CN212400870U - Dual-motor power system and electric automobile - Google Patents
Dual-motor power system and electric automobile Download PDFInfo
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- CN212400870U CN212400870U CN202021637317.3U CN202021637317U CN212400870U CN 212400870 U CN212400870 U CN 212400870U CN 202021637317 U CN202021637317 U CN 202021637317U CN 212400870 U CN212400870 U CN 212400870U
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- 230000009977 dual effect Effects 0.000 claims description 6
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- 230000001172 regenerating effect Effects 0.000 description 12
- 230000007246 mechanism Effects 0.000 description 5
- 230000010354 integration Effects 0.000 description 4
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
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Abstract
The utility model belongs to the technical field of electric automobile, especially, relate to a two motor power systems and electric automobile. The dual-motor power system comprises a first motor, a second motor, a differential, a one-way clutch and a transmission; the transmission comprises a first output shaft, a second output shaft, an intermediate shaft and a controllable torque transmission device; the driving shaft of the first motor is connected with the first output shaft, and the driving shaft of the second motor is connected with the second output shaft; the controllable torque transfer device is connected with the first output shaft; the one-way clutch is mounted on the intermediate shaft or the differential, and the transmission is connected with the wheels of the automobile through the differential. The utility model discloses a two motor driving systems when having strengthened dynamic property, have still reduced the anti-drag resistance when the car normally traveles, and then have improved economic nature, and simultaneously, this two motor driving systems's integrated level is high, has practiced thrift installation space.
Description
Technical Field
The utility model belongs to the technical field of electric automobile, especially, relate to a two motor power systems and electric automobile.
Background
In the field of electric vehicle driving technology, in order to meet the requirements of both power performance and economy, a single-motor two-gear power system is generally used for outputting power. However, when the single-motor two-gear power system is used for shifting gears, a large gear-to-gear ratio is generally required, so that the speed difference between two ends of a shifting element is large during shifting, the shifting difficulty is increased, and further, the power interruption time is prolonged or the shifting element is seriously abraded.
In the prior art, the dual-motor power system is applied to the high-power pure electric vehicle gradually because the dual-motor power system has strong power and does not need to shift gears or can greatly reduce the difficulty of shifting gears. However, the dual-motor power system in the prior art has the following disadvantages: when the requirement of high dynamic performance is met, the problems of poor economy, low braking energy recovery capability, large noise in a high-speed section, large axial size and the like generally exist.
SUMMERY OF THE UTILITY MODEL
The invention solves the technical problems of poor economy and the like of a double-motor power system in the prior art, and provides a double-motor power system and an electric automobile.
In view of the above problems, an embodiment of the present invention provides a dual-motor power system, which includes a first motor, a second motor, a differential, a one-way clutch, and a transmission; the transmission comprises a first output shaft, a second output shaft, an intermediate shaft and a controllable torque transmission device;
the driving shaft of the first motor is connected with the first output shaft, and the driving shaft of the second motor is connected with the second output shaft; the controllable torque transfer device is connected with the first output shaft; the one-way clutch is arranged on the intermediate shaft, and the transmission is connected with the wheels of the automobile through the differential mechanism;
receiving a driving signal containing gear information, and determining the connection state of the controllable torque transmission device according to the gear information;
controlling the second motor to output first power at a preset first transmission ratio, and simultaneously controlling the first motor to output second power according to the connection state;
and the first power and the second power are positively transmitted to the differential through the controllable torque transmission device, the intermediate shaft and the one-way clutch so as to drive the wheels of the automobile to rotate.
Optionally, the transmission further comprises first, second, third, fourth and fifth gears and the differential comprises a sixth gear in mesh with the fifth gear; the first gear is meshed with the second gear, the third gear is meshed with the fourth gear, and the fifth gear is meshed with the sixth gear;
the first gear is sleeved on the first output shaft, and the second gear, the fourth gear and the fifth gear are all connected to the intermediate shaft; the sixth gear is connected to the differential case.
Optionally, the controllable torque transmitting device comprises a first joint, a second joint and a third joint; the first joint is located between the second joint and the third joint; the first combining part is connected with the first output shaft; the second combining part is fixedly connected with the first gear; the third combining part is fixedly connected to the third gear.
Optionally, the transmission further comprises a seventh gear mounted on the second output shaft and meshed with the first gear; the third gear is sleeved on the first output shaft.
Optionally, the transmission further comprises an eighth gear mounted on the second output shaft and meshed with the third gear; the third gear is sleeved on the first output shaft.
Optionally, the first and second electric machines are located on the same side of the transmission, or
The first and second electric machines are located on opposite sides of the transmission.
Optionally, the one-way clutch is fixedly connected to the intermediate shaft, and the second gear is connected to the intermediate shaft through the one-way clutch.
Optionally, the one-way clutch is fixedly connected to the intermediate shaft, and the fourth gear is connected to the intermediate shaft through the one-way clutch.
Optionally, the one-way clutch is fixedly connected to the intermediate shaft, and the fifth gear is connected to the intermediate shaft through the one-way clutch.
Optionally, the one-way clutch is fixedly connected to the differential case, and the sixth gear is connected to the differential case through the one-way clutch.
