CN214001300U - Dual motor drive for electrically driven vehicle - Google Patents
Dual motor drive for electrically driven vehicle Download PDFInfo
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- CN214001300U CN214001300U CN202022585669.5U CN202022585669U CN214001300U CN 214001300 U CN214001300 U CN 214001300U CN 202022585669 U CN202022585669 U CN 202022585669U CN 214001300 U CN214001300 U CN 214001300U
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Abstract
The utility model belongs to the technical field of the electric automobile transmission, especially, relate to a bi-motor drive device for electric drive vehicle. The utility model discloses rotational speed and torque to car require the broad among the prior art, single motor can't satisfy the problem that whole operating mode interval motor all moves in high efficiency district, provides a two motor drive arrangement for electric drive vehicle, including the power input subassembly that is used for driving wheel pivoted output shaft and is connected with the output shaft drive, still include first driving motor and second driving motor, first driving motor is connected with the power input subassembly drive through the first subassembly of shifting that has two transmission path at least, the second driving motor is connected with the power input subassembly drive through the second subassembly of shifting that has two transmission path at least. The utility model discloses a power input subassembly is connected with first driving motor and second driving motor simultaneously to the demand that the interval motor of better whole operating mode of satisfying all moves in high efficiency district.
Description
Technical Field
The utility model belongs to the technical field of the electric automobile transmission, especially, relate to a bi-motor drive device for electric drive vehicle.
Background
The new energy automobile is developed rapidly in the industry by the characteristics of energy conservation and environmental protection, and the automobile type can change the existing energy structure. At present, the cruising ability of new energy vehicles is a great concern, so the new energy vehicles mostly adopt an electric driving mode. Although the high-efficiency interval of the motor is much larger than that of the internal combustion engine, the requirements on the rotating speed and the torque of the automobile are wider, and the single motor cannot meet the requirement that the motor runs in the high-efficiency area in the whole working condition interval.
For example, the chinese invention patent application discloses a driving apparatus having a motor [ application No.: 201910422642.3], the invention relates to an electric drive machine which is operatively connected to a transmission via a drive shaft, wherein the transmission has a first and a second planetary stage and a differential stage, wherein the first planetary stage has a first planetary set with a plurality of planetary wheels, wherein the planetary wheels of the first planetary set are arranged on a first planet carrier in a rotatable manner and are in engagement with a first sun wheel and a first ring gear, wherein the second planetary stage has a second planetary set with a plurality of planetary wheels, wherein the planetary wheels of the second planetary set are arranged on a second planet carrier in a rotatable manner and are in engagement with a second sun wheel and a second ring gear, wherein the drive shaft is connected to the first sun wheel in a rotationally fixed manner, wherein the first ring gear is fixed to a housing of the transmission in a stationary manner, wherein a double clutch with a first and a second power-shifting clutch is arranged between the first and second planetary stages Device, wherein the first planet carrier is connectable with the second ring gear via a first clutch, and wherein the first planet carrier is connectable with the second planet carrier via a second clutch, wherein the second planet carrier is in operative connection with the differential stage, and wherein the differential stage is arranged axially between the first and second planet stages.
The technical scheme adopted by the patent application is a single-motor driving technical scheme, so that the problem that the motor cannot operate in a high-efficiency region in the whole working condition interval exists.
SUMMERY OF THE UTILITY MODEL
The utility model aims at the above-mentioned problem, a can better satisfy the two motor drive arrangement that are used for electric drive vehicle that whole operating mode interval motor all operated in the high efficiency district is provided.
In order to achieve the above purpose, the utility model adopts the following technical proposal:
the double-motor driving device for the electrically driven vehicle comprises an output shaft for driving wheels to rotate, a power input assembly in driving connection with the output shaft, a first driving motor and a second driving motor, wherein the first driving motor is in driving connection with the power input assembly through a first gear shifting assembly at least provided with two transmission paths, and the second driving motor is in driving connection with the power input assembly through a second gear shifting assembly at least provided with two transmission paths.
