CN214874226U - Double-motor pure electric driving device and vehicle - Google Patents
Double-motor pure electric driving device and vehicle Download PDFInfo
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- CN214874226U CN214874226U CN202120366517.8U CN202120366517U CN214874226U CN 214874226 U CN214874226 U CN 214874226U CN 202120366517 U CN202120366517 U CN 202120366517U CN 214874226 U CN214874226 U CN 214874226U
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Abstract
The utility model discloses two motor pure electric drive devices and vehicle, including first, two motors, jackshaft, first, two, three, four, five gears, differential mechanism and transmission control structure, the transmission control structure is one-way clutch or disconnect gear; the first motor and the second motor are respectively connected with the first gear and the second gear; the third gear is connected with the intermediate shaft and is respectively meshed with the first gear and the second gear; the fourth gear is connected with the intermediate shaft, and the fifth gear is connected with the differential and meshed with the fourth gear; the first motor and the first gear, the second motor and the second gear, the intermediate shaft and the third gear, the intermediate shaft and the fourth gear, and the fifth gear and the differential mechanism are connected through a transmission control structure. The first gear, the second gear and the third gear form two gear pairs, so that the number of gears is reduced, the system efficiency is improved, the length of the intermediate shaft is shortened, the requirement on the rigidity of the intermediate shaft is reduced, and the cost and the weight are reduced; and a transmission control structure is additionally arranged, so that the optimization of the system efficiency is realized.
Description
Technical Field
The utility model belongs to the new energy automobile field especially relates to two motor pure electric drive device and vehicle.
Background
With the enhancement of environmental protection consciousness, the development and utilization of new energy resources are started in various industries, and the automobile industry is an important part in the environmental protection industry, so that the design and development of the new energy pure electric automobile are in line with the development of the era, and the change and the update of a transmission system are brought along with the development and the development of the new energy pure electric automobile.
The existing pure electric driving scheme with double motors comprises a first motor, a second motor, a 1-gear set, a 2-gear set, a main speed reducer and a differential mechanism; the first motor is connected with the gear 1, and the second motor is connected with the gear 2; the first motor and the second motor are coaxially output; the 1-gear set and the second-gear set are both connected with a main speed reducer, and the main speed reducer outputs power through a differential mechanism. There are the following problems:
the first motor and the second motor cannot be separated from the driving system, the permanent magnet motor generates counter potential when not being driven, unnecessary energy loss is caused, and the efficiency of the driving system is low; the gear set 1 and the gear set 2 are both provided with two gears, and four gears form two gear pairs, so that the cost is high, the weight is heavy, and the efficiency is low; the first motor and the second motor are coaxially arranged, and the sleeve shaft is adopted, so that the processing cost of the shaft is increased, and the axial size is increased.
SUMMERY OF THE UTILITY MODEL
The utility model discloses the technical problem that will solve is: aiming at the problem of low efficiency of the existing scheme, the dual-motor pure electric driving device and the vehicle are provided.
In order to solve the technical problem, an embodiment of the present invention provides a dual-motor pure electric drive device, which includes a first motor, a second motor, an intermediate shaft, a first gear, a second gear, a third gear, a fourth gear, a fifth gear, a differential mechanism and a transmission control structure, wherein the transmission control structure is a one-way clutch or a disconnecting device;
the first motor is connected to the first gear, and the second motor is connected to the second gear;
the third gear is connected to the intermediate shaft and is meshed with the first gear and the second gear respectively;
the fourth gear is connected to the intermediate shaft, and the fifth gear is connected to the differential and meshed with the fourth gear;
the first motor and the first gear, the second motor and the second gear, the intermediate shaft and the third gear, the intermediate shaft and the fourth gear, and the fifth gear and any one of the five differential mechanism structures are connected through the transmission control structure.
Optionally, the transmission control structures are two;
the intermediate shaft is connected with the third gear, the intermediate shaft is connected with the fourth gear or the fifth gear is connected with the differential through the disconnecting device, and the first motor is connected with the first gear or the second motor is connected with the second gear through the transmission control structure; or
The first motor is connected with the first gear through the disconnecting device, and the second motor is connected with the second gear through the one-way clutch or the other disconnecting device.
Optionally, the output shaft of the first motor and the output shaft of the second motor are distributed outside the peripheral side of the intermediate shaft, and the output shaft of the first motor, the output shaft of the second motor and the intermediate shaft are parallel.