According to the dual-motor power system, the second motor outputs the first power according to the preset first transmission ratio, and meanwhile, the first motor outputs the second power according to the connection state, so that the dual-motor power system integrates the second power output by the first motor and the first power output by the second motor, and the power performance of the dual-motor power system is improved. In addition, the controllable torque transmission device, the intermediate shaft and the one-way clutch positively transmit the first power and the second power to the differential mechanism so as to drive the automobile wheels to rotate; the first motor and the second motor can transmit respective forward torque to the automobile wheels through the speed changer, and the reverse torque of the first motor and the second motor cannot be transmitted to the automobile wheels through the speed changer, so that the reverse drag resistance of the automobile in normal running is reduced due to the design of the one-way clutch, the power output by the first motor and the second motor is further reduced, the economy is improved, and the integration level of the dual-motor power system is high.
The embodiment of the invention provides an electric automobile which is characterized by comprising a double-motor power system.
Drawings
The invention is further illustrated with reference to the following figures and examples.
Fig. 1 is a schematic structural diagram of a dual-motor power system according to a first embodiment of the present invention;
fig. 2 is a schematic structural diagram of a dual-motor power system according to a second embodiment of the present invention;
fig. 3 is a schematic structural diagram of a dual-motor power system according to a third embodiment of the present invention; (ii) a
Fig. 4 is a schematic structural diagram of a dual-motor power system according to a fourth embodiment of the present invention;
fig. 5 is a schematic structural diagram of a dual-motor power system according to a fifth embodiment of the present invention;
fig. 6 is a schematic structural diagram of a dual-motor power system according to a sixth embodiment of the present invention;
fig. 7 is a schematic structural diagram of a dual-motor power system according to a sixth embodiment of the present invention;
fig. 8 is a schematic structural diagram of a dual-motor power system according to an eighth embodiment of the present invention;
fig. 9 is a schematic structural diagram of a dual-motor power system according to a ninth embodiment of the present invention;
fig. 10 is a schematic structural diagram of a dual-motor power system according to a tenth embodiment of the present invention;
fig. 11 is a schematic structural diagram of a dual-motor power system according to an eleventh embodiment of the present invention;
fig. 12 is a schematic structural diagram of a dual-motor power system according to a twelfth embodiment of the present invention;
fig. 13 is a schematic structural diagram of a dual-motor power system according to a thirteenth embodiment of the present invention;
fig. 14 is a schematic structural diagram of a dual-motor power system according to a fourteenth embodiment of the invention;
fig. 15 is a schematic structural diagram of a dual-motor power system according to a fifteenth embodiment of the present invention;
fig. 16 is a schematic structural diagram of a dual-motor power system according to a sixteenth embodiment of the present invention;
fig. 17 is a schematic structural diagram of a dual-motor power system according to a seventeenth embodiment of the invention;
fig. 18 is a schematic structural diagram of a dual-motor power system according to an eighteenth embodiment of the present invention;
fig. 19 is a schematic structural diagram of a dual-motor power system according to a nineteenth embodiment of the present invention;
fig. 20 is a schematic structural diagram of a dual-motor power system according to a twentieth embodiment of the invention;
fig. 21 is a schematic structural diagram of a dual-motor power system according to a twenty-first embodiment of the present invention;
fig. 22 is a schematic structural diagram of a dual-motor power system according to a twenty-second embodiment of the present invention;
fig. 23 is a schematic structural diagram of a dual-motor power system according to a twenty-third embodiment of the present invention;
fig. 24 is a schematic structural diagram of a dual-motor power system according to a twenty-fourth embodiment of the present invention;
fig. 25 is a schematic structural diagram of a dual-motor power system according to a twenty-fifth embodiment of the present invention;
fig. 26 is a schematic structural diagram of a dual-motor power system according to a twenty-sixth embodiment of the present invention;
fig. 27 is a schematic structural diagram of a dual-motor power system according to a twenty-seventh embodiment of the present invention;
fig. 28 is a schematic structural diagram of a dual-motor power system according to a twenty-eighth embodiment of the present invention.
The reference numerals in the specification are as follows:
1. a transmission; 11. a first output shaft; 12. a second output shaft; 13. an intermediate shaft; 14. a controllable torque transfer device; 141. a first coupling portion; 142. a second joint part; 143. a third joint part; 15. a sixth gear; 16. a first gear; 17. a second gear; 18. a third gear; 19. a fourth gear; 100. a fifth gear; 101. an eighth gear; 102. a seventh gear; 2. a first motor; 3. a second motor; 4. a differential mechanism; 41. a half shaft; 5. a vehicle wheel; 6. a one-way clutch.
Detailed Description
In order to make the technical problem, technical solution and advantageous effects solved by the present invention more clearly understood, the following description is given in conjunction with the accompanying drawings and embodiments to illustrate the present invention in further detail. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the invention.
It is to be understood that the terms "upper", "lower", "left", "right", "front", "rear", "middle", and the like, indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are merely for convenience in describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed in a particular orientation, and be operated, and thus, should not be construed as limiting the present invention.
As shown in fig. 1 to 28, a dual-motor power system provided by an embodiment of the present invention includes a first motor 2, a second motor 3, a differential 4, a one-way clutch 6, and a transmission 1; the transmission 1 comprises a first output shaft 11, a second output shaft 12, an intermediate shaft 13 and a controllable torque transfer device 14; it can be understood that the first electric machine 2 and the second electric machine 3 can transmit respective power to the differential 4 through the differential 4, and then transmit the power to the vehicle wheels 5 through the differential 4, thereby improving the dynamic performance of the dual-motor power system.
