CN114393982A - Double-motor electric drive axle - Google Patents
Double-motor electric drive axle Download PDFInfo
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- CN114393982A CN114393982A CN202210110294.8A CN202210110294A CN114393982A CN 114393982 A CN114393982 A CN 114393982A CN 202210110294 A CN202210110294 A CN 202210110294A CN 114393982 A CN114393982 A CN 114393982A
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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
- B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
- B60B35/00—Axle units; Parts thereof ; Arrangements for lubrication of axles
- B60B35/12—Torque-transmitting axles
- B60B35/121—Power-transmission from drive shaft to hub
- B60B35/122—Power-transmission from drive shaft to hub using gearings
- B60B35/125—Power-transmission from drive shaft to hub using gearings of the planetary type
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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
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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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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Motor Power Transmission Devices (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention discloses a double-motor electric drive axle, belonging to the technical field of new energy automobile power assemblies.A tenth transmission gear is connected with a motor rotor and is meshed with a ninth transmission gear; the third transmission gear and the fourth transmission gear are connected with the output end of the gear shifting actuating mechanism, and the second driving motor is connected with the input end of the gear shifting actuating mechanism; the seventh transmission gear is connected with the differential; the left half shaft and the right half shaft are connected with the output end of the differential; the third transmission gear is meshed with the seventh transmission gear; the fourth transmission gear is meshed with an input gear outside the differential; and the eighth transmission gear is connected with the ninth transmission gear and is meshed with the seventh transmission gear or an input gear outside the differential. The second driving motor can be selectively intervened and matched with the main power system to carry out auxiliary driving so as to increase the driving power. Through a double-motor combination mode and different double-motor coupling control strategies, the load rate of the motor is increased, the running efficiency of the motor is improved, and the energy consumption level of the whole vehicle is reduced.
Description
Technical Field
The invention belongs to the technical field of new energy automobile power assemblies, and particularly relates to a double-motor electric drive axle.
Background
The technology of the electric drive system of the new energy automobile generally develops towards the direction of integration and integration of a power system. Through the integrated design, on one hand, the volume and the weight of the assembly can be further reduced, and the power, the volume and the torque density of the system are improved; on the other hand, through the matching of integration and refinement, the NVH level of the electric drive assembly is improved, the series and batch production are facilitated, the universality of the product is improved, and the development and production cost is reduced.
At present, new energy commercial uses car electric drive axle mostly adopts electric motor car single motor matching AMT gearbox, single motor matching reduction gear, bi-motor matching reduction gear and bi-motor matching AMT gearbox scheme, and mostly is single motor scheme, and its system integration is lower, specifically embodies: the power assembly occupies a large space and is large in weight, a single motor considers large design allowance for meeting complex working conditions, a large-power motor is adopted, and during operation under most actual conditions, the required power is small, so that the actual load rate of the motor is at a low level, the driving motor runs in a low-efficiency area for a long time, and the energy consumption of the whole vehicle is high. The double-motor matching scheme mainly takes a wheel-side motor as a main part, has no central differential, and has poor stability and serious tire abrasion for the electric vehicle which is high in speed and frequently turns. And adopt two motors to match AMT scheme and do not appear popularizing and applying yet at present, and most adopt two sets of motors to match two sets of AMT modes respectively, and weight is great, shift reliability poor and the system control degree of difficulty is high.
Disclosure of Invention
In order to solve the problems, the invention provides a double-motor electric drive axle, which integrates a motor and an axle deeply, greatly reduces the weight of an axle assembly, reduces the energy consumption of a whole automobile and improves the space of the whole automobile; the dual motors are beneficial to realizing the modularization of a driving motor system, reducing the development difficulty of a high-power large-torque motor, reducing the types of the motors, facilitating the realization of different coupling of driving forces and real-time power distribution under different vehicle speeds and different loads, and realizing the serialization expansion of axles with different tonnages.
