CN111890904A - Double-motor multi-gear electric drive assembly device and control method - Google Patents
Double-motor multi-gear electric drive assembly device and control method Download PDFInfo
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- CN111890904A CN111890904A CN202010638777.6A CN202010638777A CN111890904A CN 111890904 A CN111890904 A CN 111890904A CN 202010638777 A CN202010638777 A CN 202010638777A CN 111890904 A CN111890904 A CN 111890904A
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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
- B60K1/00—Arrangement or mounting of electrical propulsion units
- B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
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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
- B60K17/16—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of differential gearing
- B60K17/165—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of differential gearing provided between independent half axles
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Abstract
The invention relates to a double-motor multi-gear electric drive assembly device and a control method. The assembly device comprises a first motor, a second motor and a multi-gear transmission, wherein the multi-gear transmission comprises an input shaft assembly, an output shaft assembly and a differential assembly; the output shaft assembly is respectively connected with the input shaft assembly, the input two-shaft assembly and the differential mechanism assembly, the input shaft assembly is also connected with the first motor, the input two-shaft assembly is also connected with the second motor, and the differential mechanism assembly is used for being connected with two driving half shafts of a vehicle; the input shaft assembly comprises a first gear synchronizer, the input shaft assembly comprises a second gear synchronizer, or the output shaft assembly comprises a first gear synchronizer and a second gear synchronizer; the output shaft assembly or differential assembly includes a parking ratchet. The device can realize three functions of driving, gear shifting and parking, has high working efficiency and good economical efficiency, can effectively reduce unnecessary electromagnetic loss and mechanical loss of double motors, and can realize unpowered interruption and impact-free gear shifting.
Description
Technical Field
The invention relates to the field of vehicle power assemblies, in particular to a double-motor multi-gear electric drive assembly device and a control method.
Background
As a key core part of a new energy automobile, the performance of an electric drive assembly directly influences the popularization and application of the new energy automobile. The electric drive assembly of present pure electric passenger car is mostly "single motor + single gear reduction ware/multispeed derailleur" configuration, but has following technical shortcoming:
1. the single-gear speed reducer cannot meet the dynamic requirements of starting, accelerating, climbing, highest speed and the like of the whole vehicle, and cannot adjust the working point of the motor, so that the working efficiency of the motor is low and the economical efficiency is poor;
2. the multi-gear transmission generally has the problems of gear shifting impact and gear shifting power interruption in the gear shifting process, so that the driving comfort of the whole vehicle is influenced;
3. in order to meet the dynamic index, the peak power requirement of a single motor is high, and the required power of the whole vehicle under the common working condition is mostly in a low level, so that the load rate of the single motor is low, the working point efficiency of the motor is low, the optimal characteristic of the motor is not favorably exerted, and the power consumption is not favorably saved.
Patent CN106274460A discloses a control device and method for an electrically driven transmission, which utilizes a synchronizer to control, a first motor outputs power with a single transmission ratio, a second motor is connected with the synchronizer to output power with a two-gear transmission ratio, the first motor is always kept in a working state during gear shifting, and the second motor outputs power according to the requirement of a target gear, so as to realize unpowered interruption during gear shifting. However, the first motor in this scheme needs to be in a working state all the time, the electromagnetic loss and the mechanical loss of the motor are high, the wheel end driving force loss generated in the gear shifting process of the second motor is compensated by the first motor, the first motor and the second motor are matched to realize the unpowered interrupted gear shifting, and the whole gear shifting operation is complex.
In view of the above, the present invention is particularly proposed.
Disclosure of Invention
The invention aims to provide a double-motor multi-gear electric drive assembly device which can realize three functions of driving, gear shifting and parking, has high working efficiency and good economical efficiency, can effectively reduce unnecessary electromagnetic loss and mechanical loss of double motors, and can realize unpowered interruption and impact-free gear shifting.
The invention also provides a double-motor multi-gear electric drive control method.
In order to achieve the above purpose of the present invention, the following technical solutions are adopted:
in a first aspect, the invention provides a dual-motor multi-gear electric drive assembly device, which comprises a dual motor and a multi-gear transmission, wherein the dual motor comprises a first motor and a second motor;
the multi-gear transmission comprises an input shaft assembly, an output shaft assembly and a differential assembly; the output shaft assembly is respectively connected with the input shaft assembly, the input two-shaft assembly and the differential mechanism assembly, the input shaft assembly is also connected with the first motor, the input two-shaft assembly is also connected with the second motor, and the differential mechanism assembly is used for being connected with two driving half shafts of a vehicle;
the input shaft assembly comprises a first gear synchronizer, the input shaft assembly comprises a second gear synchronizer, or the output shaft assembly comprises a first gear synchronizer and a second gear synchronizer; the output shaft assembly or the differential assembly includes a parking ratchet.
The double-motor multi-gear electric drive assembly device adopts a multi-motor multi-gear transmission to carry out electric drive, and the first gear synchronizer and the second gear synchronizer are arranged, so that the first motor drive, the second motor drive or the simultaneous drive of the first motor and the second motor can be selected according to requirements during actual drive; in addition, the connection between any one motor and the output shaft assembly can be separated by coordinately controlling the combination or the separation of the two synchronizers, so that the rotational inertia when the single motor is driven independently is reduced, and unnecessary electromagnetic loss and mechanical loss of double motors are reduced; when the vehicle needs to be parked, the parking mechanism and the parking ratchet wheel are controlled to be locked, and the parking of the vehicle can be achieved.