The driving shaft of the first motor 2 is connected with (connected by a spline, a shaft pin, etc.) the first output shaft 11, and the driving shaft of the second motor 3 is connected with (connected by a spline, a shaft pin, etc.) the second output shaft 12; said controllable torque transfer means 14 is connected to said first output shaft 11; the one-way clutch 6 is mounted on the intermediate shaft 13 or the differential 4 housing, and the transmission 1 is connected with the vehicle wheels 5 through the differential 4. Preferably, the first output shaft 11 and the second output shaft 12 are arranged in parallel, thereby improving the compactness of the transmission 1.
The control method of the dual-motor power system comprises the following steps:
receiving a drive signal containing gear information, determining a connection state of the controllable torque transfer device 14 based on the gear information; further, the connection states include three different states (shown in fig. 1 to 12) in which the first engaging portion 141 of the controllable torque transmitting device 14 is selectively engaged with the second engaging portion 142 or with the third engaging portion 143, or is not engaged with neither the second engaging portion 142 nor the third engaging portion 143. The driving signal is generated when the automobile is started or shifts gears, and the driving signal comprises gear information corresponding to the current gear of the automobile; each gear information comprises a gear state corresponding to the first click 2 and a gear state of the second motor 3 respectively; in the present embodiment, the gear state of the second electric machine 3 is constant; the gear state of the first electric machine 2 is variable (i.e. different gear states of the first electric machine correspond to different connection states of the controllable torque-transmitting device 14).
Controlling the second motor 3 to output first power at a preset first transmission ratio, and simultaneously controlling the first motor 2 to output second power according to the connection state; it will be appreciated that the second electric machine 3 outputs a first power at a constant first transmission ratio through the second output shaft 12 connected to its drive shaft, while the first electric machine 2 outputs a second power according to the connection state of the controllable torque transfer device 14 (the first coupling 141 is selectively coupled to the second coupling 142 or to the third coupling 143, or is not coupled to the second coupling 142 or to the third coupling 143), i.e. the second power output by the first electric machine 2 is variable. The first gear ratio is a ratio of a first rotation speed output by the second electric machine 3 to a second rotation speed after the first rotation speed is transmitted to the differential 4 through the transmission 1.
The first power and the second power are transmitted to the differential 4 in the forward direction through the controllable torque transmission device 14, the intermediate shaft 13 and the one-way clutch 6 so as to drive the wheels 5 of the automobile to rotate. As can be appreciated, due to the one-way transmission characteristic of the one-way clutch 6, the first power output in the forward direction by the first motor 2 and the second power output in the forward direction by the second motor 3 can be transmitted to the differential 4, i.e., the first motor 2 and the second motor 3 output forward torque (e.g., torque output by the first motor 2 and the second motor 3 when the automobile is accelerated), while the first power and the second power output in the reverse direction cannot be transmitted to the differential 4, i.e., the first motor 2 and the second motor 3 output reverse torque (e.g., torque output by the first motor 2 and the second motor 3 when the automobile is braked).
In the invention, the second motor 3 outputs the first power at a preset first transmission ratio, and the first motor 2 outputs the second power according to the connection state, so that the dual-motor power system integrates the second power output by the first motor 2 and the first power output by the second motor 3, and the dynamic property of the dual-motor power system is improved. In addition, the controllable torque transfer device 14, the intermediate shaft 13 and the one-way clutch 6 transmit the first power and the second power to the differential 4 in the forward direction to drive the wheels 5 of the vehicle to rotate; that is, the first electric machine 2 and the second electric machine 3 can transmit respective forward torques to the vehicle wheels 5 through the transmission 1, and the reverse torques of the first electric machine 2 and the second electric machine 3 cannot be transmitted to the vehicle wheels 5 through the transmission 1 (i.e., the reverse torques generated when the first electric machine 2 and the second electric machine 3 brake cannot be transmitted to the vehicle wheels 5 through the one-way clutch 6); in addition, due to the characteristic of one-way transmission of the one-way clutch 6, the reverse rotation of the automobile wheels 5 cannot pass through the one-way clutch 6 to drive the first motor 2 or the second motor 3 to reversely rotate, so that the design of the one-way clutch 6 reduces the drag resistance when the automobile normally runs, further reduces the power output by the first motor 2 and the second motor 3, improves the economy of the double-motor power system, has high integration level and saves the installation space.
In the embodiment shown in fig. 1 to 28, the transmission 1 further comprises a first gear 16, a second gear 17, a third gear 18, a fourth gear 19 and a fifth gear 100; the differential includes a sixth gear 15 meshed with the fifth gear 100; the first gear 16 is meshed with the second gear 17, and the third gear 18 is meshed with the fourth gear 19;
the first gear 16 is sleeved on the first output shaft 11, and the second gear 17, the fourth gear 19 and the fifth gear 100 are all connected to the intermediate shaft 13; the sixth gear 15 is connected to the differential case. It can be understood that, through the design and the meshing relationship of the gears in the transmission 1, the transmission 1 can transmit the rotation speed, the torque and the like output by the first electric machine 2 and the second electric machine 3 to the differential 4, and then transmit the rotation speed, the torque and the like to the vehicle wheels 5 through the differential 4, thereby realizing the normal running of the electric vehicle.
In the embodiment shown in fig. 1, the second output shaft 12 is sleeved on the first output shaft 11, and the third gear 18 is fixedly connected to the second output shaft 12.