Optionally, the outer diameter of the first gear is smaller than the outer diameter of the third gear, the outer diameter of the second gear is smaller than the outer diameter of the third gear, the first gear, the second gear and the third gear are a coplanar gear set, and the outer diameter of the fourth gear is smaller than the outer diameter of the fifth gear.
An embodiment of the utility model provides a vehicle, including aforementioned two pure electric drive device of motor.
Optionally, the transmission control structure is provided as one;
the vehicle is a two-drive vehicle, the transmission control structure is positioned between the first motor and the first gear or between the second motor and the second gear, and the dual-motor pure electric drive device is a main drive of the two-drive vehicle; or
The vehicle is a four-wheel drive vehicle, the transmission control structure is positioned between the intermediate shaft and the third gear, between the intermediate shaft and the fourth gear or between the fifth gear and the differential, and the dual-motor pure electric drive device is an auxiliary drive of the four-wheel drive vehicle.
Optionally, when the transmission control structure is set to be one and located between the first motor and the first gear or between the second motor and the second gear, the dual-motor pure electric drive device has a single-motor drive mode, a dual-motor drive mode and an energy recovery mode;
one of the first motor and the second motor is driven and the other is not operated to establish the single motor drive mode;
the first motor and the second motor are driven together to establish the dual-motor driving mode;
when the transmission control structure is a disconnect device, at least one of the first and second electric machines generates electricity during vehicle braking to establish the energy recovery mode;
when the transmission control structure is a one-way clutch, one of the first motor and the second motor, which is not connected to the one-way clutch, generates power during braking of the vehicle to establish the energy recovery mode.
Optionally, when the transmission control structure is set to one and located between the intermediate shaft and the third gear, between the intermediate shaft and the fourth gear, or between the fifth gear and the differential, the dual-motor electric-only driving device has a dual-motor driving mode.
Optionally, when the transmission control structure is two, the dual-motor electric-only driving device is an auxiliary drive of a four-wheel drive vehicle.
Optionally, when the transmission control structure is two, the dual-motor pure electric driving device has a single-motor driving mode, a dual-motor driving mode and an energy recovery mode;
one of the first motor and the second motor is driven and the other is not operated to establish the single motor drive mode;
the first motor and the second motor are driven together to establish the dual-motor driving mode;
one or more of the first and second electric machines, which are not connected to the one-way clutch, generate electricity during braking of the vehicle to establish the energy recovery mode.
The embodiment of the utility model provides a two motor pure electric drive device and vehicle, first gear, second gear and third gear form two gear pairs, can be with the power transmission of first motor and second motor to the jackshaft, have reduced gear quantity, have improved system efficiency, have shortened the length of jackshaft, have reduced the demand to jackshaft rigidity, have reduced cost and weight; a transmission control structure can be additionally arranged between the first motor and the first gear, between the second motor and the second gear, between the intermediate shaft and the third gear, between the intermediate shaft and the fourth gear or between the fifth gear and the differential mechanism, so that the motors are flexibly separated from a driving system, the power distribution is optimized, and the optimization of the system efficiency is realized.
Drawings
Fig. 1 is a schematic structural diagram of a dual-motor pure electric drive device according to an embodiment of the present invention;
the reference numerals in the specification are as follows:
1. a first motor; 2. a second motor; 3. an intermediate shaft; 4. a first gear; 5. a second gear; 6. a third gear; 7. a fourth gear; 8. a fifth gear; 9. a differential gear.
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.
As shown in fig. 1, the embodiment of the present invention provides a dual-motor pure electric drive device, which includes a first motor 1, a second motor 2, an intermediate shaft 3, a first gear 4, a second gear 5, a third gear 6, a fourth gear 7, a fifth gear 8, a differential 9 and a transmission control structure, wherein the transmission control structure is a one-way clutch or a disconnecting device; the first motor 1 and the second motor 2 are collectively referred to as a motor.