In the above dual motor driving device for an electrically driven vehicle, a coupling assembly for collecting power of the first driving motor and the second driving motor is further included, and the coupling assembly is in driving connection with the power input assembly drive, the first gear shifting assembly and the second gear shifting assembly.
In the above dual-motor driving device for an electrically driven vehicle, the first gear shifting assembly includes a third transmission shaft connected to the first driving motor, a third transmission gear and a fourth transmission gear are sleeved on the third transmission shaft, and both the third transmission gear and the fourth transmission gear are engaged with the coupling assembly;
the second gear shifting assembly comprises a first transmission shaft connected to a second driving motor, a first transmission gear and a sixth transmission gear are sleeved on the first transmission shaft in a hollow mode, and the first transmission gear and the sixth transmission gear are both meshed with the coupling assembly;
the sliding gear selection assembly can enable the gear selection assembly to be coupled or decoupled with the transmission gear.
In the above-mentioned dual-motor drive device for an electrically driven vehicle, the gear selection assembly includes a spline fixedly connected to the transmission shaft and a sleeve gear fixedly axially slidably connected to the spline in a circumferential direction, and the sliding sleeve gear can couple or decouple the sleeve gear with or from the transmission gear.
In the above dual motor driving apparatus for an electrically driven vehicle, the coupling assembly includes a second transmission shaft, and a second transmission gear, a fifth transmission gear and a seventh transmission gear fixedly connected to the second transmission shaft, the second transmission gear is engaged with the first transmission gear and the third transmission gear, the fifth transmission gear is engaged with the fourth transmission gear and the sixth transmission gear, and the seventh transmission gear is engaged with the power input assembly.
In the above-described dual motor drive apparatus for an electrically driven vehicle, the second transmission shaft, the first transmission shaft, and the third transmission shaft are arranged in parallel with each other.
In the above-mentioned dual-motor drive device for an electrically driven vehicle, a deceleration and torque-increasing assembly for increasing the input torque is further provided between the power input assembly and the coupling assembly.
In the above dual-motor driving device for an electrically driven vehicle, the deceleration moment-increasing assembly includes an eighth transmission gear engaged with the coupling assembly, the eighth transmission gear is fixedly connected with a ninth transmission gear through a synchronization sleeve, the eighth transmission gear, the synchronization sleeve and the ninth transmission gear are all disposed on the power input shaft, the ninth transmission gear is engaged with the power input assembly, and a diameter of the eighth transmission gear is greater than a diameter of the ninth transmission gear.
In the above-described dual motor drive apparatus for an electrically driven vehicle, the power input shaft is fixedly connected to the third transmission shaft or the first transmission shaft.
In the above-mentioned dual-motor drive apparatus for an electrically driven vehicle, the power input assembly includes a fourth transmission shaft, the fourth transmission shaft is fixedly connected with a tenth transmission gear and an eleventh transmission gear, the output shaft is further provided with a differential assembly, the differential assembly is fixedly connected with a twelfth transmission gear, and the eleventh transmission gear is engaged with the twelfth transmission gear.
Compared with the prior art, the utility model has the advantages of:
1. the utility model discloses a power input subassembly is connected with first driving motor and second driving motor simultaneously, and first driving motor and second driving motor's high efficiency is interval different, so can select first driving motor or/and second driving motor as required to provide power in the use to the better demand that satisfies the interval motor of whole operating mode and all move in the high efficiency district.
2. The utility model discloses be equipped with the speed reduction and increase the square subassembly between power input subassembly and coupling subassembly, power transmission on the coupling subassembly can be via speed reduction and increase the square subassembly speed reduction to the in-process of power input subassembly like this, increases input torque simultaneously to promote acceleration performance.
3. The utility model discloses a transmission simple structure is compact, the installation setting of being convenient for.