The electric drive assembly device has the following advantages:
1. the three functions of driving, gear shifting and parking are realized, and the functions are comprehensive.
2. The device has two working modes of single motor independent driving and double motor simultaneous driving. When the single motor is driven independently, the other motor can be separated from the output shaft, so that the rotational inertia under the independent driving of the single motor is reduced, and unnecessary electromagnetic loss and mechanical loss of the double motors are also reduced.
3. The dual motors are matched with the multi-gear transmission, so that the climbing performance, the acceleration performance and the highest speed can be optimized, and the dynamic property of the whole vehicle is improved; the motor high-efficiency area can be widened, the motor load rate and the braking energy recovery rate can be optimized, and the overall economy can be improved; the double-motor torque interaction can be coordinated and controlled in the gear shifting process, unpowered interruption and impact-free gear shifting is realized, and the comfort of the whole vehicle is improved.
4. Based on the mature part design, the structure is simple, the manufacturability is good, the cost is low, and the realization is easy.
5. The transmission mechanism can be expanded to a four-gear variable transmission mechanism, and the requirements of all levels of vehicle types of pure electric passenger vehicles are comprehensively met.
As a further preferred technical solution, the input shaft assembly includes an input shaft, a first-gear driving gear and a first-gear synchronizer, and the first-gear synchronizer includes a first-gear synchronizer gear hub and a first-gear synchronizer gear sleeve sleeved on the periphery of the first-gear synchronizer gear hub; the first gear driving gear and the first gear synchronizer are sleeved on the input shaft, the input shaft is connected with the first motor, and the first motor, the first gear driving gear and the first gear synchronizer are sequentially arranged;
the two-input-shaft assembly comprises two input shafts, a two-gear driving gear and a two-gear synchronizer, and the two-gear synchronizer comprises a two-gear synchronizer gear hub and a two-gear synchronizer gear sleeve sleeved on the periphery of the two-gear synchronizer gear hub; the second gear driving gear and the second gear synchronizer are sleeved on the input secondary shaft, the input secondary shaft is connected with the second motor, and the second motor, the second gear driving gear and the second gear synchronizer are sequentially arranged;
the input shaft and the input shaft are connected in a nested manner through a rolling bearing sleeve.
The preferred technical scheme provides an input first shaft assembly and an input second shaft assembly with specific structures, wherein a first gear synchronizer and a second gear synchronizer are respectively arranged on the input first shaft assembly and the input second shaft assembly; when the second motor is adopted for independent driving, the second-gear synchronizer gear sleeve is jointed with the second-gear driving gear to form a power transmission route, meanwhile, the first-gear synchronizer gear sleeve is in a neutral position, and the first motor does not participate in power transmission; when the first motor and the second motor are driven simultaneously, the first gear synchronizer gear sleeve is jointed with the first gear driving gear, the second gear synchronizer gear sleeve is jointed with the second gear driving gear, and power coupling is realized on the output shaft assembly to form a power transmission route. When the gears are switched, the first gear synchronizer gear sleeve and the first gear driving gear and the second gear synchronizer gear sleeve are coordinated and controlled to be combined or separated with the second gear driving gear, so that the first motor and the second motor can interactively drive the vehicle, and further, unpowered interruption and impact-free gear shifting is realized.
As a further preferred technical solution, the input shaft assembly includes an input shaft and a first gear driving gear, the first gear driving gear is sleeved on the input shaft, and the input shaft is connected with the first motor;
the input secondary shaft assembly comprises an input secondary shaft and a secondary driving gear, the secondary driving gear is sleeved on the input secondary shaft, and the input secondary shaft is connected with the second motor;
the input shaft and the input shaft are connected in a nested manner through a rolling bearing sleeve.
This preferred technical scheme provides input first axle assembly and input two axle assemblies of two kinds of structures in addition, and first keep off the synchronous ware and not set up respectively on input first axle assembly and input two axle assemblies.
As a further preferable technical solution, the first motor includes a first motor rotor and a first motor stator, and the first motor rotor is connected to the input shaft;
the second motor comprises a second motor rotor and a second motor stator, and the second motor rotor is connected with the input two shafts.
The first motor rotor is connected with the input shaft, and the first motor rotor and the input shaft can be processed into a whole, so that the reliable transmission of power is realized; the second motor rotor is connected with the input two shafts, and the second motor rotor and the input two shafts can be processed into a whole, so that the reliable transmission of power is realized.
It will be appreciated that there is no direct connection between the first machine rotor and the first machine stator, and that the magnetic field generated by the first machine stator interacts with the magnetic field generated by the first machine rotor so that the first machine rotor operates, as does the second machine rotor and the second machine stator.
As a further preferable technical solution, the output shaft assembly includes an output shaft, a first-gear driven gear, a second-gear driven gear, a parking ratchet wheel and a main reduction gear, the first-gear driven gear, the second-gear driven gear, the parking ratchet wheel and the main reduction gear are all sleeved on the output shaft, the first-gear driven gear is meshed with the first-gear driving gear, and the main reduction gear is connected with the differential assembly;
or, the output shaft assembly comprises an output shaft, a second-gear driven gear, a parking ratchet wheel and a main reduction gear, the second-gear driven gear, the parking ratchet wheel and the main reduction gear are all sleeved on the output shaft, the second-gear driven gear is respectively meshed with the first-gear driving gear and the second-gear driving gear, and the main reduction gear is connected with the differential mechanism assembly.