The first motor 1 is connected with the first gear 4, and the second motor 2 is connected with the second gear 5;
the third gear 6 is connected to the intermediate shaft 3 and is meshed with the first gear 4 and the second gear 5 respectively;
a fourth gear 7 is connected with the intermediate shaft 3, a fifth gear 8 is connected with a differential 9 and is meshed with the fourth gear 7;
the first motor 1 and the first gear 4, the second motor 2 and the second gear 5, the intermediate shaft 3 and the third gear 6, the intermediate shaft 3 and the fourth gear 7, and the fifth gear 8 and the differential 9 are connected by a transmission control structure (namely, between two elements of one group of structures), and the position where the transmission control structure can be arranged is represented by A, B, C, D, E in fig. 1; wherein: the one-way clutch controls the two connected element parts to transmit power towards the direction of wheels, the power is not transmitted in the reverse direction, the disconnecting device can realize the forward and reverse transmission connection (the power can be transmitted from the motor towards the direction of the wheels or from the direction of the wheels towards the motor) or completely disconnect the transmission, and the disconnecting device can be specifically a synchronizer or a clutch capable of transmitting power in two directions.
Specifically, the one-way clutch for connecting the first motor 1 and the first gear 4 only allows the first motor 1 to transmit to the first gear 4, and the first gear 4 cannot drive the first motor 1, so that the rotating speed of the first motor 1 is kept at 0 when the first motor 1 is not driven, which is equivalent to independently disconnecting the first motor 1 from a driving system; similarly, the one-way clutch connecting the second motor 2 and the second gear 5 can independently disconnect the second motor 2 from the driving system; the one-way clutch connecting the intermediate shaft 3 and the third gear 6 can disconnect the third gear 6 from the driving system, so that the first motor 1 and the second motor 2 can be disconnected from the driving system at the same time; the one-way clutch connecting the intermediate shaft 3 and the fourth gear 7 can disconnect the intermediate shaft 3 from the driving system, so that the first motor 1 and the second motor 2 can be disconnected from the driving system at the same time; the one-way clutch connecting the fourth gear 7 and the fifth gear 8 can disconnect the differential reduction end from the driving system, and realize the simultaneous disconnection of the first motor 1 and the second motor 2 from the driving system. Similarly, the disconnecting device can also realize the corresponding disconnecting function, and the difference is that when the disconnecting device is switched on, the reverse transmission can be realized, and the energy recovery is not influenced. The one-way clutch is low in cost relative to the disconnecting device, does not need to be controlled by an external element, and is beneficial to simplifying the structure and controlling.
When the differential is used, the power of the first motor 1 can be transmitted to the intermediate shaft 3 through the first gear 4 and the third gear 6, and then transmitted to the differential 9 through the fourth gear 7 and the fifth gear 8, so as to drive wheels. The power of the second motor 2 can be transmitted to the intermediate shaft 3 through the second gear 5 and the third gear 6, and then transmitted to the differential 9 through the fourth gear 7 and the fifth gear 8, so as to drive wheels.
The embodiment of the utility model provides a two motor pure electric drive device, first gear 4, second gear 5 and third gear 6 form two gear pairs, can transmit the power of first motor 1 and second motor 2 to jackshaft 3, have reduced gear quantity, have improved system efficiency, have shortened the length of jackshaft 3, have reduced the demand to 3 rigidness of jackshaft, have reduced cost and weight; the transmission control structure can be additionally arranged at five positions (between a first motor 1 and a first gear 4, between a second motor 2 and a second gear 5, between an intermediate shaft 3 and a third gear 6, between the intermediate shaft 3 and a fourth gear 7 and between a fifth gear 8 and a differential mechanism 9), so that the motors are flexibly separated from a driving system, power distribution is optimized, system efficiency is optimized, and further, the dynamic property and the economical efficiency of the whole vehicle are improved while cost, weight and volume are optimized.