Drawings
Fig. 1 is a schematic structural diagram of the present invention;
in the figure: the transmission device comprises a first driving motor 1, a second driving motor 2, an output shaft 3, a power input assembly 4, a first gear shifting assembly 5, a second gear shifting assembly 6, a coupling assembly 7, a gear selection assembly 8, a speed reduction and torque increase assembly 9, a fourth transmission shaft 41, a tenth transmission gear 42, an eleventh transmission gear 43, a differential assembly 44, a twelfth transmission gear 45, a third transmission shaft 51, a third transmission gear 52, a fourth transmission gear 53, a first transmission shaft 61, a first transmission gear 62, a sixth transmission gear 63, a second transmission shaft 71, a second transmission gear 72, a fifth transmission gear 73, a seventh transmission gear 74, a gear sleeve 81, an eighth transmission gear 91, a synchronous sleeve 92, a ninth transmission gear 93 and a power input shaft 94.
Detailed Description
The present invention will be described in further detail with reference to the accompanying drawings and specific embodiments.
As shown in fig. 1, the dual-motor driving device for the electrically driven vehicle comprises an output shaft 3 for driving wheels to rotate, a power input assembly 4 in driving connection with the output shaft 3, a first driving motor 1 and a second driving motor 2, wherein the first driving motor 1 is in driving connection with the power input assembly 4 through a first gear shifting assembly 5 with at least two transmission paths, and the second driving motor 2 is in driving connection with the power input assembly 4 through a second gear shifting assembly 6 with at least two transmission paths.
The utility model discloses, during the use, can start first driving motor 1 or second driving motor 2 as required, first driving motor 1 and second driving motor 2 all can be through power input component 4 with power transmission to output shaft 3 to drive the rotation of wheels. The event the utility model discloses a power input subassembly 4 is connected with first driving motor 1 and second driving motor 2 simultaneously, and first driving motor 1 and second driving motor 2's high efficiency is interval different, can select first driving motor 1 or second driving motor 2 as required to provide power in the event use to the better demand that satisfies the interval motor of whole operating mode and all move in the high efficiency district.
As shown in fig. 1, the transmission device further comprises a coupling assembly 7 for collecting power of the first driving motor 1 and the second driving motor 2, wherein the coupling assembly 7 is in driving connection with the power input assembly 4, the first gear shifting assembly 5 and the second gear shifting assembly 6. The coupling assembly 7 can enable the power of the first driving motor 1 and the power of the second driving motor 2 to be converged on the coupling assembly 7, so that the dual-motor coupling input can be conveniently realized when in need.
As shown in fig. 1, the first gear shifting assembly 5 comprises a third transmission shaft 51 connected to the first driving motor 1, a third transmission gear 52 and a fourth transmission gear 53 are sleeved on the third transmission shaft 51, and both the third transmission gear 52 and the fourth transmission gear 53 are meshed with the coupling assembly 7; the second gear shifting assembly 6 comprises a first transmission shaft 61 connected to the second driving motor 2, a first transmission gear 62 and a sixth transmission gear 63 are sleeved on the first transmission shaft 61 in a hollow manner, and the first transmission gear 62 and the sixth transmission gear 63 are both meshed with the coupling assembly 7; and a gear selection assembly 8 arranged between the third transmission gear 52 and the fourth transmission gear 53 and between the first transmission gear 62 and the sixth transmission gear 63, wherein the sliding gear selection assembly 8 can couple or decouple the gear selection assembly 8 with the transmission gears. That is, the sliding gear selection assembly 8 can connect the third transmission gear 52 or the fourth transmission gear 53 with the third transmission shaft 51, and connect the first transmission gear 62 or the sixth transmission gear 63 with the first transmission shaft 61, so as to switch the transmission routes.
Specifically, the gear selection assembly 8 comprises a spline fixedly connected to the transmission shaft and a gear sleeve 81 fixedly and axially slidably connected with the spline in the circumferential direction, and the sliding gear sleeve 81 can enable the gear sleeve 81 to be coupled with or decoupled from the transmission gear. When the gear sleeve 61 is coupled with the transmission gear, the transmission shaft can drive the transmission gear to synchronously rotate.