This preferred technical scheme provides two kinds of output shaft assemblies of different forms, except all output shafts that have, parking ratchet and main reducing gear, still include the combination of a fender driven gear and two fender driven gears respectively, and a second gear driven gear, thereby realize two kinds of different power take off modes, when first motor and second motor drive simultaneously, come from two power supplies and realize power coupling on the output shaft through a fender driven gear, two fender driven gear respectively, or pass through a second gear driven gear jointly and realize power coupling on the output shaft, and through main reducing gear and differential gear ring gear, form the power transmission route.
As a further preferable technical solution, the output shaft assembly includes an output shaft, a first-gear driven gear, a second-gear driven gear, a first-gear synchronizer, a second-gear synchronizer, a parking ratchet and a main reduction gear, the first-gear driven gear, the second-gear driven gear, the first-gear synchronizer, the second-gear synchronizer, the parking ratchet and the main reduction gear are all sleeved on the output shaft, the first-gear driven gear is engaged with the first-gear driving gear, the main reduction gear is connected with the differential assembly, the first-gear driven gear, the first-gear synchronizer and the main reduction gear are sequentially arranged, and the second-gear driven gear, the second-gear synchronizer and the main reduction gear are sequentially arranged; the first gear synchronizer comprises a first gear synchronizer gear hub and a first gear synchronizer gear sleeve sleeved on the periphery of the first gear synchronizer gear hub, and the second gear synchronizer comprises a second gear synchronizer gear hub and a second gear synchronizer gear sleeve sleeved on the periphery of the second gear synchronizer gear hub;
or, the output shaft assembly includes a first output shaft, a second output shaft, a first-gear driven gear, a second-gear driven gear, a first-gear synchronizer, a second-gear synchronizer, a first parking ratchet, a second parking ratchet and a main reduction gear, the main reduction gear includes a first main reduction gear and a second main reduction gear, the first-gear driven gear, the first-gear synchronizer, the first parking ratchet and the first main reduction gear are sequentially sleeved on the first output shaft, the second-gear driven gear, the second-gear synchronizer, the second parking ratchet and the second main reduction gear are sequentially sleeved on the second output shaft, the first-gear driven gear is engaged with the first-gear driving gear, the second-gear driven gear is engaged with the second-gear driving gear, and the first main reduction gear and the second main reduction gear are respectively connected with the differential assembly; the first gear synchronizer comprises a first gear synchronizer gear hub and a first gear synchronizer gear sleeve sleeved on the periphery of the first gear synchronizer gear hub, and the second gear synchronizer comprises a second gear synchronizer gear hub and a second gear synchronizer gear sleeve sleeved on the periphery of the second gear synchronizer gear hub.
The preferred technical scheme provides two output shaft assemblies in different forms, a first gear synchronizer and a second gear synchronizer are arranged on the output shaft assemblies, power is output through the first gear driving gear and/or the second gear driving gear and then is transmitted to the first gear driven gear and/or the second gear driven gear, then a first gear synchronizer gear sleeve is connected with the first gear driven gear, and/or the second gear synchronizer gear sleeve is connected with the second gear driven gear to form a power transmission route; when the gears are switched, the first gear synchronizer gear sleeve and the first gear driven gear and the second gear synchronizer gear sleeve and the second gear driven gear are coordinated and controlled to be combined or separated, so that the first motor and the second motor can interactively drive the vehicle, and further, unpowered interruption and impact-free gear shifting is realized.
As a further preferred technical scheme, the differential assembly includes a differential case and a differential ring gear, the differential ring gear includes an inner ring gear and an outer ring gear, the inner ring gear is sleeved on the differential case in a hollow manner, and the outer ring gear is meshed with the main reduction gear.
In a second aspect, the invention provides a double-motor multi-gear electric drive control method, which adopts the double-motor multi-gear electric drive assembly device to perform electric drive control. The control method adopts the assembly device for electric drive control, and has at least the same advantages as the assembly device.
As a further preferable aspect, the control method includes drive control, shift control, and parking control.