Preferably, the one-way clutch 6 is fixedly connected to the intermediate shaft 13, and the second gear 17 is connected to the intermediate shaft 13 via the one-way clutch 6. The dual-power transmission system in this state comprises the following three transmission routes:
(1) when the first combining part 141 is at the middle position, that is, the first combining part 141 is not combined with the second combining part 142 and the third combining part 143, the second power output by the first motor 2 is controlled to be zero. At this time, the power of the second motor 3 passes through the second output shaft 12, the third gear 18, the fourth gear 19, the intermediate shaft 13, the fifth gear 100, the sixth gear 15, and the differential 4 in order to transmit the first power to the wheels 5 of the vehicle.
(2) When the first combining part 141 is combined with the second combining part 142, the power of the second gear 17 is still transmitted to the automobile wheel 5 through the transmission path; and controlling the first motor 2 to output the second power at a preset second transmission ratio; the power of the first motor 2 is transmitted to the vehicle wheels 5 through the first output shaft 11, the first coupling portion 141, the second coupling portion 142, the first gear 16, the second gear 17, the one-way clutch 6, the intermediate shaft 13, the fifth gear 100, the sixth gear 15, and the differential 4 in this order.
(3) When the first combining part 141 is combined with the second combining part 142, the power of the second gear 17 is still transmitted to the automobile wheel 5 through the transmission path; and controlling the first motor 2 to output the second power at a preset third transmission ratio; the power of the first motor 2 is transmitted to the vehicle wheels 5 through the first output shaft 11, the first coupling portion 141, the third coupling portion 143, the third gear 18, the fourth gear 19, the one-way clutch 6, the intermediate shaft 13, the fifth gear 100, the sixth gear 15, and the differential 4 in this order.
In addition, in the embodiment shown in fig. 1, the dual-motor drive system further includes two regenerative braking modes (the regenerative braking mode refers to that the first motor 2 or the second motor 3 provides braking torque when the vehicle brakes through the transmission 1 and the differential 4), so that the braking energy recovery capability is improved, and further, the energy utilization rate of the electric vehicle is improved.
When the above-mentioned two-motor drive system is in the first regenerative braking mode, the first coupling portion 141 is in the neutral position, and at this time, only the second motor 3 generates power, and the power generation path of the second motor 3 is: the resisting torque of the vehicle wheel 5 is transmitted to the second motor 3 sequentially through the differential 4, the differential case, the sixth gear 15, the fifth gear 100, the intermediate shaft 13, the fourth gear 19, the third gear 18, and the second shaft, so that the second motor 3 is rotated reversely to generate power.
When the above-described two-motor drive system is in the second regenerative braking mode, the first coupling portion 141 and the third coupling portion 143 are coupled, the power generation path of the second motor 3 is the same as that of the first regenerative braking mode, and the power generation path of the first motor 2 is: the drag torque of the vehicle wheel 5 is transmitted to the first motor 2 sequentially through the differential 4, the sixth gear 15, the fifth gear 100, the intermediate shaft 13, the fourth gear 19, the third gear 18, the third coupling portion 143, the first coupling portion 141, and the first output shaft 11.
In the embodiment shown in fig. 2, the second output shaft 12 is sleeved on the first output shaft 11, and the third gear 18 is fixedly connected to the second output shaft 12. Preferably, the one-way clutch 6 is fixedly connected to the intermediate shaft 13, and the fourth gear 19 is connected to the intermediate shaft 13 through the one-way clutch 6. The dual-power transmission system in this state comprises the following three transmission routes:
(1) when the first combining part 141 is in the middle position, that is, the first combining part 141 is not combined with the second combining part 142 and the third combining part 143, controlling the second power output by the first motor 2 to be zero; the transmission path of the second electric machine 3 is similar to that of the embodiment shown in fig. 1, and the difference from the embodiment shown in fig. 1 is that the one-way clutch 6 is installed between the third gear 18 and the fourth gear 19.
(2) When the first combining part 141 is combined with the second combining part 142, the power of the second gear 17 is still transmitted to the automobile wheel 5 through the transmission path; the first motor 2 is controlled to output the second power at a preset second transmission ratio; and the power of the first motor 2 is transmitted to the vehicle wheels 5 through the first output shaft 11, the first coupling portion 141, the second coupling portion 142, the first gear 16, the second gear 17, the intermediate shaft 13, the fifth gear 100, the sixth gear 15, and the differential 4 in this order.
(3) When the first combining part 141 is combined with the third combining part 143, the power of the second gear 17 is still transmitted to the automobile wheel 5 through the transmission path; the first motor 2 is controlled to output the second power at a preset third transmission ratio; and the power of the first motor 2 is transmitted to the vehicle wheels 5 through the first output shaft 11, the first coupling portion 141, the third coupling portion 143, the third gear 18, the fourth gear 19, the one-way clutch 6, the intermediate shaft 13, the fifth gear 100, the sixth gear 15, and the differential 4 in this order.
In the embodiment shown in fig. 2, the one-way clutch 6 is fixedly connected to the intermediate shaft 13 and is used for connecting the fourth gear 19, in this structure, the dual-motor power system has a regenerative braking mode only when the first connecting portion 141 and the second connecting portion 142 are combined, and the regenerative braking mode is: the drag torque of the vehicle wheel 5 is transmitted to the first motor 2 sequentially through the differential 4, the sixth gear 15, the fifth gear 100, the intermediate shaft 13, the second gear 17, the first gear 16, the second coupling portion 142, the first coupling portion 141, and the first output shaft 11.
