the form of adding an intermediate idler in the drive system assembly to meet the requirement of increasing the center distance between the input and output shafts.
  • the straight-line distance between the centerlines of the axles; and other accessories are arranged using the effective space in the above-mentioned drive system assembly to meet the diverse needs of the vehicle.
  • the dual motor drive system assembly includes a coaxially arranged first motor and a second motor, a first gear transmission, a second gear transmission and several A pair of idler gears (42, 52), the first gear transmission is driven by the first motor, the second gear transmission is driven by the second motor, and the idler gear pairs (42, 52) are respectively provided In the first gear transmission and the second gear transmission, the distance a between the output shaft of the first motor and the end shaft of the first gear transmission is increased.
  • the distance of the gear transmission in the horizontal direction is increased, that is, the distance between the output shafts of the first and second motors and the end shafts of the first and second gear transmissions is increased.
  • distance a so as to provide more space for adding other functional components such as differential lock mechanism, cycloid pump, and setting the frame on the bracket where the housing of the driving system is located in the housing of the driving system.
  • the first gear transmission and the second gear transmission are both two-stage gear transmissions, and the gears of each corresponding stage of the first gear transmission and the second gear transmission are are arranged on the same axis, and each pair of idler gears is respectively arranged between the first-stage gear pair and/or between the second-stage gear pair, wherein preferably each idler gear pair is also arranged coaxially, so that the structure is symmetrical, and better performance is obtained. balance effect.
  • the first gear transmission and the second gear transmission respectively comprise primary pinions (41, 51), primary gears (45, 53), secondary pinions (46, 54) and secondary gears Gears (47, 55),
  • the number of the idler pairs (42, 52) is a pair, and is arranged on the first-stage pinions (41, 51) and the first-stage large gears (45, 52) between.
  • the dual-motor drive system assembly further includes a differential locking mechanism, which may be an electromagnetic clutch type or other principle forms, and the locking mechanism is used to connect the first motor and the The output shaft of the second motor is locked into the same shaft, and the output force forms a resultant force, thereby improving the output power of the vehicle.
  • a differential locking mechanism which may be an electromagnetic clutch type or other principle forms
  • the above-mentioned differential locking mechanism is arranged between the output shaft of the first motor and the output shaft of the first motor or between the two shafts of the pair of idler gears or between the gear shafts of each stage, Between the output shaft of the first motor and the output shaft of the first motor or between the two shafts of the pair of idler gears, the locking efficiency is higher, and the impact on the axial length of the casing is smaller.
  • the differential locking mechanism includes a movable chainring assembly 31 , a fixed chainring assembly 35 , a fixed electromagnetic coil 33 and a return spring 32 ;
  • the chainring assembly 31 is slidably connected with the output shaft or idler shaft or gear shaft on one side through splines, and can approach and engage along the above-mentioned axial fixed chainring assembly 35 after the fixed coil 33 is energized;
  • the fixed chainring assembly 35 It is fixedly connected with the output shaft or idler shaft or gear shaft on the other side through splines;
  • the fixed electromagnetic coil is fixedly arranged on the casing near the movable chainring assembly; the movable chainring assembly and the movable tooth
  • the return spring 32 is disposed between the output shaft or idler shaft or gear shaft on one side of the disc assembly, which is used to push the movable toothed disc assembly to return to and maintain the original position after the power-on engagement is completed.
  • the dual-motor drive system assembly further includes a parking mechanism
  • the parking mechanism includes a parking gear, a parking pawl and a parking actuator
  • the parking gear is integrated in the fixed On the fixed toothed plate of the toothed plate assembly 35, the parking mechanism may adopt the existing specific structure, which will not be repeated here.
  • the dual-motor drive system assembly further includes a cycloid pump, the inner rotor 43 of the cycloid pump is fixed on the idler shaft, and the outer rotor 44 of the cycloid pump is connected to the pendulum
  • the inner rotor 43 of the line pump is meshed, and the cycloid pump uses the change of the sealing volume between the teeth to achieve oil suction and oil pressure. It is composed of oil distribution plate (front and rear cover), outer rotor (driven wheel) and inner rotor (driving wheel) eccentrically placed in the pump body, etc. It can absorb oil when it rotates to a range of angles, and rotate to another angle. The oil is discharged when the range is reached, so as to realize the circulation of the oil in the drive system housing and increase the cooling and lubrication of the drive system.