The invention is realized by the following technical scheme:
a double-motor electric drive axle comprises a left half shaft, a right half shaft, a second drive motor, a first drive motor, a tenth drive gear, a ninth drive gear, an eighth drive gear, a seventh drive gear, a third drive gear, a fourth drive gear, a gear shifting actuating mechanism and a differential mechanism, wherein the second drive motor, the first drive motor, the tenth drive gear, the ninth drive gear, the eighth drive gear, the seventh drive gear, the third drive gear, the fourth drive gear, the gear shifting actuating mechanism and the differential mechanism are integrally installed in an axle housing of a vehicle body;
the tenth transmission gear is connected with a motor rotor of the first driving motor and meshed with the ninth transmission gear;
the third transmission gear and the fourth transmission gear are respectively connected with two output ends of the gear shifting actuating mechanism, and the second driving motor is in transmission connection with an input end of the gear shifting actuating mechanism;
the seventh transmission gear is connected with the differential;
the left half shaft penetrates through the middle part of the motor rotor, the middle part of the tenth transmission gear and the middle part of the seventh transmission gear in a sliding manner and is connected with the output end on one side of the differential mechanism; the right half shaft is connected with the output end of the other side of the differential; the left half shaft and the right half shaft are respectively connected with a left tire and a right tire;
the third transmission gear is meshed with the seventh transmission gear; the fourth transmission gear is meshed with an input gear outside the differential;
and the eighth transmission gear is connected with the ninth transmission gear and is meshed with the seventh transmission gear or an input gear outside the differential.
The invention is further improved and also comprises a second transmission gear connected with the input end of the gear shifting actuating mechanism; a first transmission gear meshed with the second transmission gear is arranged on the input end of the second driving motor; the second driving motor is arranged in parallel with the first driving motor.
The invention is further improved in that the input end of the gear shifting actuating mechanism is also connected with a power takeoff.
The invention has the further improvement that the left tire is connected with the left half shaft through the left wheel side speed reducing module; the right tire is connected with the right half shaft through the right wheel side speed reducing module.
The invention is further improved in that the left wheel side speed reducing module comprises a left wheel side speed reducing module sun wheel, a left wheel side speed reducing module planet carrier gear and a left wheel side speed reducing module gear ring which are sequentially meshed from inside to outside, wherein the left wheel side speed reducing module planet carrier gear and the left wheel side speed reducing module gear ring are connected and installed by the left wheel side speed reducing module planet carrier;
the right wheel side speed reducing module comprises a right wheel side speed reducing module sun wheel, a right wheel side speed reducing module planet carrier gear and a right wheel side speed reducing module gear ring, wherein the right wheel side speed reducing module sun wheel, the right wheel side speed reducing module planet carrier gear and the right wheel side speed reducing module gear ring are sequentially meshed from inside to outside, the right wheel side speed reducing module planet carrier is connected with a right tire, and the right wheel side speed reducing module sun wheel is connected with the right half shaft.
The invention is further improved in that the left wheel side speed reducing module comprises a left wheel side speed reducing module sun wheel, a left wheel side speed reducing module planet carrier gear and a left wheel side speed reducing module gear ring which are sequentially meshed from inside to outside, wherein the left wheel side speed reducing module planet carrier gear and the left wheel side speed reducing module gear ring are connected and installed by the left wheel side speed reducing module planet carrier;
the right wheel side speed reducing module comprises a right wheel side speed reducing module sun wheel, a right wheel side speed reducing module planet carrier gear and a right wheel side speed reducing module gear ring, wherein the right wheel side speed reducing module sun wheel, the right wheel side speed reducing module planet carrier gear and the right wheel side speed reducing module gear ring are sequentially meshed from inside to outside, the right wheel side speed reducing module planet carrier gear and the right wheel side speed reducing module gear ring are connected and installed, the right wheel side speed reducing module gear ring is connected with a right tire, and the right wheel side speed reducing module sun wheel is connected with the right half shaft.
The invention further improves the structure that a first sleeve for the sliding penetration of the left half shaft is arranged in the middle of the motor rotor, the first sleeve is connected and installed with the axle housing of the vehicle body through a bearing, and a tenth transmission gear is sleeved on the first sleeve.
The further improvement of the invention is that the ninth transmission gear and the eighth transmission gear are connected through a first mandrel, and the first mandrel is arranged on the axle housing of the vehicle body through a bearing; and two output gears of the differential are respectively provided with a supporting bearing which is connected and installed with a vehicle axle housing.
The invention is further improved in that a motor stator of the first driving motor is rigidly and integrally connected with a vehicle body axle housing; a cooling water channel surrounding the motor stator is arranged in the axle housing of the vehicle body and connected with a cooling circulation assembly.