As a further preferable aspect, the drive control includes:
the first motor works to control the first-gear synchronizer gear sleeve to be jointed with any one of the first-gear driving gear and the first-gear driven gear, so that the second-gear synchronizer gear sleeve is in a neutral position, power is transmitted to an output shaft through the first-gear driven gear, then is transmitted to a differential gear ring through a main reduction gear, and further is transmitted to a vehicle driving half shaft;
or, the second motor works to control the gear sleeve of the second gear synchronizer to be jointed with any one of the second gear driving gear and the second gear driven gear, so that the gear sleeve of the first gear synchronizer is in a neutral gear position, power is transmitted to the output shaft through the second gear driven gear, then is transmitted to the gear ring of the differential gear through the main reduction gear, and further is transmitted to the driving half shaft of the vehicle;
or, the first motor and the second motor work to control the gear sleeve of the first-gear synchronizer to be jointed with any one of the first-gear driving gear or the first-gear driven gear, the gear sleeve of the second-gear synchronizer to be jointed with any one of the second-gear driving gear or the second-gear driven gear, and power is transmitted to an output shaft through the first-gear driven gear and the second-gear driven gear, then is transmitted to a differential gear ring through the main reduction gear, and then is transmitted to a vehicle driving half shaft;
or, the first motor works to control the gear sleeve of the first-gear synchronizer to be jointed with the first-gear driving gear, so that the gear sleeve of the second-gear synchronizer is in a neutral position, and power is transmitted to the output shaft through the second-gear driven gear, then transmitted to the gear ring of the differential gear through the main reduction gear and further transmitted to the driving half shaft of the vehicle;
or, the second motor works to control the gear sleeve of the second gear synchronizer to be jointed with the second gear driving gear, so that the gear sleeve of the first gear synchronizer is in a neutral position, and power is transmitted to the output shaft through the second gear driven gear, then transmitted to the gear ring of the differential gear through the main reduction gear and further transmitted to the driving half shaft of the vehicle;
or, the first motor and the second motor work to control the gear sleeve of the first-gear synchronizer to be jointed with the first-gear driving gear, the gear sleeve of the second-gear synchronizer to be jointed with the second-gear driving gear, and power is transmitted to the output shaft through the second-gear driven gear, then is transmitted to the gear ring of the differential gear through the main reduction gear and further is transmitted to the driving half shaft of the vehicle;
or, the first motor works to control the first-gear synchronizer gear sleeve to be connected with the first-gear driven gear, so that the second-gear synchronizer gear sleeve is in a neutral position, and power is transmitted to the first output shaft through the first-gear driven gear, then transmitted to the gear ring of the differential gear through the first main reduction gear and further transmitted to the vehicle driving half shaft;
or, the second motor works to control the gear sleeve of the second-gear synchronizer to be jointed with the second-gear driven gear, so that the gear sleeve of the first-gear synchronizer is positioned at a neutral position, and power is transmitted to a second output shaft through the second-gear driven gear, then transmitted to a gear ring of the differential gear through a second main reducing gear and further transmitted to a vehicle driving half shaft;
or, the first motor and the second motor work, the first-gear synchronizer gear sleeve is controlled to be connected with the first-gear driven gear, the second-gear synchronizer gear sleeve is connected with the second-gear driven gear, power is transmitted to the first output shaft through the first-gear driven gear, is transmitted to the second output shaft through the second-gear driven gear, is transmitted to the differential gear ring gear through the first main reduction gear and the second main reduction gear, and is further transmitted to the vehicle driving half shaft.
The above control methods are performed for different device configurations, and in at least 4 device configurations, each configuration may be performed in a single motor driving manner or in a manner of driving both motors simultaneously, thereby generating at least 12 driving control methods.
The shift control and the parking control are known to those skilled in the art according to the characteristics of the device itself and the characteristics of the drive control, and will not be described in detail herein.
Compared with the prior art, the invention has the beneficial effects that:
the double-motor multi-gear electric drive assembly device provided by the invention adopts a multi-motor and multi-gear transmission to carry out electric drive, and the first gear synchronizer and the second gear synchronizer are arranged, so that the first motor drive, the second motor drive or the simultaneous drive of the first motor and the second motor can be selected according to the requirement during actual drive; in addition, the connection between any one motor and the output shaft assembly can be separated by coordinately controlling the combination or the separation of the two synchronizers, so that the rotational inertia when the single motor is driven independently is reduced, and unnecessary electromagnetic loss and mechanical loss of double motors are reduced; when the vehicle needs to be parked, the parking mechanism and the parking ratchet wheel are controlled to be locked, and the parking of the vehicle can be achieved.
The electric drive assembly device has the following advantages:
1. the three functions of driving, gear shifting and parking are realized, and the functions are comprehensive.
2. The device has two working modes of single motor independent driving and double motor simultaneous driving. When the single motor is driven independently, the other motor can be separated from the output shaft, so that the rotational inertia under the independent driving of the single motor is reduced, and unnecessary electromagnetic loss and mechanical loss of the double motors are also reduced.
3. The dual motors are matched with the multi-gear transmission, so that the climbing performance, the acceleration performance and the highest speed can be optimized, and the dynamic property of the whole vehicle is improved; the motor high-efficiency area can be widened, the motor load rate and the braking energy recovery rate can be optimized, and the overall economy can be improved; the double-motor torque interaction can be coordinated and controlled in the gear shifting process, unpowered interruption and impact-free gear shifting is realized, and the comfort of the whole vehicle is improved.
4. Based on the mature part design, the structure is simple, the manufacturability is good, the cost is low, and the realization is easy.
5. The transmission mechanism can be expanded to a four-gear variable transmission mechanism, and the requirements of all levels of vehicle types of pure electric passenger vehicles are comprehensively met.
Drawings
FIG. 1 is a schematic structural view of example 1;
FIG. 2 is a schematic structural view of example 2;
FIG. 3 is a schematic structural view of embodiment 3;
fig. 4 is a schematic structural view of embodiment 4.