In the embodiment shown in fig. 3, the second output shaft 12 is sleeved on the first output shaft 11, and the third gear 18 is fixedly connected to the second output shaft 12. Preferably, the one-way clutch 6 is fixedly connected to the intermediate shaft 13, and the fifth gear 100 is connected to the intermediate shaft 13 through the one-way clutch 6. In this state, the dual-power transmission system comprises the following three transmission routes:
(1) when the first combining part 141 is in the middle position, that is, the first combining part 141 is not combined with the second combining part 142 and the third combining part 143, controlling the second power output by the first motor 2 to be zero; the transmission path of the second electric machine 3 is similar to that of the embodiment shown in fig. 1, except that the one-way clutch 6 is installed between the fifth gear 100 and the sixth gear 15.
(2) When the first combining part 141 is combined with the second combining part 142, the power of the second gear 17 is still transmitted to the automobile wheel 5 through the transmission path; the first motor 2 is controlled to output the second power at a preset second transmission ratio; and the power of the first motor 2 is transmitted to the vehicle wheels 5 sequentially through the first output shaft 11, the first coupling portion 141, the second coupling portion 142, the first gear 16, the second gear 17, the intermediate shaft 13, the one-way clutch 6, the fifth gear 100, the sixth gear 15, and the differential 4.
(3) When the first combining part 141 is combined with the third combining part 143, the power of the second gear 17 is still transmitted to the automobile wheel 5 through the transmission path; the first motor 2 is controlled to output the second power at a preset third transmission ratio; and the power of the first motor 2 is transmitted to the vehicle wheels 5 sequentially through the first output shaft 11, the first coupling portion 141, the third coupling portion 143, the third gear 18, the fourth gear 19, the intermediate shaft 13, the one-way clutch 6, the fifth gear 100, the sixth gear 15, the differential case, and the differential 4.
In the embodiment shown in fig. 3, the one-way clutch 6 is fixedly connected to the intermediate shaft 13 and is used for connecting the fifth gear 100, and in this structure, the regenerative braking mode does not exist in the dual-motor power system.
In the embodiment shown in fig. 4, the second output shaft 12 is sleeved on the first output shaft 11, and the third gear 18 is fixedly connected to the second output shaft 12. And the one-way clutch 6 is fixedly connected to the differential case, and the sixth gear 15 is connected to the differential case through the one-way clutch 6. The following three transmission routes of the dual-power transmission system are similar to those of the third embodiment (except that the one-way clutch 6 is fixedly connected to the housing of the differential 4), and will not be described herein again. In this configuration, the braking torque of the vehicle wheels 5 cannot be transmitted in reverse to the first electric machine 2 or the second electric machine 3 via the differential 4 and the transmission 1 to generate electric power, i.e., in this mechanism, the two-motor power system does not have a regenerative braking mode.
In the embodiment shown in fig. 1 to 4, the first electric machine 2 outputs the second power at a preset third transmission ratio (when the first coupling portion 141 and the second coupling portion 143 are combined); the second motor 3 outputs first power at a preset first transmission ratio; the first gear ratio and the third gear ratio are equal.
Preferably, in the embodiment shown in fig. 1 to 4, the first output shaft 11 is sleeved on the second output shaft 12, and the first electric machine 2 and the second electric machine 3 are located on two opposite sides of the transmission 1. Under the structure, the dual-motor power system has good dynamic property and economical efficiency.
In the embodiment shown in fig. 5 and 17, the first output shaft 11 is arranged in parallel with the second output shaft 12, and the transmission 1 further comprises a seventh gear 102 fixedly connected to the second output shaft 12 and engaged with the first gear 16; the third gear 18 is sleeved on the first output shaft 11.
Preferably, the one-way clutch 6 is fixedly connected to the intermediate shaft 13, and the second gear 17 is connected to the intermediate shaft 13 via the one-way clutch 6. In this state, the dual-power transmission system comprises the following three transmission routes:
(1) when the first combining part 141 is in the middle position, that is, the first combining part 141 is not combined with the second combining part 142 and the third combining part 143, controlling the second power output by the first motor 2 to be zero; and the power of the second motor 3 sequentially passes through the second output shaft 12, the seventh gear 102, the second gear 17, the one-way clutch 6, the intermediate shaft 13, the fifth gear 100, the sixth gear 41 and the differential 4 to transmit the first power to the automobile wheels 5.
(2) When the first coupling portion 141 is coupled with the second coupling portion 142; at this time, the power of the second gear 17 transmits the first power to the vehicle wheel 5 through the transmission path; and controlling the first motor 2 to output the second power at a preset second transmission ratio; that is, the power of the first motor 2 is transmitted to the vehicle wheels 5 through the first output shaft 11, the first coupling portion 141, the second coupling portion 142, the first gear 16, the second gear 17, the intermediate shaft 13, the fifth gear 100, the sixth gear 15, and the differential 4 in this order.
(3) When the first combining part 141 is combined with the third combining part 143, the power of the second gear 17 still transmits the first power to the vehicle wheel 5 through the transmission path; controlling the first motor 2 to output the second power at a preset third transmission ratio; that is, the power of the first motor 2 is transmitted to the vehicle wheels 5 through the first output shaft 11, the first coupling portion 141, the third coupling portion 143, the third gear 18, the fourth gear 19, the one-way clutch 6, the intermediate shaft 13, the fifth gear 100, the sixth gear 15, and the differential 4 in this order.