According to the technical scheme, the invention has the beneficial effects that:
the first driving motor is used as a main power system and is in constant engagement; the power of the second driving motor is transmitted to the gear shifting actuating mechanism, and different states are selected through the gear shifting actuating mechanism: the neutral gear is connected with the third transmission gear and the fourth transmission gear, different coupling forms of power can be achieved, the power is transmitted to the differential mechanism, the power is distributed to the two half shafts through the differential mechanism and finally transmitted to the tire, the power transmission of the second driving motor serves as an auxiliary power system, the power transmission can be selectively intervened and matched with the main power system for auxiliary driving, and the driving speed of the differential mechanism is the same when the power transmission is matched with the main power system, so that the driving power is increased. The double motors can be configured in a differentiated mode according to different tonnage and loads of the vehicle, and the differentiated configuration mainly means that the power, the torque and the efficiency distribution of the motors can be distributed differently. According to different transmission paths and power combination modes, distributed driving and power transmission coupling of motors can be realized, and compared with single-motor driving, the motor load rate is effectively increased, the motor operation efficiency is improved, the power assembly quality is reduced, and the energy consumption level of the whole vehicle is reduced by a modularized double-motor combination mode and different double-motor coupling control strategies; the modular structure can shorten the product design and development period, reduce the development cost, simplify the design of the whole chassis, save the chassis space and reduce the noise.
Drawings
In order to more clearly illustrate the technical solution of the present invention, the drawings used in the description will be briefly introduced, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art that other drawings can be obtained based on these drawings without creative efforts.
FIG. 1 is a schematic diagram of example 1 according to an embodiment of the present invention.
Fig. 2 is a schematic diagram of example 2 according to an embodiment of the present invention.
Fig. 3 is a schematic structural diagram of a first driving motor according to an embodiment of the present invention.
Fig. 4 is a schematic structural diagram of an embodiment of a wheel-side deceleration module according to an embodiment of the present invention.
Fig. 5 is a schematic structural diagram of another embodiment of the wheel-side deceleration module according to the embodiment of the present invention.
Fig. 6 is a schematic diagram of an operation mode of the embodiment of the present invention.
In the drawings: 1. a second driving motor, 2, a left wheel side speed reducing module, 2-1, a left wheel side speed reducing module sun gear, 2-2, a left wheel side speed reducing module gear ring, 2-3, a left wheel side speed reducing module planet carrier, 3, a second transmission gear, 4, a third transmission gear, 5, a gear shifting executing mechanism, 6, a fourth transmission gear, 7, a fifth transmission gear, 8, a sixth transmission gear, 9, a right wheel side speed reducing module, 9-1, a right wheel side speed reducing module sun gear, 9-2, a right wheel side speed reducing module gear ring, 9-3, a right wheel side speed reducing module planet carrier, 10, a right tire, 11, a right half shaft, 12, a differential mechanism, 13, a seventh transmission gear, 14, an eighth transmission gear, 15, a ninth transmission gear, 16, a tenth transmission gear, 17, a first driving motor, 17-1 and a motor stator, 17-2, a motor rotor, 18, a left half shaft, 19, a first transmission gear, 20, a left tire, 21 and a power takeoff.
Detailed Description
In order to make the objects, features and advantages of the present invention more obvious and understandable, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings in the present embodiment, and it is apparent that the embodiments described below are only a part of embodiments of the present invention, and not all embodiments. 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 scope of protection of this patent.
Example 1
As shown in FIG. 1, the invention discloses a double-motor electric drive axle, which comprises a left half shaft 18, a right half shaft 11, a second drive motor 1, a first drive motor 17, a tenth transmission gear 16, a ninth transmission gear 15, an eighth transmission gear 14, a seventh transmission gear 13, a third transmission gear 4, a fourth transmission gear 6, a gear shifting actuating mechanism 5 and a differential mechanism 12, wherein the second drive motor 1, the first drive motor 17, the tenth transmission gear 16, the ninth transmission gear 15, the eighth transmission gear 14, the seventh transmission gear 13, the third transmission gear 4, the fourth transmission gear 6, the gear shifting actuating mechanism 5 and the differential mechanism 12 are integrally installed in an axle housing of a vehicle body;
the tenth transmission gear 16 is connected with a motor rotor 17-2 of the first driving motor 17 and meshed with the ninth transmission gear 15;
the third transmission gear 4 and the fourth transmission gear 6 are respectively connected with two output ends of the gear shifting actuating mechanism 5, and the second driving motor 1 is in transmission connection with an input end of the gear shifting actuating mechanism 5;
the seventh transmission gear 13 is connected with the differential 12 through a second sleeve, and the second sleeve is connected with a vehicle body axle housing through a bearing; simple structure, the dismouting is convenient, guarantees driven accuracy nature and stability.