  • first gear transmission and the second gear transmission are arranged in the same transmission housing, and the first motor and the second motor are fixedly connected on both sides of the transmission housing, And it is fixed at one end of the housing away from the driven wheel, and the end shaft of the gear transmission, such as the shaft where the secondary gear is located, is connected to the driven wheel through a universal joint.
  • a bracket structure different from the prior art wherein the transmission housing is arranged on the above-mentioned bracket, and the bracket is also provided with a bracket structure.
  • the frame is a frame-type structure spanning the front and rear axles of the car, commonly known as the girder, which is the base of the car. It is generally composed of two longitudinal beams and several cross beams, which are supported on the wheels through the suspension device, the front axle and the rear axle.
  • the wheel can be connected to the bracket through a rocker arm.
  • the rear bearing of the first motor or the main bearing (11, 14) of the first motor and the rear bearing of the second motor and the main bearing (21, 24) of the second motor are respectively arranged in Both sides of the first motor rotor 13 and the second motor rotor 23 in the first and second motor housings are placed within the axial length range of the outgoing wires of the first motor stator 12 and the second motor stator 22, thereby reducing the Bearings occupy the axial length; and the ends of the output shaft of the first motor and the output shaft of the second motor are respectively provided with a first motor shaft auxiliary bearing 16 and a second motor shaft auxiliary bearing 26 for improving
  • the output shaft, the first-stage pinion I, and the first-stage pinion II support the rigidity to reduce noise.
  • Another aspect of the present invention further provides a vehicle, which includes the dual-motor drive system assembly described in any one of the above embodiments.
  • the differential lock mechanism in FIG. 1 can be realized by locking the output shaft 15 of the first motor and the output shaft 25 of the second motor through an electromagnetic clutch; specifically, the following scheme can be used: the movable chain plate assembly 31 and the first motor The output shaft 15 of the first motor is slidably connected by splines, and the fixed gear plate assembly 35 is fixedly connected with the output shaft 25 of the second motor by splines or the like; the fixed gear plate is integrated with a parking gear, which can effectively reduce the The number of parts and the axial dimension of the assembly; the fixed electromagnetic coil 33 is energized to generate electromagnetic force, so that the movable toothed plate assembly 31 moves in the direction of the fixed toothed plate assembly 35, and the end face teeth on the toothed plate realize mutual meshing and locking , reach the function of locking the output shaft 15 of the first motor and the output shaft 25 of the second motor, and realize the coupling of
  • the parking mechanism includes a parking gear (set as an integral piece with the fixed gear plate), a parking pawl, a parking actuator, etc. (not shown), and the differential lock mechanism needs to be locked when parking is required. Then the parking mechanism executes the parking action to achieve the purpose of simultaneously locking the output shaft of the first motor and the output shaft of the second motor with one parking mechanism, thereby achieving the purpose of locking the wheels.
  • the dual-motor drive system assembly in Embodiment 2 refers to FIG. 2 and the foregoing description.
  • the differential lock mechanism can be realized by the idler gear I42 and the idler gear II52; specifically, the following scheme can be used: the movable chainring assembly 31 and the idler gear I42 are slidably connected by a spline, and the fixed chainring assembly 35 and the idler gear are slidably connected.
  • the parking gear II52 is fixedly connected by splines and other connection methods; the parking gear is integrated on the fixed gear plate, which can effectively reduce the number of parts and the axial size of the assembly; the fixed electromagnetic coil 33 is energized to generate electromagnetic force, which makes the movable tooth
  • the disc assembly 31 moves towards the fixed toothed disc assembly 35, and achieves mutual meshing and locking through the end face teeth on the toothed disc, reaching the function of locking the idler gear I and the idler gear II, thereby realizing the locking of the first motor and the second motor.
  • a return spring 32 is arranged between the movable chain plate assembly 31 and the idler gear I, and the function of the return spring 32 is to maintain the reliability of the differential lock disconnection when locking is not required.
  • the force to be provided is determined by factors such as the weight of the movable chainring assembly 31 , the impact resistance and the corresponding time for reset.
  • the parking mechanism includes a parking gear (the technical solution is set as an integral part with the fixed gear plate), a parking pawl, a parking actuator and other components (some are not shown), and the differential lock needs to be activated when parking is required.