In the embodiment shown in fig. 6 and 18, the first output shaft 11 is arranged in parallel with the second output shaft 12, and the transmission 1 further comprises a seventh gear 102 fixedly connected to the second output shaft 12 and engaged with the first gear 16; the third gear 18 is sleeved on the first output shaft 11. The one-way clutch 6 is fixedly connected to the intermediate shaft 13, and the fourth gear 19 is connected to the intermediate shaft 13 through the one-way clutch 6.
In the embodiment shown in fig. 7 and 19, the first output shaft 11 is arranged in parallel with the second output shaft 12, and the transmission 1 further comprises a seventh gear 102 fixedly connected to the second output shaft 12 and engaged with the first gear 16; the third gear 18 is sleeved on the first output shaft 11. The one-way clutch 6 is fixedly connected to the intermediate shaft 13, and the fifth gear 100 is connected to the intermediate shaft 13 through the one-way clutch 6. With this configuration, the transmission mode of the dual-motor transmission system is the same as the embodiment shown in fig. 5, and there is no regenerative braking mode, which will not be described herein.
In the embodiment shown in fig. 8 and 20, the second output shaft 12 and the first output shaft 11 are arranged in parallel with the second output shaft 12, and the transmission 1 further comprises a seventh gear 102 fixedly connected to the second output shaft 12 and engaged with the first gear 16; the third gear 18 is sleeved on the first output shaft 11. The one-way clutch 6 is fixedly connected to the differential case, and the sixth gear 15 is connected to the differential case through the one-way clutch 6. With this configuration, the transmission mode of the dual motor transmission system is similar to the embodiment shown in fig. 7, and there is no regenerative braking mode, which is not described herein again.
In summary, in the embodiments shown in fig. 5 to 8 and 17 to 20, one more gear (i.e. the seventh gear 102) is added in the transmission 1, and at this time, the first preset transmission ratio is different from the first preset transmission ratio and the third preset transmission ratio, so that the second motor 3 has an independent speed ratio optimization space, and the dual-motor power system can better consider both power performance and economy.
Preferably, in the embodiment shown in fig. 5 to 8, the first motor 2 and the second motor 3 are located on the same side of the transmission 1, so that the axial size of the dual-motor power system is reduced.
Preferably, in the embodiment of fig. 17 to 20, the half shaft 41 of the differential 4 passes through the middle of the second electric machine 3, so that the integration degree of the dual-electric-machine power system is further increased, and the installation space of the dual-electric-machine power system on the automobile is reduced.
In the embodiment shown in fig. 9 to 12, the second output shaft 12 is sleeved on the first output shaft 11, and the third gear 18 is fixedly connected to the second output shaft 12.
Preferably, the first electric machine 2 and the second electric machine 3 are located on the same side of the transmission 1.
In one embodiment, as shown in fig. 9, the one-way clutch 6 is fixedly connected to the intermediate shaft 13, and the second gear 17 is connected to the intermediate shaft 13 through the one-way clutch 6.
In one embodiment, as shown in fig. 10, the one-way clutch 6 is fixedly connected to the intermediate shaft 13, and the fourth gear 19 is connected to the intermediate shaft 13 through the one-way clutch 6.
In one embodiment, as shown in fig. 11, the one-way clutch 6 is fixedly connected to the intermediate shaft 13, and the fifth gear 100 is connected to the intermediate shaft 13 through the one-way clutch 6.
In one embodiment, as shown in fig. 12, the one-way clutch 6 is fixedly connected to the differential case, and the sixth gear 15 is connected to the differential case through the one-way clutch 6. At this time, the transmission mode of the dual-motor power system is not described in detail.
In one embodiment, as shown in fig. 13 and 21, the transmission further comprises an eighth gear 101 fixedly connected to the second output shaft 12 and engaged with the third gear 18; the third gear 18 is sleeved on the first output shaft 11.
Preferably, the one-way clutch 6 is fixedly connected to the intermediate shaft 13, and the second gear 17 is connected to the intermediate shaft 13 via the one-way clutch 6. In this state, the dual-power transmission system comprises the following three transmission routes:
(1) when the first combining part 141 is in the middle position, that is, the first combining part 141 is not combined with the second combining part 142 and the third combining part 143, controlling the second power output by the first motor 2 to be zero; and the power of the second motor 3 sequentially passes through the second output shaft 12, the eighth gear 101, the fourth gear 19, the intermediate shaft 13, the fifth gear 100, the sixth gear 15 and the differential 4 to transmit the first power to the automobile wheels 5.
(2) When the first coupling portion 141 is coupled with the second coupling portion 142; at this time, the power of the second gear 17 transmits the first power to the vehicle wheel 5 through the transmission path; and controlling the first motor 2 to output the second power at a preset second transmission ratio; that is, the power of the first motor 2 is transmitted to the vehicle wheels 5 through the first output shaft 11, the first coupling portion 141, the second coupling portion 142, the first gear 16, the second gear 17, the intermediate shaft 13, the fifth gear 100, the sixth gear 15, and the differential 4 in this order.
(3) When the first combining part 141 is combined with the third combining part 143, the power of the second gear 17 still transmits the first power to the vehicle wheel 5 through the transmission path; controlling the first motor 2 to output the second power at a preset third transmission ratio; that is, the power of the first motor 2 is transmitted to the vehicle wheels 5 through the first output shaft 11, the first coupling portion 141, the third coupling portion 143, the third gear 18, the fourth gear 19, the one-way clutch 6, the intermediate shaft 13, the fifth gear 100, the sixth gear 15, and the differential 4 in this order.