The left half shaft 18 sequentially penetrates through the middle part of the motor rotor 17-2, the middle part of the tenth transmission gear 16, the middle part of the seventh transmission gear 13 and the second sleeve in a sliding manner and is connected with the left output end of the differential mechanism 12; the right half shaft 11 is connected with the right output end of the differential 12; the left half shaft 18 and the right half shaft 11 are respectively connected with a left tire 20 and a right tire 10;
the third transmission gear 4 is meshed with a seventh transmission gear 13; the fourth transmission gear 6 is meshed with an input gear outside the differential 12;
the eighth transfer gear 14 is connected to a ninth transfer gear 15 and meshes with an input gear external to the differential 12.
The first drive motor 17 is a main motor, and the second drive motor 1 is an auxiliary motor.
A motor rotor 17-2 of a first driving motor 17 rotates, and is transmitted to an input gear outside a differential 12 through a tenth transmission gear 16, a ninth transmission gear 15 and an eighth transmission gear 14, power is distributed to two half shafts (a left half shaft 18 and a right half shaft 11) through the differential 12, and finally transmitted to tires (a left tire 20 and a right tire 10) to realize power transmission, and the first driving motor 17 is in constant mesh as a main power system; the power of the second drive motor 1 is transmitted to the shift actuator 5, and different states are selected by the shift actuator 5: the neutral gear is connected with the third transmission gear 4 and the fourth transmission gear 6, different coupling forms of power can be achieved, the power is transmitted to the differential mechanism 12, the power is distributed to the two half shafts through the differential mechanism 12 and finally transmitted to tires, the power transmission of the second driving motor 1 serves as an auxiliary power system, the auxiliary driving can be conducted through selective intervention and matching with the main power system, and the driving speed of the differential mechanism 12 is the same (controller linkage control) when the power transmission is matched with the main power system, so that the driving power is increased. The double motors can be configured in a differentiated mode according to different tonnage and loads of the vehicle, and the differentiated configuration mainly means that the power, the torque and the efficiency distribution of the motors can be distributed differently. According to different transmission paths and power combination modes, distributed driving and power transmission coupling of motors can be realized, and compared with single-motor driving, the motor load rate is effectively increased, the motor operation efficiency is improved, the power assembly quality is reduced, and the energy consumption level of the whole vehicle is reduced by a modularized double-motor combination mode and different double-motor coupling control strategies; the modular structure can shorten the product design and development period, reduce the development cost, simplify the design of the whole chassis, save the chassis space and reduce the noise.
Example 2
As shown in fig. 2, the present embodiment has substantially the same structure as embodiment 1, and the difference is that: the eighth transmission gear 14 is connected with the ninth transmission gear 15 and meshed with the seventh transmission gear 13. The first driving motor 17 is used as a main power system, power of the first driving motor is sequentially transmitted to a tenth transmission gear 16, a ninth transmission gear 15, an eighth transmission gear 14 and a seventh transmission gear 13, the power is distributed to two half shafts (a left half shaft 18 and a right half shaft 11) through a differential mechanism 12, and finally transmitted to tires (a left tire 20 and a right tire 10), and the power transmission is realized.
As shown in fig. 1-2, the dual-motor electric drive axle further comprises a second transmission gear 3 connected with the input end of a gear shifting actuating mechanism 5; a first transmission gear 19 meshed with the second transmission gear 3 is arranged on the input end of the second driving motor 1; the second drive motor 1 is arranged in parallel with the first drive motor 17. The power of the second driving motor 1 is decelerated through the first stage, that is, the first transmission gear 19 is engaged with the second transmission gear 3 in a transmission manner, so that the stable transmission of the power can be realized. Second driving motor 1 and first driving motor 17 parallel arrangement effectively reduce the space and occupy, reduce whole automobile body axle housing volume.
The power takeoff 21 can be installed according to the functional requirements of the whole vehicle; if the power takeoff 21 is not selected, the axle housing assembly is provided with a corresponding sealing cover plate at the position.
In one embodiment, as shown in fig. 1, the input of the shift actuator 5 is directly connected to the power take-off 21. The power of the second driving motor 1 passes through the first transmission gear 19 and the second transmission gear 3 in turn, and is directly transmitted to the power takeoff 21, so that the power takeoff 21 can be used for power takeoff, and the multifunctional vehicle can be used for multifunctional vehicles such as sanitation vehicles and the like.