Icon: m1 — first motor; m1a — first motor rotor; m1b — first motor stator; m2 — second motor; m2a — second machine rotor; m2b — a second motor stator; IS1 — input shaft; g1-first gear drive gear; s1 a-a first gear synchronizer hub; s1 b-a first gear synchronizer gear sleeve; IS2 — input two-axis; g2-two gear drive gear; s2 a-two-gear synchronizer gear hub; s2 b-two-gear synchronizer gear sleeve; OS-output shaft; OS 1-first output shaft; OS 2-second output shaft; g3-first gear driven gear; g4-secondary driven gear; p-parking ratchet wheel; g5 — main reduction gear; g51 — first main reduction gear; g52 — second main reduction gear; DF-differential assembly; g6 — differential ring gear; g7-a second driven gear.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the technical solutions of the present invention will be clearly and completely described below. It is to be understood that the described embodiments are merely exemplary of the invention, and not restrictive of the full scope of the invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
In the description of the present invention, it should be noted that the terms "upper", "outer", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, which are merely for convenience in describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed in a specific orientation, and operate, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
In the description of the present invention, it should also be noted that, unless otherwise explicitly specified or limited, the terms "connected" and "connected" are to be interpreted broadly, e.g., as meaning either a fixed connection, a detachable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
Example 1
A double-motor multi-gear electric drive assembly device is shown in figure 1 and comprises double motors and a multi-gear transmission, wherein the double motors are a first motor M1 and a second motor M2, the input ends of the multi-gear transmission are fixedly connected with the first motor M1 and the second motor M2 respectively, and the output ends of the multi-gear transmission are fixedly connected with two drive half shafts respectively.
The multi-gear transmission comprises an input shaft assembly, an output shaft assembly and a differential assembly.
The input shaft assembly comprises an input shaft IS1, a first gear driving gear G1, a first gear synchronizer gear hub S1a and a first gear synchronizer gear sleeve S1 b; the input two-shaft assembly comprises an input two-shaft IS2, a second-gear driving gear G2, a second-gear synchronizer gear hub S2a and a second-gear synchronizer gear sleeve S2 b; the output shaft assembly comprises an output shaft OS, a first-gear driven gear G3, a second-gear driven gear G4, a parking ratchet wheel P and a main reduction gear G5; the differential assembly DF includes a differential ring gear G6.
The input shaft IS1 and the first motor rotor M1a are processed into a whole, fixedly connected with a first-gear synchronizer gear hub S1a through splines, and connected with the input shaft IS2 in a nested manner through a rolling bearing; an inner ring of a first-gear driving gear G1 IS idly sleeved on the input shaft IS1 through a needle bearing, an external gear IS meshed with a first-gear driven gear G3 on the output shaft OS, and the axial end part IS combined or separated with a first-gear synchronizer gear sleeve S1b through a spline joint gear structure; the inner ring of the first-gear synchronizer hub S1a IS fixedly connected with the input shaft IS1 through a spline, and the outer ring of the first-gear synchronizer hub S1 8926 IS fixedly connected with the first-gear synchronizer gear sleeve S1b through a spline.
The input two-shaft IS2 and the second motor rotor M2a are processed into a whole, fixedly connected with a second synchronizer gear hub S2a through splines, and connected with the input one-shaft IS1 in a nested manner through a rolling bearing; an inner ring of a second-gear driving gear G2 IS sleeved on the input biaxial IS2 in an empty mode through a needle bearing, an external gear IS meshed with a second-gear driven gear G4 on the output shaft OS, and the axial end part of the second-gear driving gear G2 IS combined or separated with a second-gear synchronizer gear sleeve S2b through a spline joint gear structure; an inner ring of a second-gear synchronizer gear hub S2a IS fixedly connected with the input secondary shaft IS2 through a spline, and an outer ring of the second-gear synchronizer gear hub S2 8926 IS fixedly connected with a second-gear synchronizer gear sleeve S2b through a spline.
The output shaft OS is fixedly connected with the first-gear driven gear G3, the second-gear driven gear G4 and the parking ratchet wheel P through splines and is processed into a whole with the main reduction gear G5; the inner ring of the first gear driven gear G3 is fixedly connected with the output shaft OS through a spline, and the outer gear is meshed with the first gear driving gear G1; the inner ring of the second-gear driven gear G4 is fixedly connected with the output shaft OS through a spline, and the external gear is meshed with the second-gear driving gear G2; the inner ring of the parking ratchet wheel P is fixedly connected with the output shaft OS through a spline, and the external gear is locked or released from the parking mechanism; the main reduction gear G5 external gear meshes with the differential ring gear G6.
The inner ring of the differential gear ring gear G6 is sleeved on the differential shell in a hollow way, the spoke part is fixedly connected with the differential shell through a fastening bolt, and the external gear is meshed with a main reduction gear G5 on an output shaft OS; the differential assembly DF is fixedly connected with two driving half shafts through splines so as to drive the vehicle to run.
When the first motor M1 is driven independently, the first-gear synchronizer gear sleeve S1b is engaged with the first-gear driving gear G1 to form a power transmission route; meanwhile, the second-gear synchronizer sleeve S2b is in the neutral position, and the second motor M2 does not participate in power transmission.
When the second motor M2 is driven alone, the second-gear synchronizer gear sleeve S2b is engaged with the second-gear driving gear G2 to form a power transmission route; meanwhile, the first-gear synchronizer sleeve S1b is in the neutral position, and the first electric machine M1 does not participate in power transmission.
When the first motor M1 and the second motor M2 are driven simultaneously, the first-gear synchronizer gear sleeve S1b is engaged with the first-gear driving gear G1, the second-gear synchronizer gear sleeve S2b is engaged with the second-gear driving gear G2, and two power sources are respectively in power coupling on the output shaft OS through the first-gear driven gear G3 and the second-gear driven gear G4, and form a power transmission route through the main reduction gear G5 and the differential ring gear G6.
When the gears are switched, the first-gear synchronizer gear sleeve S1b and the first-gear driving gear G1, and the second-gear synchronizer gear sleeve S2b are coordinately controlled to be combined with or separated from the second-gear driving gear G2, so that the first motor M1 and the second motor M2 are interactively driven to drive the vehicle, and further, unpowered interruption and impact-free gear shifting are realized.