  • the mechanism is locked, and then the parking mechanism performs the parking action to achieve the purpose of locking the idler I and the idler II at the same time with one parking mechanism, thereby achieving the purpose of locking the wheels.

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Abstract

一种双电机驱动系统总成，包括同轴布置的第一电机和第二电机、第一齿轮传动、第二齿轮传动和若干个惰轮对（42，52），第一齿轮传动由第一电机驱动，第二齿轮传动由第二电机驱动，各惰轮对（42，52）分别设置在第一齿轮传动和第二齿轮传动中，用于增大第一电机输出轴（15）与第一齿轮传动末端轴之间的距离（a），还公开了一种车辆。因为增加了惰轮，可通过调整惰轮的大小更灵活的调整总成中输入轴与输出轴之间的中心距，实现大中心距设计并充分利用该大中心距带来的结构空间安装其他部件，且可以根据不同客户空间布置要求及性能要求进行调整。

Description

一种双电机驱动系统总成和车辆 技术领域
本发明属于动力驱动设计技术领域，特别涉及一种双电机驱动系统总成和车辆。
发明背景
纯电动汽车的驱动系统目前主要有单电机集中式驱动和多电机分布式驱动两种。目前市场上的一些纯电动汽车大都采用集中式驱动方案，电机驱动力通过齿轮、轴等连接到差速器，大致均分到左右半轴处，对于单个车轮无法进行独立控制。相对与单电机集中式驱动的电动汽车，采用双电机分布式独立车轮驱动的优点：结构紧凑、布局方便、车辆驾驶灵活性强。双电机独立驱动系统其设计需要考虑空间布局、减速器各轴系的受力等情况。
因双电机驱动系统的一部分应用场景，需要较大的输入输出中心距要求来满足驱动桥空间的安装与布置，比如通过在该大中心距空间内来增加一些附件的布置，增加产品的多样性；如果采用两级齿轮传动的话，若设置较大的中心距则需要增大从动齿轮直径增大，致使动力总成包络增大，不能满足安装布置要求；如采用三级齿轮传动的话，会使齿轮增多，动力总成轴向宽度增大，成本升高等弊端。
发明内容
针对上述问题，本发明公开了一种双电机驱动系统总成和车辆，以克服上述问题或者至少部分地解决上述问题。
为了实现上述目的，本发明采用以下技术方案：
本发明一方面提供了一种双电机驱动系统总成，所述双电机驱动系统总成包括同轴布置的第一电机和第二电机、第一齿轮传动、第二齿轮传动和若干个惰轮对，所述第一齿轮传动由所述第一电机驱动，所述第二齿轮传动由所述第二电机驱动，各所述惰轮对分别设置在所述第一齿轮传动和所述第二齿轮传动中，用于增大所述第一电机输出轴与所述第一齿轮传动末端轴之间的距离。
可选的，所述第一齿轮传动和所述第二齿轮传动均为两级齿轮传动，所述第一齿轮传动和所述第二齿轮传动中各对应级齿轮设置在同一轴线上，各所述惰轮对分 别设置在一级齿轮对之间和/或二级齿轮对之间。
可选的，所述第一齿轮传动和所述二齿轮传动分别包括一级小齿轮、一级大齿轮、二级小齿轮和二级大齿轮，所述惰轮对的个数为一对，且设置在所述一级小齿轮和所述一级大齿轮之间。
可选的，所述双电机驱动系统总成还包括差速锁止机构，所述差速锁止机构设置在所述第一电机的输出轴和所述第一电机的输出轴之间或所述惰轮对的两轴之间或各级齿轮轴之间。
可选的，所述差速锁止机构包括活动齿盘组件、固定齿盘组件、固定电磁线圈和复位弹簧；所述活动齿盘组件与一侧的输出轴或惰轮轴或齿轮轴通过花键滑动连接，所述固定齿盘组件与另一侧的输出轴或惰轮轴或齿轮轴通过花键固定连接；所述固定电磁线圈固定设置在所述活动齿盘组件附近的壳体上；所述活动齿盘组件与所述活动齿盘组件一侧的输出轴或惰轮轴或齿轮轴之间设置有所述复位弹簧。