In another embodiment, as shown in fig. 2, a sixth transmission gear 8 is connected to the input end of the gear shift actuator 5, and a fifth transmission gear 7 meshed with the sixth transmission gear 8 is connected to the power take-off 21. The second transmission gear 3 is connected with the sixth transmission gear 8 through a second mandrel, and the second mandrel is fixedly connected with the input end of the gear shifting actuating mechanism 5 and is installed on a vehicle body axle housing through a bearing. The power of the second driving motor 1 is transmitted to the power takeoff 21 through the first transmission gear 19, the second transmission gear 3, the second mandrel, the sixth transmission gear 8 and the fifth transmission gear 7 in sequence, so that the power takeoff 21 can be applied to power takeoff, and the multifunctional power takeoff can be applied to multifunctional vehicles such as cleaning vehicles and the like.
As shown in fig. 6, according to the position of the shift fork of the shift actuator 5, the following four operation modes can be realized:
EV1 mode: the gear shifting fork of the gear shifting actuating mechanism 5 is positioned at the middle position, and is positioned at the neutral position at the moment; the first drive motor 17 is constantly engaged in drive, the second drive motor 1 is not involved in drive, and the second drive motor 1 merely powers the power take-off 21. Applicable operating mode: no-load starting (no slope or small slope), full-load cruising (level road) and low-speed operation (selectively installing PTO).
EV2 mode: the shifting fork of the shifting executing mechanism 5 is arranged on one side of the third transmission gear 4, so that the power of the input end of the shifting executing mechanism 5 is directly transmitted to the third transmission gear 4, the seventh transmission gear 13 is meshed with the third transmission gear 4, the auxiliary driving of the differential mechanism 12 is realized, the transmission ratio of the third transmission gear 4 and the seventh transmission gear 13 is small, and is 2: 1; the first drive motor 17 is a constant mesh drive. Applicable operating mode: full load starting (no slope or small slope), no load starting (steep slope), full load high speed (no slope or small slope) and high speed overtaking.
EV3 mode: the shifting fork of the gear shifting actuating mechanism 5 is arranged on one side of the fourth transmission gear 6, so that the power at the input end of the gear shifting actuating mechanism 5 is directly transmitted to the fourth transmission gear 6, the auxiliary driving of the differential mechanism 12 is realized by the meshing of the input gear outside the differential mechanism 12 and the fourth transmission gear 6, the transmission ratio of the fourth transmission gear 6 and the input gear outside the differential mechanism 12 is large and is 5: 1, greater auxiliary power than EV2 mode; the first drive motor 17 is a constant mesh drive. Applicable operating mode: full load starting (steep slope) and medium and low speed climbing (steep slope).
A reverse gear mode: the first drive motor 17 and the second drive motor 1 are reversed, and are applicable to the above-described EVs 1, EV2, and EV 3.
As shown in fig. 2, the left tire 20 is connected to the left axle shaft 18 through the left wheel reduction module 2; the right tire 10 is connected to the right axle half 11 through the right wheel reduction module 9. The transmitted rotating speed and torque are transmitted to the tire after being decelerated and torque-increased through the wheel side deceleration module, so that the tire can generate larger driving force under the reaction of the ground adhesion, and the stress of each front part of the wheel side deceleration module is reduced.
In one embodiment, as shown in fig. 4, the left wheel reduction module 2 includes a left wheel reduction module sun gear 2-1, a left wheel reduction module planet carrier gear and a left wheel reduction module gear ring 2-2, which are sequentially engaged from inside to outside, and are connected and installed by the left wheel reduction module planet carrier 2-3, the left wheel reduction module planet carrier 2-3 is connected with the left tire 20, and the left wheel reduction module sun gear 2-1 is connected with the left half shaft 18; the right wheel-side reduction module 9 comprises a right wheel-side reduction module sun wheel 9-1, a right wheel-side reduction module planet carrier gear and a right wheel-side reduction module gear ring 9-2 which are sequentially meshed from inside to outside, wherein the right wheel-side reduction module planet carrier gear and the right wheel-side reduction module gear ring 9-3 are connected and installed, the right wheel-side reduction module planet carrier 9-3 is connected with a right tire 10, and the right wheel-side reduction module sun wheel 9-1 is connected with a right half shaft 11. The power on the shaft is transmitted to the sun wheel, and the tire connected with the planet carrier is driven to rotate through the planet transmission mode, so that the purpose of speed reduction and torque increase driving is achieved.