As shown in fig. 1, the coupling assembly 7 includes a second transmission shaft 71, and a second transmission gear 72, a fifth transmission gear 73 and a seventh transmission gear 74 fixedly connected to the second transmission shaft 71, wherein the second transmission gear 72 is engaged with the first transmission gear 62 and the third transmission gear 52, the fifth transmission gear 73 is engaged with the fourth transmission gear 53 and the sixth transmission gear 63, and the seventh transmission gear 74 is engaged with the power input assembly 4.
Preferably, the second transmission shaft 71, the first transmission shaft 61 and the third transmission shaft 51 are arranged in parallel with each other. Therefore, the stability of the transmission and power confluence process can be ensured.
As shown in fig. 1, a deceleration and torque increasing assembly 9 for increasing the input torque is further arranged between the power input assembly 4 and the coupling assembly 7. The utility model discloses be equipped with the speed reduction and increase a square subassembly 9 between power input subassembly 4 and coupling subassembly 7, power transmission on the coupling subassembly 7 can be reduced speed to the in-process of power input subassembly 4 via speed reduction and increase a square subassembly 9 like this, increases the input torque simultaneously to promote acceleration performance.
Specifically, the speed reduction and torque increase assembly 9 comprises an eighth transmission gear 91 meshed with the coupling assembly 7, namely, the eighth transmission gear 91 is meshed with the seventh transmission gear 74, the eighth transmission gear 91 is fixedly connected with a ninth transmission gear 93 through a synchronous sleeve 92, the eighth transmission gear 91, the synchronous sleeve 92 and the ninth transmission gear 93 are all arranged on a power input shaft 94, the ninth transmission gear 93 is meshed with the power input assembly 4, namely, the ninth transmission gear 93 is meshed with the tenth transmission gear 42, the diameter of the eighth transmission gear 91 is larger than that of the ninth transmission gear 93, so that power is input from one end of a large gear, output from one end of a small gear and play a role in speed reduction and torque increase. Further, in order to achieve the effects of speed reduction and torque increase, the diameter of the eighth transmission gear 91 is larger than that of the seventh transmission gear 74, and the diameter of the ninth transmission gear 93 is smaller than that of the tenth transmission gear 42.
Preferably, the power input shaft 94 is fixedly connected with the third transmission shaft 51 or the first transmission shaft 61. That is, the power input shaft 94 and the third transmission shaft 51 or the first transmission shaft 61 are the same shaft, so that the overall structure of the driving device can be simplified, the transmission structure is simple and compact, and the installation and the arrangement are convenient.
As shown in fig. 1, the power input assembly 4 includes a fourth transmission shaft 41, a tenth transmission gear 42 and an eleventh transmission gear 43 are fixedly connected to the fourth transmission shaft 41, a differential assembly 44 is further disposed on the output shaft 3, a twelfth transmission gear 45 is fixedly connected to the differential assembly 44, and the eleventh transmission gear 43 is engaged with the twelfth transmission gear 45. Differential assembly 44 enables the drive wheels to rotate at different rotational speeds.
The utility model discloses a power transmission route does: the sliding gear sleeve 81 couples the gear sleeve 81 on the first transmission shaft 61 with the first transmission gear 62, and the power of the second driving motor 2 is transmitted to the differential assembly 44 through the first transmission gear 62, the second transmission gear 72, the seventh transmission gear 74, the eighth transmission gear 91, the ninth transmission gear 93, the tenth transmission gear 42, the eleventh transmission gear 43 and the twelfth transmission gear 45 in sequence and acts on the output shaft 3.
The utility model discloses a second power transmission route does: the sliding gear sleeve 81 enables the gear sleeve 81 on the first transmission shaft 61 to be coupled with the sixth transmission gear 63, and the power of the second driving motor 2 is transmitted to the differential assembly 44 through the sixth transmission gear 63, the fifth transmission gear 73, the seventh transmission gear 74, the eighth transmission gear 91, the ninth transmission gear 93, the tenth transmission gear 42, the eleventh transmission gear 43 and the twelfth transmission gear 45 in sequence and acts on the output shaft 3.