可选的，所述双电机驱动系统总成还包括驻车机构，所述驻车机构包括驻车齿轮、驻车棘爪和驻车执行机构，所述驻车齿轮集成在所述固定齿盘组件的固定齿盘上。
可选的，所述双电机驱动系统总成还包括摆线泵，所述摆线泵的内转子固定在所述惰轮轴上，所述摆线泵的外转子与所述摆线泵的内转子啮合。
可选的，所述第一齿轮传动和所述第二齿轮传动设置在传动壳体内，所述第一电机和所述第二电机固定连接在所述传动壳体的两侧；
所述传动壳体设置在支架上，所述支架上还设置有车架，且车轮通过摇臂与所述支架连接。
可选的，所述第一电机的轴承和所述第二电机的轴承分别设置在电机壳体内的转子的两侧，分别部置在第一电机定子和第二电机定子出线的轴向长度范围以内；且所述第一电机的输出轴与所述第二电机的输出轴的末端分别设置有第一电机轴辅助轴承和第二电机轴辅助轴承。
本发明另一方面还提供了一种车辆，所述车辆包括上述任一项所述的双电机驱动系统总成。
本发明的优点及有益效果是：
通过增加惰轮的方式增大输入输出轴之间的中心距，满足较大中心距需求；
进一步的，充分利用因增加惰轮产生的可利用轴向空间进行电磁式差速锁止机 构(离合器)或机械油泵(摆线泵)的布置，并且不会因为增加上述功能组件导致轴向尺寸增加；
并且，上述的差速锁止离合器可根据不同应用需求，布置在惰轮轴或电机轴上，可独立调节各驱动轮的运行状态，提供驾驶灵活性；设置差速锁功能，可在脱困或极限越野时合理耦合双电机驱动力，提高脱困能力；设置驻车功能(P档)，可提高驻车安全性及可靠性；设置机械摆线泵，可以为驱动系统增加润滑和冷却，从而提高了驱动系统的整体效益。
附图简要说明
通过阅读下文优选实施方式的详细描述，各种其他的优点和益处对于本领域普通技术人员将变得清楚明了。附图仅用于示出优选实施方式的目的，而并不认为是对本发明的限制。而且在整个附图中，用相同的参考符号表示相同的部件。在附图中：
图1为本发明的一个实施例中双电机驱动系统总成的结构示意图；
图2为本发明的另一个实施例中双电机驱动系统总成的结构示意图；
图3为上述图1中的差速锁止机构(离合器)的结构示意图。
图中：
11第一电机后轴承；12第一电机定子；13第一电机转子；14第一电机主轴承；15第一电机的输出轴；16第一电机轴辅助轴承；
21第二电机后轴承；22第二电机定子；23第二电机转子；24第二电机主轴承；25第二电机的输出轴；26第二电机轴辅助轴承；
31活动齿盘组件；32复位弹簧；33固定电磁线圈；34辅助支撑轴承；35固定齿盘组件；
41一级小齿轮I；42惰轮I；43摆线泵的内转子；44摆线泵的外转子；45一级大齿轮I；46二级小齿轮I；47二级大齿轮I；
51一级小齿轮II；52惰轮II；53一级大齿轮II；54二级小齿轮II；55二级大齿轮II。
实施本申请的方式
为使本发明的目的、技术方案和优点更加清楚，下面将结合本发明具体实施例 及相应的附图对本发明技术方案进行清楚、完整的描述。显然，所描述的实施例仅是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都属于本发明保护的范围。
应当理解，术语“包括/包含”、“由……组成”或者任何其他变体意在涵盖非排他性的包含，从而使得包括一系列要素的产品、设备、过程或方法不仅包括那些要素，而且需要时还可以包括没有明确列出的其他要素，或者是还包括为这种产品、设备、过程或方法所固有的要素。在没有更多限制的情况下，由语句“包括/包含……”、“由……组成”限定的要素，并不排除在包括所述要素的产品、设备、过程或方法中还存在另外的相同要素。