In this configuration, the braking torque of the vehicle wheels 5 cannot be transmitted in reverse to the first electric machine 2 or the second electric machine 3 via the differential 4 and the transmission 1 to generate electric power, i.e., in this mechanism, the two-motor power system does not have a regenerative braking mode.
Further, in the embodiment shown in fig. 5, the speed ratio of the first gear 16 and the second gear 17 is equal to or greater than the speed ratio of the third gear 18 and the fourth gear 19; arranging the one-way clutch 6 on the gear side having a large gear ratio ensures smooth and quick engagement of the first engaging portion 141 and the second engaging portion 142; and further reduces the noise of the electric automobile in the high-speed running process.
In one embodiment, as shown in fig. 14 and 22, the transmission further comprises an eighth gear 101 fixedly connected to the second output shaft and engaged with the third gear; the third gear is sleeved on the first output shaft. The one-way clutch 6 is fixedly connected to the intermediate shaft 13, and the fourth gear 19 is connected to the intermediate shaft 13 through the one-way clutch 6. At this time, the transmission mode of the dual-motor power system is not described in detail.
In one embodiment, as shown in fig. 15 and 23, the transmission further comprises an eighth gear 101 fixedly connected to the second output shaft and engaged with the third gear; the third gear is sleeved on the first output shaft. The one-way clutch 6 is fixedly connected to the intermediate shaft 13, and the fifth gear 100 is connected to the intermediate shaft 13 through the one-way clutch 6. At this time, the transmission mode of the dual-motor power system is not described in detail.
In one embodiment, as shown in fig. 16 and 24, the vehicle further comprises an eighth gear 101 fixedly connected to the second output shaft and engaged with the third gear; the third gear is sleeved on the first output shaft. The one-way clutch 6 is fixedly connected to the shell of the differential 4, and the sixth gear 15 is connected to the shell of the differential 4 through the one-way clutch 6. At this time, the transmission mode of the dual-motor power system is not described in detail. At this time, the transmission mode of the dual-motor power system is not described in detail.
In the embodiments shown in fig. 13 to 16 and fig. 21 to 24, the first preset transmission ratio is different from the second preset transmission ratio and the third preset transmission ratio, so that the second motor 3 has an independent speed ratio optimization space, and the dual-motor power system can better achieve both the power performance and the economy.
Preferably, as shown in the embodiment shown in fig. 21 to 24, the half shaft 41 of the differential 4 passes through the middle of the second electric machine 3, so that the integration degree of the dual-electric-machine power system is further increased, and the installation space of the dual-electric-machine power system on the automobile is reduced.
In one embodiment, as shown in fig. 25, the second output shaft is connected to the intermediate shaft (i.e. the second output shaft and the intermediate shaft are coaxially arranged), and the third gear 18 is sleeved on the first output shaft 11.
Preferably, the one-way clutch 6 is fixedly connected to the intermediate shaft 13, and the second gear 17 is connected to the intermediate shaft 13 via the one-way clutch 6. In this state, the dual-power transmission system comprises the following three transmission routes:
(1) when the first combining part 141 is in the middle position, that is, the first combining part 141 is not combined with the second combining part 142 and the third combining part 143, controlling the second power output by the first motor 2 to be zero; and the power of the second motor 3 sequentially passes through the intermediate shaft 13 (i.e. the second output shaft 12), the fifth gear 100, the sixth gear 15 and the differential 4 to transmit the first power to the vehicle wheels 5.
(2) When the first coupling portion 141 is coupled with the second coupling portion 142; at this time, the power of the second gear 17 transmits the first power to the vehicle wheel 5 through the transmission path; and controlling the first motor 2 to output the second power at a preset second transmission ratio; that is, the power of the first motor 2 is transmitted to the vehicle wheels 5 through the first output shaft 11, the first coupling portion 141, the second coupling portion 142, the first gear 16, the second gear 17, the intermediate shaft 13, the fifth gear 100, the sixth gear 15, and the differential 4 in this order.
(3) When the first combining part 141 is combined with the third combining part 143, the power of the second gear 17 still transmits the first power to the vehicle wheel 5 through the transmission path; controlling the first motor 2 to output the second power at a preset third transmission ratio; that is, the power of the first motor 2 is transmitted to the vehicle wheels 5 through the first output shaft 11, the first coupling portion 141, the third coupling portion 143, the third gear 18, the fourth gear 19, the one-way clutch 6, the intermediate shaft 13, the fifth gear 100, the sixth gear 15, and the differential 4 in this order.
In one embodiment, as shown in fig. 26, the one-way clutch 6 is fixedly connected to the intermediate shaft 13, and the fourth gear 19 is connected to the intermediate shaft 13 through the one-way clutch 6.
In one embodiment, as shown in fig. 27, the one-way clutch 6 is fixedly connected to the intermediate shaft 13, and the fifth gear 100 is connected to the intermediate shaft 13 through the one-way clutch 6.
In one embodiment, as shown in fig. 28, the one-way clutch 6 is fixedly connected to the differential case, and the sixth gear 15 is connected to the differential case through the one-way clutch 6. At this time, the transmission mode of the dual-motor power system is not described in detail.