The utility model discloses a third power transmission route does: the sliding gear sleeve 81 enables the gear sleeve 81 on the third transmission shaft 51 to be coupled with the third transmission gear 52, and the power of the first driving motor 1 is transmitted to the differential assembly 44 and acts on the output shaft 3 through the third transmission gear 52, the second transmission gear 72, the seventh transmission gear 74, the eighth transmission gear 91, the ninth transmission gear 93, the tenth transmission gear 42, the eleventh transmission gear 43 and the twelfth transmission gear 45 in sequence.
The fourth power transmission route of the utility model is: the sliding gear sleeve 81 enables the gear sleeve 81 on the third transmission shaft 51 to be coupled with the fourth transmission gear 53, and the power of the first driving motor 1 is transmitted to the differential assembly 44 through the fourth transmission gear 53, the fifth transmission gear 73, the seventh transmission gear 74, the eighth transmission gear 91, the ninth transmission gear 93, the tenth transmission gear 42, the eleventh transmission gear 43 and the twelfth transmission gear 45 in sequence and acts on the output shaft 3.
The transmission gears of each transmission path are different, so that the output shaft 3 is provided with power through different transmission paths, or the final transmission ratios of the two motors which are used for providing power for the output shaft 3 through two different transmission paths at the same time are different, namely a plurality of gears are formed, so that the driving requirement of the electric vehicle is met. In the gear shifting process, after the gear sleeve 81 is coupled with the transmission gear, the other gear sleeve 81 is decoupled with the transmission gear, so that no power interruption is caused in the gear shifting process.
The specific embodiments described herein are merely illustrative of the spirit of the invention. Various modifications, additions and substitutions for the specific embodiments described herein may be made by those skilled in the art without departing from the spirit of the invention or exceeding the scope of the invention as defined in the accompanying claims.
Although terms such as the first driving motor 1, the second driving motor 2, the output shaft 3, the power input assembly 4, the first gear shifting assembly 5, the second gear shifting assembly 6, the coupling assembly 7, the gear selecting assembly 8, the speed reducing and torque increasing assembly 9, the fourth transmission shaft 41, the tenth transmission gear 42, the eleventh transmission gear 43, the differential assembly 44, the twelfth transmission gear 45, the third transmission shaft 51, the third transmission gear 52, the fourth transmission gear 53, the first transmission shaft 61, the first transmission gear 62, the sixth transmission gear 63, the second transmission shaft 71, the second transmission gear 72, the fifth transmission gear 73, the seventh transmission gear 74, the gear sleeve 81, the eighth transmission gear 91, the synchronizing sleeve 92, the ninth transmission gear 93 and the power input shaft 94 are used more often, the possibility of using other terms is not excluded. These terms are used merely to more conveniently describe and explain the nature of the present invention; they are to be construed in a manner that is inconsistent with the spirit of the invention.
Claims (10)
1. A dual-motor driving device for an electrically driven vehicle, comprising an output shaft (3) for driving a wheel to rotate and a power input assembly (4) in driving connection with the output shaft (3), characterized in that: the power transmission device is characterized by further comprising a first driving motor (1) and a second driving motor (2), wherein the first driving motor (1) is in driving connection with the power input assembly (4) through a first gear shifting assembly (5) at least provided with two transmission paths, and the second driving motor (2) is in driving connection with the power input assembly (4) through a second gear shifting assembly (6) at least provided with two transmission paths.
2. The dual-motor drive apparatus for electrically driving a vehicle according to claim 1, wherein: the gear shifting device is characterized by further comprising a coupling assembly (7) for collecting power of the first driving motor (1) and the second driving motor (2), wherein the coupling assembly (7) is in driving connection with the power input assembly (4) and the first gear shifting assembly (5) and the second gear shifting assembly (6).