还需要理解，术语“上”、“下”、“前”、“后”、“左”、“右”、“顶”、“底”、“内”、“外”等指示方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本发明和简化描述，而不是指示或暗示所指的装置、部件或结构必须具有特定的方位、以特定的方位构造或操作，不能理解为对本发明的限制。
在本发明中，除非另有明确的规定和限定，术语“安装”、“相连”、“连接”、“固定”等术语应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或成一体；可以是机械连接，也可以是电连接；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通或两个元件的相互作用关系。对于本领域的普通技术人员而言，可以根据具体情况理解上述术语在本发明中的具体含义。
本发明的技术构思在于，采用在驱动系统总成中增加中间惰轮的形式，满足增大输入输出轴之间的中心距的要求，该中心距可以是上述两轴水平距离，也可以是两轴中心线之间的直线距离；并且利用上述驱动系统总成中的有效空间布置其他附件(例如机械油泵、差速锁止离合器等)，满足车辆的多样性需求。
以下结合附图，详细说明本发明各实施例提供的技术方案。
参见图1和图2所示的一种双电机驱动系统总成，该双电机驱动系统总成包括同轴布置的第一电机和第二电机、第一齿轮传动、第二齿轮传动和若干个惰轮对(42，52)，所述第一齿轮传动由所述第一电机驱动，所述第二齿轮传动由所述第二电机驱动，各所述惰轮对(42，52)分别设置在所述第一齿轮传动和所述第二齿轮传动中，用于增大所述第一电机输出轴与所述第一齿轮传动末端轴之间的距离a。
上述实施方式，通过在齿轮传动链中加入惰轮，增加了齿轮传动在水平方向上 的距离，即增加了所述第一、二电机输出轴与所述第一、二齿轮传动末端轴之间的距离a，从而为在驱动系统的壳体内增加其他功能组件如差速锁止机构、摆线泵，以及在驱动系统的壳体所在的支架上设置车架等其他组件提供了更大的空间。
在一个优选实施方式中，参见图1，所述第一齿轮传动和所述第二齿轮传动均为两级齿轮传动，所述第一齿轮传动和所述第二齿轮传动中各对应级的齿轮设置在同一轴线上，各所述惰轮对分别设置在一级齿轮对之间和/或二级齿轮对之间，其中优选各惰轮对也是同轴设置，这样结构对称，获得了更好的平衡效果。
具体的，所述第一齿轮传动和所述二齿轮传动分别包括一级小齿轮(41，51)、一级大齿轮(45，53)、二级小齿轮(46，54)和二级大齿轮(47，55)，所述惰轮对(42，52)的个数为一对，且设置在所述一级小齿轮(41，51)和所述一级大齿轮(45，52)之间。
在一个实施方式中，所述双电机驱动系统总成还包括差速锁止机构，该差速锁止机构可以是电磁离合器式或者其他的原理形式，该锁止机构用于将第一电机和第二电机的输出轴锁合为同一轴，输出的作用力形成合力，从而提高车辆的输出动力，特别适用于车轮陷入沼泽、泥潭之类的情形，提高其脱困的能力。
上述的差速锁止机构设置在所述第一电机的输出轴和所述第一电机的输出轴之间或所述惰轮对的两轴之间或各级齿轮轴之间，优选的，设置在所述第一电机的输出轴和所述第一电机的输出轴之间或所述惰轮对的两轴之间，锁止效率更高，对壳体制造的轴向长度影响更小。
优选的，在一个具体的实施方式中，结合图3示出的，所述差速锁止机构包括活动齿盘组件31、固定齿盘组件35、固定电磁线圈33和复位弹簧32；所述活动齿盘组件31与一侧的输出轴或惰轮轴或齿轮轴通过花键滑动连接，并且能够在固定线圈33通电后沿上述轴向固定齿盘组件35靠近并接合；所述固定齿盘组件35与另一侧的输出轴或惰轮轴或齿轮轴通过花键固定连接；所述固定电磁线圈固定设置在所述活动齿盘组件附近的壳体上；所述活动齿盘组件与所述活动齿盘组件一侧的输出轴或惰轮轴或齿轮轴之间设置有所述复位弹簧32，用于当通电接合完成后，推动活动齿盘组件回到并保持在原位。