When the vehicle is parked, the parking mechanism and the parking ratchet wheel P are controlled to be locked, and the parking of the vehicle is realized.
Example 2
A dual-motor multi-gear electric drive assembly device, as shown in fig. 2, which is different from embodiment 1 in that a first gear synchronizer and a second gear synchronizer in this embodiment are both disposed on an output shaft OS, two power sources are respectively power coupled on the output shaft OS through a first gear driven gear G3 and a second gear driven gear G4, and form a power transmission route through a main reduction gear G5 and a differential ring gear G6. The parking ratchet P is located on the output shaft OS.
Alternatively, the parking ratchet may be located on the differential case (not shown).
Example 3
A double-motor multi-gear electric drive assembly device is shown in fig. 3 and comprises double motors and a multi-gear transmission, wherein the double motors are a first motor M1 and a second motor M2, the input ends of the multi-gear transmission are fixedly connected with the first motor M1 and the second motor M2 respectively, and the output ends of the multi-gear transmission are fixedly connected with two drive half shafts respectively.
The multi-gear transmission comprises an input shaft assembly, an output shaft assembly and a differential assembly.
The input shaft assembly comprises an input shaft IS1, a first gear driving gear G1, a first gear synchronizer gear hub S1a and a first gear synchronizer gear sleeve S1 b; the input two-shaft assembly comprises an input two-shaft IS2, a second-gear driving gear G2, a second-gear synchronizer gear hub S2a and a second-gear synchronizer gear sleeve S2 b; the output shaft assembly comprises an output shaft OS, a two-gear driven gear G7, a parking ratchet wheel P and a main reduction gear G5; the differential assembly DF includes a differential ring gear G6.
The input shaft IS1 and the first motor rotor M1a are processed into a whole and fixedly connected with a first-gear synchronizer gear hub S1a through a spline; an inner ring of a first-gear driving gear G1 IS sleeved on an input shaft IS1 in an empty mode through a needle bearing, an external gear IS meshed with a first-gear driven gear G7 on an output shaft OS, and the axial end portion of the first-gear driving gear G1 IS combined or separated with a first-gear synchronizer gear sleeve S1b through a spline joint gear structure; the inner ring of the first-gear synchronizer hub S1a IS fixedly connected with the input shaft IS1 through a spline, and the outer ring of the first-gear synchronizer hub S1 8926 IS fixedly connected with the first-gear synchronizer gear sleeve S1b through a spline.
The input two-shaft IS2 and the second motor rotor M2a are processed into a whole and fixedly connected with a second synchronizer gear hub S2a through a spline; an inner ring of a second-gear driving gear G2 IS sleeved on the input secondary shaft IS2 in an empty mode through a needle bearing, an external gear IS meshed with a first-gear driven gear G7 on the output shaft OS, and the axial end part of the external gear IS combined or separated with a second-gear synchronizer gear sleeve S2b through a spline joint gear structure; an inner ring of a second-gear synchronizer gear hub S2a IS fixedly connected with the input secondary shaft IS2 through a spline, and an outer ring of the second-gear synchronizer gear hub S2 8926 IS fixedly connected with a second-gear synchronizer gear sleeve S2b through a spline.
The output shaft OS is fixedly connected with a second-gear driven gear G7 through a spline, fixedly connected with a parking ratchet wheel P through a spline and integrally processed with a main reduction gear G5; the inner ring of the first-gear driven gear G7 is fixedly connected with the output shaft OS through a spline, and the external gear is simultaneously meshed with the first-gear driving gear G1 and the second-gear driving gear G2; the inner ring of the parking ratchet wheel P is fixedly connected with the output shaft OS through a spline, and the external gear is locked or released from the parking mechanism; the main reduction gear G5 external gear meshes with the differential ring gear G6.
The inner ring of the differential gear ring gear G6 is sleeved on the differential shell in a hollow way, the spoke part is fixedly connected with the differential shell through a fastening bolt, and the external gear is meshed with a main reduction gear G5 on an output shaft OS; the differential assembly DF is fixedly connected with two driving half shafts through splines so as to drive the vehicle to run.
When the first motor M1 is driven independently, the first-gear synchronizer gear sleeve S1b is engaged with the first-gear driving gear G1 to form a power transmission route; meanwhile, the second-gear synchronizer sleeve S2b is in the neutral position, and the second motor M2 does not participate in power transmission.
When the second motor M2 is driven alone, the second-gear synchronizer gear sleeve S2b is engaged with the second-gear driving gear G2 to form a power transmission route; meanwhile, the first-gear synchronizer sleeve S1b is in the neutral position, and the first electric machine M1 does not participate in power transmission.
When the first motor M1 and the second motor M2 are driven simultaneously, the first-gear synchronizer gear sleeve S1b is engaged with the first-gear driving gear G1, the second-gear synchronizer gear sleeve S2b is engaged with the second-gear driving gear G2, and two power sources are coupled at a second-gear driven gear G7 on the output shaft OS to form a power transmission route.
When the gears are switched, the first-gear synchronizer gear sleeve S1b and the first-gear driving gear G1, and the second-gear synchronizer gear sleeve S2b are coordinately controlled to be combined with or separated from the second-gear driving gear G2, so that the first motor M1 and the second motor M2 are interactively driven to drive the vehicle, and further, unpowered interruption and impact-free gear shifting are realized.