3. The dual-motor drive apparatus for electrically driving a vehicle according to claim 2, wherein: the first gear shifting assembly (5) comprises a third transmission shaft (51) connected to the first driving motor (1), a third transmission gear (52) and a fourth transmission gear (53) are sleeved on the third transmission shaft (51) in an air mode, and the third transmission gear (52) and the fourth transmission gear (53) are meshed with the coupling assembly (7);
the second gear shifting assembly (6) comprises a first transmission shaft (61) connected to the second driving motor (2), a first transmission gear (62) and a sixth transmission gear (63) are sleeved on the first transmission shaft (61) in a hollow mode, and the first transmission gear (62) and the sixth transmission gear (63) are meshed with the coupling assembly (7);
the transmission mechanism further comprises a gear selection assembly (8) arranged between the third transmission gear (52) and the fourth transmission gear (53) and between the first transmission gear (62) and the sixth transmission gear (63), and the sliding gear selection assembly (8) can enable the gear selection assembly (8) to be coupled with or decoupled from the transmission gears.
4. The dual-motor drive apparatus for electrically driving a vehicle according to claim 3, wherein: the gear selection assembly (8) comprises a spline fixedly connected to the transmission shaft and a gear sleeve (81) in circumferential fixed axial sliding connection with the spline, and the sliding gear sleeve (81) can enable the gear sleeve (81) to be coupled or decoupled with the transmission gear.
5. The dual-motor drive apparatus for electrically driving a vehicle according to claim 3, wherein: the coupling assembly (7) comprises a second transmission shaft (71), and a second transmission gear (72), a fifth transmission gear (73) and a seventh transmission gear (74) which are fixedly connected to the second transmission shaft (71), wherein the second transmission gear (72) is meshed with the first transmission gear (62) and the third transmission gear (52), the fifth transmission gear (73) is meshed with the fourth transmission gear (53) and the sixth transmission gear (63), and the seventh transmission gear (74) is meshed with the power input assembly (4).
6. The dual-motor drive apparatus for electrically driving a vehicle according to claim 5, wherein: the second transmission shaft (71), the first transmission shaft (61) and the third transmission shaft (51) are arranged in parallel.
7. The dual-motor drive apparatus for electrically driving a vehicle according to claim 3, wherein: and a speed reduction and torque increase assembly (9) for increasing the input torque is also arranged between the power input assembly (4) and the coupling assembly (7).
8. The dual-motor drive apparatus for electrically driving a vehicle according to claim 7, wherein: the speed-reducing moment-increasing assembly (9) comprises an eighth transmission gear (91) meshed with the coupling assembly (7), the eighth transmission gear (91) is fixedly connected with a ninth transmission gear (93) through a synchronous sleeve (92), the eighth transmission gear (91), the synchronous sleeve (92) and the ninth transmission gear (93) are all arranged on a power input shaft (94), the ninth transmission gear (93) is meshed with the power input assembly (4), and the diameter of the eighth transmission gear (91) is larger than that of the ninth transmission gear (93).
9. The dual-motor drive apparatus for electrically driving a vehicle according to claim 8, wherein: the power input shaft (94) is fixedly connected with the third transmission shaft (51) or the first transmission shaft (61).
10. The dual-motor drive apparatus for electrically driving a vehicle according to claim 1, wherein: the power input assembly (4) comprises a fourth transmission shaft (41), a tenth transmission gear (42) and an eleventh transmission gear (43) are fixedly connected to the fourth transmission shaft (41), a differential assembly (44) is further arranged on the output shaft (3), a twelfth transmission gear (45) is fixedly connected to the differential assembly (44), and the eleventh transmission gear (43) is meshed with the twelfth transmission gear (45).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022585669.5U CN214001300U (en) | 2020-11-10 | 2020-11-10 | Dual motor drive for electrically driven vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022585669.5U CN214001300U (en) | 2020-11-10 | 2020-11-10 | Dual motor drive for electrically driven vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN214001300U true CN214001300U (en) | 2021-08-20 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202022585669.5U Active CN214001300U (en) | 2020-11-10 | 2020-11-10 | Dual motor drive for electrically driven vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN214001300U (en) |
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2020
- 2020-11-10 CN CN202022585669.5U patent/CN214001300U/en active Active
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