In another embodiment, as shown in fig. 5, the left wheel reduction module 2 includes a left wheel reduction module sun gear 2-1, a left wheel reduction module planet carrier gear and a left wheel reduction module gear ring 2-2, which are sequentially engaged from inside to outside, and are connected and mounted by a left wheel reduction module planet carrier 2-3, the left wheel reduction module gear ring 2-2 is connected with the left tire 20, and the left wheel reduction module sun gear 2-1 is connected with the left half shaft 18; the right wheel-side speed reducing module 9 comprises a right wheel-side speed reducing module sun wheel 9-1, a right wheel-side speed reducing module planet carrier gear and a right wheel-side speed reducing module gear ring 9-2 which are sequentially meshed from inside to outside, wherein the right wheel-side speed reducing module planet carrier gear and the right wheel-side speed reducing module gear ring 9-2 are connected and installed through the right wheel-side speed reducing module planet carrier 9-3, the right wheel-side speed reducing module gear ring 9-2 is connected with a right tire 10, and the right wheel-side speed reducing module sun wheel 9-1 is connected with a right half shaft 11. The power on the half shaft is transmitted to the sun wheel, and the star transmission mode drives the tire connected with the gear ring to rotate, so that the purpose of speed reduction and torque increase driving is achieved.
As shown in fig. 1-3, a first sleeve for the left half shaft 18 to slidably penetrate is arranged in the middle of the motor rotor 17-2, the first sleeve is connected with the axle housing of the vehicle body through a bearing, and the tenth transmission gear 16 is sleeved on the first sleeve and is positioned and installed through a spline. The tenth transmission gear 16 is reliably connected with the motor rotor 17-2 through the first sleeve, so that the transmission accuracy and reliability are ensured.
The ninth transmission gear 15 and the eighth transmission gear 14 are connected through a first spindle, the first spindle is mounted on a vehicle body axle housing through a bearing, two-stage speed reduction is realized through coaxial parallel arrangement of the ninth transmission gear 15 and the eighth transmission gear 14, and transmission reliability is guaranteed; and two output gears of the differential mechanism 12 are respectively provided with a supporting bearing connected with the axle housing of the vehicle body, and the half shaft bears the axle housing of the vehicle body, so that the running stability of the vehicle is ensured.
The automobile body axle housing comprises a main axle housing and an auxiliary axle housing, the main axle housing is wrapped and installed on the wheel side speed reducing module, the half shafts, the first driving motor 17, the tenth transmission gear 16 and the seventh transmission gear 13, the main axle housing and the two half shafts are supported and installed through supporting bearings, and the main axle housing and the first sleeve and the second sleeve are connected and installed through bearings respectively. The auxiliary axle housing is used for wrapping and installing a ninth transmission gear 15, an eighth transmission gear 14, a second driving motor 1, a first transmission gear 19, a second transmission gear 3, a third transmission gear 4, a gear shifting executing mechanism 5, a fourth transmission gear 6, a sixth transmission gear 8 and a fifth transmission gear 7, and is respectively connected and installed with the first mandrel and the second mandrel through bearings and connected and installed with the second driving motor 1. The main axle housing and the auxiliary axle housing are correspondingly provided with transmission connecting channels and are connected and installed through bolts. Realize the high integrated design, each bearing is as being connected the carrier of installation with the automobile body axle housing, guarantees driven reliability. Split type design, the dismouting is convenient, overhauls easily.
Wherein, the motor stator 17-1 of the first driving motor 17 is rigidly connected with the axle housing of the vehicle body; a cooling water channel surrounding the motor stator 17-1 is arranged in the axle housing of the vehicle body and is connected with a cooling circulation component; the first drive motor 17 is a permanent magnet synchronous motor. The motor stator 17-1 and the main axle housing are integrated, so that the space occupation of the first driving motor 17 is reduced. With each part and automobile body axle housing degree of depth integrated as an organic whole, alleviateed the weight of axle assembly by a wide margin, reduced the energy resource consumption of whole car, promote whole car space. Through cooling circulation drive assembly to the coolant liquid at the cooling water course internal circulation, realize the cooling to first driving motor 17, guarantee the reliability of first driving motor 17 operation. Simple structure, the integrated level is high, saves space and occupies. The permanent magnet synchronous motor provides excitation by the permanent magnet, so that the structure of the motor is simpler, the processing and assembling cost is reduced, a collecting ring and an electric brush which are easy to cause problems are omitted, and the running reliability of the motor is improved; and because excitation current is not needed, excitation loss is avoided, and the efficiency and the power density of the motor are improved. The permanent magnet synchronous motor has the following advantages: the power efficiency is high, the power factor is high, no gearbox is provided, the whole transmission system is light in weight and small in heat emission; the full-closed structure is adopted, no transmission gear abrasion and noise exist, and the lubricating oil and the maintenance are avoided; the allowable overload current is large, and the reliability is high; the magnetic energy product is high, higher air gap magnetic flux density can be obtained, and the motor has smaller volume and lighter weight when the capacity is the same; the rotor has no copper loss and iron loss, and also has no friction loss of a collecting ring and an electric brush, and the running efficiency is high; the rotary inertia is small, the allowable pulse torque is large, higher acceleration can be obtained, the dynamic performance is good, the structure is compact, and the operation is reliable.