When the vehicle is parked, the parking mechanism and the parking ratchet wheel P are controlled to be locked, and the parking of the vehicle is realized.
Example 4
A double-motor multi-gear electric drive assembly device is shown in FIG. 4, and is different from embodiment 3 in that a first gear synchronizer and a second gear synchronizer in the embodiment are respectively arranged on a first output shaft OS1 and a second output shaft OS2, two power sources respectively pass through a first main reduction gear G51 and a second main reduction gear G52 to realize power coupling at a differential gear ring gear G6, and a power transmission route is formed by the first main reduction gear G51, the second main reduction gear G52 and the differential gear ring gear G6. The parking ratchet is located on the output shaft (not shown).
Alternatively, the parking ratchet may be located on the differential case (not shown).
Finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit the same; while the invention has been described in detail and with reference to the foregoing embodiments, it will be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; and the modifications or the substitutions do not make the essence of the corresponding technical solutions deviate from the technical solutions of the embodiments of the present invention.
Claims (10)
1. The double-motor multi-gear electric drive assembly device is characterized by comprising a double motor and a multi-gear transmission, wherein the double motor comprises a first motor and a second motor;
the multi-gear transmission comprises an input shaft assembly, an output shaft assembly and a differential assembly; the output shaft assembly is respectively connected with the input shaft assembly, the input two-shaft assembly and the differential mechanism assembly, the input shaft assembly is also connected with the first motor, the input two-shaft assembly is also connected with the second motor, and the differential mechanism assembly is used for being connected with two driving half shafts of a vehicle;
the input shaft assembly comprises a first gear synchronizer, the input shaft assembly comprises a second gear synchronizer, or the output shaft assembly comprises a first gear synchronizer and a second gear synchronizer; the output shaft assembly or the differential assembly includes a parking ratchet.
2. The apparatus of claim 1, wherein the input shaft assembly comprises an input shaft, a first gear driving gear and a first gear synchronizer, and the first gear synchronizer comprises a first gear synchronizer hub and a first gear synchronizer sleeve surrounding the first gear synchronizer hub; the first gear driving gear and the first gear synchronizer are sleeved on the input shaft, the input shaft is connected with the first motor, and the first motor, the first gear driving gear and the first gear synchronizer are sequentially arranged;
the two-input-shaft assembly comprises two input shafts, a two-gear driving gear and a two-gear synchronizer, and the two-gear synchronizer comprises a two-gear synchronizer gear hub and a two-gear synchronizer gear sleeve sleeved on the periphery of the two-gear synchronizer gear hub; the second gear driving gear and the second gear synchronizer are sleeved on the input secondary shaft, the input secondary shaft is connected with the second motor, and the second motor, the second gear driving gear and the second gear synchronizer are sequentially arranged;
the input shaft and the input shaft are connected in a nested manner through a rolling bearing sleeve.
3. The apparatus of claim 1, wherein the input shaft assembly comprises an input shaft and a first gear driving gear, the first gear driving gear is sleeved on the input shaft, and the input shaft is connected to the first motor;
the input secondary shaft assembly comprises an input secondary shaft and a secondary driving gear, the secondary driving gear is sleeved on the input secondary shaft, and the input secondary shaft is connected with the second motor;
the input shaft and the input shaft are connected in a nested manner through a rolling bearing sleeve.
4. The apparatus of claim 2 or 3, wherein the first motor comprises a first motor rotor and a first motor stator, the first motor rotor being connected to the input shaft;
the second motor comprises a second motor rotor and a second motor stator, and the second motor rotor is connected with the input two shafts.
5. The device of claim 2, wherein the output shaft assembly comprises an output shaft, a first-gear driven gear, a second-gear driven gear, a parking ratchet wheel and a main reduction gear, the first-gear driven gear, the second-gear driven gear, the parking ratchet wheel and the main reduction gear are all sleeved on the output shaft, the first-gear driven gear is meshed with the first-gear driving gear, and the main reduction gear is connected with the differential assembly;
or, the output shaft assembly comprises an output shaft, a second-gear driven gear, a parking ratchet wheel and a main reduction gear, the second-gear driven gear, the parking ratchet wheel and the main reduction gear are all sleeved on the output shaft, the second-gear driven gear is respectively meshed with the first-gear driving gear and the second-gear driving gear, and the main reduction gear is connected with the differential mechanism assembly.
6. The device according to claim 3, wherein the output shaft assembly comprises an output shaft, a first-gear driven gear, a second-gear driven gear, a first-gear synchronizer, a second-gear synchronizer, a parking ratchet and a main reduction gear, wherein the first-gear driven gear, the second-gear driven gear, the first-gear synchronizer, the second-gear synchronizer, the parking ratchet and the main reduction gear are all sleeved on the output shaft, the first-gear driven gear is meshed with the first-gear driving gear, the main reduction gear is connected with the differential assembly, the first-gear driven gear, the first-gear synchronizer and the main reduction gear are sequentially arranged, and the second-gear driven gear, the second-gear synchronizer and the main reduction gear are sequentially arranged; the first gear synchronizer comprises a first gear synchronizer gear hub and a first gear synchronizer gear sleeve sleeved on the periphery of the first gear synchronizer gear hub, and the second gear synchronizer comprises a second gear synchronizer gear hub and a second gear synchronizer gear sleeve sleeved on the periphery of the second gear synchronizer gear hub;
or, the output shaft assembly includes a first output shaft, a second output shaft, a first-gear driven gear, a second-gear driven gear, a first-gear synchronizer, a second-gear synchronizer, a first parking ratchet, a second parking ratchet and a main reduction gear, the main reduction gear includes a first main reduction gear and a second main reduction gear, the first-gear driven gear, the first-gear synchronizer, the first parking ratchet and the first main reduction gear are sequentially sleeved on the first output shaft, the second-gear driven gear, the second-gear synchronizer, the second parking ratchet and the second main reduction gear are sequentially sleeved on the second output shaft, the first-gear driven gear is engaged with the first-gear driving gear, the second-gear driven gear is engaged with the second-gear driving gear, and the first main reduction gear and the second main reduction gear are respectively connected with the differential assembly; the first gear synchronizer comprises a first gear synchronizer gear hub and a first gear synchronizer gear sleeve sleeved on the periphery of the first gear synchronizer gear hub, and the second gear synchronizer comprises a second gear synchronizer gear hub and a second gear synchronizer gear sleeve sleeved on the periphery of the second gear synchronizer gear hub.