在一个实施方式中，所述双电机驱动系统总成还包括驻车机构，所述驻车机构包括驻车齿轮、驻车棘爪和驻车执行机构，所述驻车齿轮集成在所述固定齿盘组件35的固定齿盘上，所述的驻车机构可采用现有的具体结构，在此不再赘述。
在一个实施方式中，所述双电机驱动系统总成还包括摆线泵，所述摆线泵的内转子43固定在所述惰轮轴上，所述摆线泵的外转子44与所述摆线泵的内转子43啮合，摆线泵是利用齿间密封容积的变化来实现吸油压油的。它是由配油盘(前、后盖)、外转子(从动轮)和偏心安置在泵体内的内转子(主动轮)等组成，能够在旋转到一个角度范围时吸油，旋转到另一个角度范围时排出油，从而实现油液在驱动系统壳体内的循环，增加驱动系统的冷却和润滑。
在一个实施方式中，所述第一齿轮传动和所述第二齿轮传动设置在同一个传动壳体内，所述第一电机和所述第二电机固定连接在所述传动壳体的两侧，且固定在壳体远离被驱动的车轮的一端，而齿轮传动的末端轴如二级大齿轮所在的轴通过万向节连接被驱动的车轮。
特别地，在该实施例中，为了实现车架等机构的设置，设置有不同于现有技术的支架结构，其中所述传动壳体设置在上述的支架上，所述支架上还设置有车架，车架是跨接在汽车前后车桥上的框架式结构，俗称大梁，是汽车的基体。一般由两根纵梁和几根横梁组成，经由悬挂装置、前桥、后桥支承在车轮上。并且，根据车轮连接需要，可以将所述车轮通过摇臂与所述支架连接。
在一个实施方式中，所述第一电机的后轴承或第一电机的主轴承(11，14)和所述第二电机的后轴承和第二电机的主轴承(21，24)分别设置在第一和第二电机壳体内的第一电机转子13和第二电机转子23的两侧，部置在第一电机定子12、第二电机定子22出线的轴向长度范围以内，从而减小轴承对轴向长度的占用；且所述第一电机的输出轴与所述第二电机的输出轴的末端分别设置有第一电机轴辅助轴承16和第二电机轴辅助轴承26，用于提高输出轴、一级小齿轮I、一级小齿轮II支撑刚度，达到降低噪音等效果。
本发明另一方面还提供了一种车辆，所述车辆包括上述实施方式中任一项所述的双电机驱动系统总成。
以如下两个实施例做进一步的详细说明。
实施例1
实施例1中的双电机驱动系统总成参见图1以及前述的描述。需要指出的是，图1中的差速锁机构可通过电磁离合器锁止第一电机的输出轴15和第二电机的输出轴25来实现；具体可使用以下方案：活动齿盘组件31与第一电机的输出轴15 通过花键滑动连接，固定齿盘组件35与第二电机的输出轴25通过花键等连接方式固定连接；固定齿盘上又集成了驻车齿轮，可有效的较少零部件数量及总成轴向尺寸；固定电磁线圈33通过通电，产生电磁力，使活动齿盘组件31向固定齿盘组件35的方向移动，并通过齿盘上的端面齿实现相互啮合锁止，到达锁止第一电机的输出轴15和第二电机的输出轴25的作用，实现功率的耦合；活动齿盘组件31与第一电机的输出轴15之间被安置了复位弹簧32，复位弹簧32的作用是在不需要锁止时保持差速锁断开的可靠性，其复位弹簧32所需提供的力由活动齿盘组件31的重量，抗冲击能力以及复位相应时间等因素共同决定，为了增强所述差速锁机构的稳定性。在所述第二电机输出轴上还可设置辅助支撑轴承。
驻车机构包括驻车齿轮(与固定齿盘设置为一体件)、驻车棘爪、驻车执行机构等组成(未明示画出)，在需要驻车时需要使差速锁机构锁止，然后驻车机构执行驻入动作，实现用一个驻车机构可同时锁止第一电机的输出轴和第二电机的输出轴的目的，从而达到锁止车轮的目的。
实施例2
实施例2中的双电机驱动系统总成参见图2以及前述的描述。需要指出的是，差速锁机构可通过惰轮I42和惰轮II52来实现；具体可使用以下方案：活动齿盘组件31与惰轮I42通过花键滑动连接，固定齿盘组件35与惰轮II52通过花键等连接方式固定连接；固定齿盘上又集成了驻车齿轮，可有效的较少零部件数量及总成轴向尺寸；固定电磁线圈33通过通电，产生电磁力，使活动齿盘组件31向固定齿盘组件35方向移动，并通过齿盘上的端面齿实现相互啮合锁止，到达锁止惰轮I和惰轮II的作用从而实现第一电机和第二电机的锁止，实现功率的耦合；活动齿盘组件31与惰轮I之间被安置了复位弹簧32，复位弹簧32的作用是在不需要锁止时保持差速锁断开的可靠性，其复位弹簧所需提供的力由活动齿盘组件31的重量，抗冲击能力以及复位相应时间等因素共同决定。