In the double-motor electric drive axle, the first drive motor is used as a main power system and is in constant mesh; the power of the second driving motor is transmitted to the gear shifting actuating mechanism, and different states are selected through the gear shifting actuating mechanism: the neutral gear is connected with the third transmission gear and the fourth transmission gear, different coupling forms of power can be achieved, the power is transmitted to the differential mechanism, the power is distributed to the two half shafts through the differential mechanism and finally transmitted to the tire, the power transmission of the second driving motor serves as an auxiliary power system, the power transmission can be selectively intervened and matched with the main power system for auxiliary driving, and the driving speed of the differential mechanism is the same when the power transmission is matched with the main power system, so that the driving power is increased. The double motors can be configured in a differentiated mode according to different tonnage and loads of the vehicle, and the differentiated configuration mainly means that the power, the torque and the efficiency distribution of the motors can be distributed differently. According to different transmission paths and power combination modes, distributed driving and power transmission coupling of motors can be realized, and compared with single-motor driving, the motor load rate is effectively increased, the motor operation efficiency is improved, the power assembly quality is reduced, and the energy consumption level of the whole vehicle is reduced by a modularized double-motor combination mode and different double-motor coupling control strategies; the modular structure can shorten the product design and development period, reduce the development cost, simplify the design of the whole chassis, save the chassis space and reduce the noise.
The embodiments in the present description are described in a progressive manner, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments are referred to each other.
The terms "upper", "lower", "outside", "inside" and the like in the description and claims of the present invention and the above drawings are used for distinguishing relative positions if any, and are not necessarily given qualitatively. It is to be understood that the data so used is interchangeable under appropriate circumstances such that the embodiments of the invention described herein are capable of operation in sequences other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," as well as any variations thereof, are intended to cover non-exclusive inclusions.
The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims (9)
1. A double-motor electric drive axle is characterized by comprising a left half shaft (18), a right half shaft (11), a second drive motor (1), a first drive motor (17), a tenth transmission gear (16), a ninth transmission gear (15), an eighth transmission gear (14), a seventh transmission gear (13), a third transmission gear (4), a fourth transmission gear (6), a gear shifting actuating mechanism (5) and a differential mechanism (12) which are integrally installed in an axle housing of a vehicle body;
the tenth transmission gear (16) is connected with a motor rotor (17-2) of the first driving motor (17) and is meshed with the ninth transmission gear (15);
the third transmission gear (4) and the fourth transmission gear (6) are respectively connected with two output ends of the gear shifting actuating mechanism (5), and the second driving motor (1) is in transmission connection with an input end of the gear shifting actuating mechanism (5);
the seventh transmission gear (13) is connected with the differential (12);
the left half shaft (18) penetrates through the middle of the motor rotor (17-2), the middle of the tenth transmission gear (16) and the middle of the seventh transmission gear (13) in a sliding manner and is connected with the output end on one side of the differential (12); the right half shaft (11) is connected with the output end of the other side of the differential (12); the left half shaft (18) and the right half shaft (11) are respectively connected with a left tire (20) and a right tire (10); the third transmission gear (4) is meshed with the seventh transmission gear (13); the fourth transmission gear (6) is meshed with an input gear outside the differential (12);
the eighth transmission gear (14) is connected with the ninth transmission gear (15) and is meshed with the seventh transmission gear (13) or an input gear outside the differential (12).
2. The dual-motor electric drive axle according to claim 1, further comprising a second transmission gear (3) connected to an input of a shift actuator (5); a first transmission gear (19) meshed with the second transmission gear (3) is arranged on the input end of the second driving motor (1); the second driving motor (1) and the first driving motor (17) are arranged in parallel.
3. The dual-motor electric drive axle according to claim 1, characterized in that a power take-off (21) is also connected to the input of the shift actuator (5).