7. The device of claim 5 or 6, wherein the differential assembly comprises a differential housing and a differential ring gear, the differential ring gear comprising an inner ring gear and an outer ring gear, the inner ring gear being idly sleeved on the differential housing, the outer ring gear being meshed with the main reduction gear.
8. A double-motor multi-gear electric drive control method is characterized in that the double-motor multi-gear electric drive assembly device of any one of claims 1 to 7 is adopted for electric drive control.
9. The control method according to claim 8, characterized in that the control method includes drive control, shift control, and parking control.
10. The control method according to claim 9, characterized in that the drive control includes:
the first motor works to control the first-gear synchronizer gear sleeve to be jointed with any one of the first-gear driving gear and the first-gear driven gear, so that the second-gear synchronizer gear sleeve is in a neutral position, power is transmitted to an output shaft through the first-gear driven gear, then is transmitted to a differential gear ring through a main reduction gear, and further is transmitted to a vehicle driving half shaft;
or, the second motor works to control the gear sleeve of the second gear synchronizer to be jointed with any one of the second gear driving gear and the second gear driven gear, so that the gear sleeve of the first gear synchronizer is in a neutral gear position, power is transmitted to the output shaft through the second gear driven gear, then is transmitted to the gear ring of the differential gear through the main reduction gear, and further is transmitted to the driving half shaft of the vehicle;
or, the first motor and the second motor work to control the gear sleeve of the first-gear synchronizer to be jointed with any one of the first-gear driving gear or the first-gear driven gear, the gear sleeve of the second-gear synchronizer to be jointed with any one of the second-gear driving gear or the second-gear driven gear, and power is transmitted to an output shaft through the first-gear driven gear and the second-gear driven gear, then is transmitted to a differential gear ring through the main reduction gear, and then is transmitted to a vehicle driving half shaft;
or, the first motor works to control the gear sleeve of the first-gear synchronizer to be jointed with the first-gear driving gear, so that the gear sleeve of the second-gear synchronizer is in a neutral position, and power is transmitted to the output shaft through the second-gear driven gear, then transmitted to the gear ring of the differential gear through the main reduction gear and further transmitted to the driving half shaft of the vehicle;
or, the second motor works to control the gear sleeve of the second gear synchronizer to be jointed with the second gear driving gear, so that the gear sleeve of the first gear synchronizer is in a neutral position, and power is transmitted to the output shaft through the second gear driven gear, then transmitted to the gear ring of the differential gear through the main reduction gear and further transmitted to the driving half shaft of the vehicle;
or, the first motor and the second motor work to control the gear sleeve of the first-gear synchronizer to be jointed with the first-gear driving gear, the gear sleeve of the second-gear synchronizer to be jointed with the second-gear driving gear, and power is transmitted to the output shaft through the second-gear driven gear, then is transmitted to the gear ring of the differential gear through the main reduction gear and further is transmitted to the driving half shaft of the vehicle;
or, the first motor works to control the first-gear synchronizer gear sleeve to be connected with the first-gear driven gear, so that the second-gear synchronizer gear sleeve is in a neutral position, and power is transmitted to the first output shaft through the first-gear driven gear, then transmitted to the gear ring of the differential gear through the first main reduction gear and further transmitted to the vehicle driving half shaft;
or, the second motor works to control the gear sleeve of the second-gear synchronizer to be jointed with the second-gear driven gear, so that the gear sleeve of the first-gear synchronizer is positioned at a neutral position, and power is transmitted to a second output shaft through the second-gear driven gear, then transmitted to a gear ring of the differential gear through a second main reducing gear and further transmitted to a vehicle driving half shaft;
or, the first motor and the second motor work, the first-gear synchronizer gear sleeve is controlled to be connected with the first-gear driven gear, the second-gear synchronizer gear sleeve is connected with the second-gear driven gear, power is transmitted to the first output shaft through the first-gear driven gear, is transmitted to the second output shaft through the second-gear driven gear, is transmitted to the differential gear ring gear through the first main reduction gear and the second main reduction gear, and is further transmitted to the vehicle driving half shaft.
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| CN202010638777.6A CN111890904A (en) | 2020-07-06 | 2020-07-06 | Double-motor multi-gear electric drive assembly device and control method |
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| CN202010638777.6A CN111890904A (en) | 2020-07-06 | 2020-07-06 | Double-motor multi-gear electric drive assembly device and control method |
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