驻车机构包括驻车齿轮(该技术方案与固定齿盘设置为一体件)、驻车棘爪、驻车执行机构等组成(部分未明示画出)，在需要驻车时需要使差速锁机构锁止，然后驻车机构执行驻入动作，实现用一个驻车机构可同时锁止惰轮I和惰轮II的目的，进而达到锁止车轮的目的。
以上所述仅为本发明的实施方式，并非用于限定本发明的保护范围。凡在本发明的精神和原则之内所作的任何修改、等同替换、改进、扩展等，均包含在本发明的保护范围内。

Claims (10)

  1. 一种双电机驱动系统总成，其特征在于，所述双电机驱动系统总成包括同轴布置的第一电机和第二电机、第一齿轮传动、第二齿轮传动和若干个惰轮对，所述第一齿轮传动由所述第一电机驱动，所述第二齿轮传动由所述第二电机驱动，各所述惰轮对分别设置在所述第一齿轮传动和所述第二齿轮传动中，用于增大所述第一电机输出轴与所述第一齿轮传动末端轴之间的距离。
  2. 根据权利要求1所述的双电机驱动系统总成，其特征在于，所述第一齿轮传动和所述第二齿轮传动均为两级齿轮传动，所述第一齿轮传动和所述第二齿轮传动中各对应级齿轮设置在同一轴线上，各所述惰轮对分别设置在一级齿轮对之间和/或二级齿轮对之间。
  3. 根据权利要求2所述的双电机驱动系统总成，其特征在于，所述第一齿轮传动和所述二齿轮传动分别包括一级小齿轮、一级大齿轮、二级小齿轮和二级大齿轮，所述惰轮对的个数为一对，且设置在所述一级小齿轮和所述一级大齿轮之间。
  4. 根据权利要求2所述的双电机驱动系统总成，其特征在于，所述双电机驱动系统总成还包括差速锁止机构，所述差速锁止机构设置在所述第一电机的输出轴和所述第一电机的输出轴之间或所述惰轮对的两轴之间或各级齿轮轴之间。
  5. 根据权利要求4所述的双电机驱动系统总成，其特征在于，所述差速锁止机构包括活动齿盘组件、固定齿盘组件、固定电磁线圈和复位弹簧；所述活动齿盘组件与一侧的输出轴或惰轮轴或齿轮轴通过花键滑动连接，所述固定齿盘组件与另一侧的输出轴或惰轮轴或齿轮轴通过花键固定连接；所述固定电磁线圈固定设置在所述活动齿盘组件附近的壳体上；所述活动齿盘组件与所述活动齿盘组件一侧的输出轴或惰轮轴或齿轮轴之间设置有所述复位弹簧。
  6. 根据权利要求5所述的双电机驱动系统总成，其特征在于，所述双电机驱动系统总成还包括驻车机构，所述驻车机构包括驻车齿轮、驻车棘爪和驻车执行机构，所述驻车齿轮集成在所述固定齿盘组件的固定齿盘上。
  7. 根据权利要求2所述的双电机驱动系统总成，其特征在于，所述双电机驱动系统总成还包括摆线泵，所述摆线泵的内转子固定在所述惰轮的轴上，所述摆线泵的外转子与所述摆线泵的内转子啮合。
  8. 根据权利要求1-7任一项所述的双电机驱动系统总成，其特征在于，所述第一齿轮传动和所述第二齿轮传动设置在传动壳体内，所述第一电机和所述第二电 机固定连接在所述传动壳体的两侧；
    所述传动壳体设置在支架上，所述支架上还设置有车架，且车轮通过摇臂与所述支架连接。
  9. 根据权利要求1-7任一项所述的双电机驱动系统总成，其特征在于，所述第一电机的轴承和所述第二电机的轴承分别设置在电机壳体内的转子的两侧，分别部置在第一电机定子和第二电机定子出线的轴向长度范围以内；且所述第一电机的输出轴与所述第二电机的输出轴的末端分别设置有第一电机轴辅助轴承和第二电机轴辅助轴承。
  10. 一种车辆，其特征在于，所述车辆包括权利要求1-9任一项所述的双电机驱动系统总成。
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