4. Double-motor electric drive axle according to claim 1, characterized in that the left tyre (20) is connected to the left half-shaft (18) by means of a left wheel reduction module (2); the right tire (10) is connected with the right half shaft (11) through a right wheel side speed reducing module (9).
5. The dual-motor drive axle according to claim 4, wherein the left wheel reduction module (2) comprises a left wheel reduction module sun gear (2-1), a left wheel reduction module planet carrier gear and a left wheel reduction module gear ring (2-2) which are sequentially meshed from inside to outside, wherein the left wheel reduction module planet carrier (2-3) is connected with the left wheel reduction module planet carrier (2-3) and is mounted, the left wheel reduction module planet carrier (2-3) is connected with the left tire (20), and the left wheel reduction module sun gear (2-1) is connected with the left half shaft (18);
the right wheel side speed reducing module (9) comprises a right wheel side speed reducing module sun wheel (9-1), a right wheel side speed reducing module planet carrier gear and a right wheel side speed reducing module gear ring (9-2), wherein the right wheel side speed reducing module sun wheel (9-1), the right wheel side speed reducing module planet carrier gear and the right wheel side speed reducing module gear ring (9-2) are sequentially meshed from inside to outside, the right wheel side speed reducing module planet carrier (9-3) is connected with a right tire (10), and the right wheel side speed reducing module sun wheel (9-1) is connected with a right half shaft (11).
6. The dual-motor drive axle according to claim 4, wherein the left wheel reduction module (2) comprises a left wheel reduction module sun gear (2-1), a left wheel reduction module planet carrier gear and a left wheel reduction module gear ring (2-2) which are sequentially meshed from inside to outside, wherein the left wheel reduction module planet carrier (2-3) is connected with the left wheel reduction module planet carrier and is mounted, the left wheel reduction module gear ring (2-2) is connected with the left tire (20), and the left wheel reduction module sun gear (2-1) is connected with the left half shaft (18);
the right wheel side speed reducing module (9) comprises a right wheel side speed reducing module sun wheel (9-1), a right wheel side speed reducing module planet carrier gear and a right wheel side speed reducing module gear ring (9-2), wherein the right wheel side speed reducing module sun wheel (9-1), the right wheel side speed reducing module planet carrier gear and the right wheel side speed reducing module gear ring (9-2) are sequentially meshed from inside to outside, the right wheel side speed reducing module gear ring (9-2) is connected with a right tire (10), and the right wheel side speed reducing module sun wheel (9-1) is connected with a right half shaft (11).
7. The dual-motor drive axle of claim 1, wherein a first sleeve for the left half shaft (18) to slide through is arranged in the middle of the motor rotor (17-2), the first sleeve is connected with the axle housing of the vehicle body through a bearing, and the tenth transmission gear (16) is sleeved on the first sleeve.
8. The dual-motor electric drive axle according to claim 1, wherein the ninth transmission gear (15) and the eighth transmission gear (14) are connected by a first spindle, and the first spindle is mounted on a vehicle body axle housing by a bearing; and two output gears of the differential (12) are respectively provided with a supporting bearing which is connected and installed with a vehicle axle housing.
9. The dual-motor electric drive axle according to claim 1, wherein the motor stator (17-1) of the first drive motor (17) is rigidly and integrally connected to the axle housing of the vehicle body; a cooling water channel surrounding a motor stator (17-1) is arranged in the axle housing of the vehicle body and is connected with a cooling circulation component.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210110294.8A CN114393982A (en) | 2022-01-29 | 2022-01-29 | Double-motor electric drive axle |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210110294.8A CN114393982A (en) | 2022-01-29 | 2022-01-29 | Double-motor electric drive axle |
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| Publication Number | Publication Date |
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| CN114393982A true CN114393982A (en) | 2022-04-26 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202210110294.8A Pending CN114393982A (en) | 2022-01-29 | 2022-01-29 | Double-motor electric drive axle |
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| Country | Link |
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| CN (1) | CN114393982A (en) |
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- 2022-01-29 CN CN202210110294.8A patent/CN114393982A/en active Pending
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Effective date of registration: 20231119 Address after: Shengjing tangwangshan Road North Panwang Road West, Zhangqiu City, Jinan City, Shandong Province 250200 Applicant after: China National Heavy Duty Truck Group Jinan Power Co.,Ltd. Applicant after: Sinotruk Jinan Truck Co.,Ltd. Address before: Shengjing tangwangshan Road North Panwang Road West, Zhangqiu City, Jinan City, Shandong Province 250200 Applicant before: China National Heavy Duty Truck Group Jinan Power Co.,Ltd. |