In the embodiment shown in fig. 25 to 28, the second output shaft is arranged coaxially with the intermediate shaft, so that the compactness of the dual-motor power system is further improved.
In the invention, the forward torque of the first electric machine 2 and the second electric machine 3 can be transmitted to the differential 4 through the one-way clutch, while the reverse torque of the first electric machine 2 and the second electric machine 3 can not be transmitted to the vehicle wheels 5 through the transmission 1; in addition, due to the characteristic of one-way transmission of the one-way clutch 6, the reverse rotation of the automobile wheels 5 cannot drive the first motor 2 or the second motor 3 to reversely rotate through the one-way clutch 6, so that the design of the one-way clutch 6 reduces the drag resistance of the automobile in normal running, further reduces the power output by the first motor 2 and the second motor 3, and improves the economy of the dual-motor power system.
Preferably, in the embodiment shown in fig. 9 to 12, the first motor 2 and the second motor 3 are arranged on the same side of the transmission 1, so that the axial size of the dual-motor power system is reduced.
The embodiment of the invention also provides an electric automobile which is characterized by comprising the double-motor power system.
The present invention is not limited to the above preferred embodiments, and any modifications, equivalent replacements, and improvements made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (10)
1. A dual-motor power system is characterized by comprising a first motor, a second motor, a differential, a one-way clutch and a transmission; the transmission comprises a first output shaft, a second output shaft, an intermediate shaft and a controllable torque transmission device;
the driving shaft of the first motor is connected with the first output shaft, and the driving shaft of the second motor is connected with the second output shaft; the controllable torque transfer device is connected with the first output shaft; the one-way clutch is mounted on the intermediate shaft or the differential, and the transmission is connected with the automobile wheels through the differential.
2. The dual motor power system as defined in claim 1, wherein the transmission further comprises a first gear, a second gear, a third gear, a fourth gear, a fifth gear, and a sixth gear; the first gear is meshed with the second gear, the third gear is meshed with the fourth gear, and the fifth gear is meshed with the sixth gear;
the first gear is sleeved on the first output shaft, and the second gear, the fourth gear and the fifth gear are all connected to the intermediate shaft; the sixth gear is mounted on the differential housing.
3. The dual motor power system as defined in claim 2, wherein the controllable torque transfer device includes a first coupling portion, a second coupling portion, and a third coupling portion; the first joint is located between the second joint and the third joint; the first combining part is connected with the first output shaft; the second combining part is fixedly connected with the first gear; the third combining part is fixedly connected to the third gear.
4. The dual-motor power system as recited in claim 3, wherein the second output shaft is sleeved on the first output shaft, and the third gear is fixedly connected to the second output shaft.
5. The dual motor power system as in claim 3, wherein the transmission further comprises a seventh gear mounted on the second output shaft and meshed with the third gear; the third gear is sleeved on the first output shaft.
6. The dual motor power system as in claim 3, wherein the transmission further comprises an eighth gear mounted on the second output shaft and meshed with the fourth gear; the third gear is sleeved on the first output shaft.
7. The dual-motor power system as recited in claim 3, wherein the first motor and the second motor are located on the same side of the transmission; or
The first and second electric machines are located on opposite sides of the transmission.
8. The dual motor power system as defined in claim 3, wherein; the one-way clutch is fixedly connected to the intermediate shaft, and the second gear is connected with the intermediate shaft through the one-way clutch; or
The one-way clutch is fixedly connected to the intermediate shaft, and the fourth gear is connected with the intermediate shaft through the one-way clutch; or
The one-way clutch is fixedly connected to the intermediate shaft, and the fifth gear is connected to the intermediate shaft through the one-way clutch.
9. The dual-motor power system as defined in claim 3, wherein the one-way clutch is fixedly connected to the differential housing, and the sixth gear is connected to the differential housing through the one-way clutch.
10. An electric vehicle characterized by comprising the dual-motor power system of any one of claims 1 to 9.
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|---|---|---|---|
| CN202021637317.3U CN212400870U (en) | 2020-08-07 | 2020-08-07 | Dual-motor power system and electric automobile |
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| CN202021637317.3U CN212400870U (en) | 2020-08-07 | 2020-08-07 | Dual-motor power system and electric automobile |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2023273307A1 (en) * | 2021-06-29 | 2023-01-05 | 奇瑞汽车股份有限公司 | Transmission structure, and power system of battery electric vehicle and control method |
| WO2023284667A1 (en) * | 2021-07-13 | 2023-01-19 | 中国第一汽车股份有限公司 | Electric drive assembly and electric vehicle |
-
2020
- 2020-08-07 CN CN202021637317.3U patent/CN212400870U/en active Active
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2023273307A1 (en) * | 2021-06-29 | 2023-01-05 | 奇瑞汽车股份有限公司 | Transmission structure, and power system of battery electric vehicle and control method |
| WO2023284667A1 (en) * | 2021-07-13 | 2023-01-19 | 中国第一汽车股份有限公司 | Electric drive assembly and electric vehicle |
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Effective date of registration: 20211230 Address after: 511400 No.36 Longying Road, Shilou Town, Panyu District, Guangzhou City, Guangdong Province Patentee after: GAC AION New Energy Vehicle Co.,Ltd. Address before: 510030 23 building, Cheng Yue mansion 448-458, Dongfeng Middle Road, Yuexiu District, Guangzhou, Guangdong. Patentee before: GUANGZHOU AUTOMOBILE GROUP Co.,Ltd. |
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