In one embodiment, the number of transmission control structures is two; the specific arrangement positions of the two transmission control structures can be the following two types:
firstly, the intermediate shaft 3 and the third gear 6, the intermediate shaft 3 and the fourth gear 7 or the fifth gear 8 and the differential 9 are connected through a disconnecting device (as a transmission control structure), and the first motor 1 and the first gear 4 or the second motor 2 and the second gear 5 are connected through another transmission control structure;
the disconnection device between the intermediate shaft 3 and the third gear 6, between the intermediate shaft 3 and the fourth gear 7, or between the fifth gear 8 and the differential 9 is used for disconnecting transmission, so that the first motor 1 and the second motor 2 can be disconnected from the driving system at the same time; in the braking process, a disconnecting device between the intermediate shaft 3 and the third gear 6, between the intermediate shaft 3 and the fourth gear 7, or between the fifth gear 8 and the differential mechanism 9 is connected for transmission, the power of the wheel can be reversely transmitted to the motor, if a transmission control structure between the first motor 1 and the first gear 4 or between the second motor 2 and the second gear 5 is a one-way clutch, the wheel drives a motor which is not connected with the one-way clutch to generate power, if the transmission control structure between the first motor 1 and the first gear 4 or between the second motor 2 and the second gear 5 is a disconnecting device, the wheel drives a motor which is not connected with the disconnecting device to generate power when the disconnecting device is connected for transmission, and the wheel can drive two motors to generate power to realize energy recovery.
Secondly, the first motor 1 is connected with the first gear 4 through a disconnecting device, and the second motor 2 is connected with the second gear 5 through a one-way clutch or another disconnecting device. The first motor 1 and the second motor 2 can be disconnected from the driving system at the same time, and energy recovery can be realized when the disconnecting device is connected and connected for transmission.
The two schemes of setting the two transmission control structures are suitable for four-wheel drive vehicles, and energy consumption is further reduced through the energy recovery function of the double-motor pure electric driving device.
In order to simplify the structure, if the transmission control structure is applied to the main drive of a two-wheel drive vehicle, a transmission control structure is preferably arranged between the first motor 1 and the first gear 4 or between the second motor 2 and the second gear 5, one motor is always connected into a drive system, the other motor can be connected into or separated from the drive system according to different working conditions, energy can be recovered through the motor during braking, and a one-way clutch is preferably used as the transmission control structure, so that the structure and control are simplified, and the cost is reduced. If the auxiliary drive device is applied to auxiliary drive of a four-wheel drive vehicle, a transmission control structure is preferably arranged between the intermediate shaft 3 and the third gear 6, between the intermediate shaft 3 and the fourth gear 7 or between the fifth gear 8 and the differential mechanism 9, the two motors are simultaneously connected into a drive system when the auxiliary drive function is started, the two motors are simultaneously separated from the drive system when the auxiliary drive function is stopped, and energy recovery is realized by a main drive of the four-wheel drive vehicle.
In one embodiment, as shown in fig. 1, the output shaft of the first motor 1 and the output shaft of the second motor 2 are distributed outside the circumference of the intermediate shaft 3, and the output shaft of the first motor 1, the output shaft of the second motor 2 and the intermediate shaft 3 are parallel. The axial size of the double-motor pure electric driving device is reduced, and the increase of the processing cost of the shaft caused by the coaxial arrangement of the two motors is avoided.
In one embodiment, as shown in fig. 1, the outer diameter of the first gear 4 is smaller than that of the third gear 6, so that the first gear 4 and the third gear 6 form a primary reduction gear pair for reducing and transmitting power from the first motor 1 to the intermediate shaft 3, and the reduction and torque increase of the output of the first motor 1 are realized;
the outer diameter of the second gear 5 is smaller than that of the third gear 6, so that the second gear 5 and the third gear 6 form a first-stage reduction gear pair for reducing and transmitting power from the second motor 2 to the intermediate shaft 3, and the reduction and torque increase of the output of the second motor 2 are realized;
the outer diameter of the fourth gear 7 is smaller than that of the fifth gear 8, so that the fourth gear 7 and the fifth gear 8 form a first-stage reduction gear pair for reducing and transmitting power from the intermediate shaft 3 to the differential mechanism 9, and the speed reduction and torque increase of the output of the first motor 1 and the second motor 2 are realized;
therefore, two-stage speed reduction of the output power of the first motor 1 or the second motor 2 is realized through the three groups of speed reduction gear pairs, and the power requirements of wheels are better matched. Specifically, the first motor 1 outputs power to the wheels after performing two-stage speed reduction through the first gear 4, the third gear 6, the fourth gear 7, and the fifth gear 8, and the second motor 2 outputs power to the wheels after performing two-stage speed reduction through the second gear 5, the third gear 6, the fourth gear 7, and the fifth gear 8.
In one embodiment, as shown in fig. 1, the outer diameter of the fourth gear 7 is smaller than the outer diameter of the third gear 6, the size of the fourth gear 7 is reduced, the reduction ratio when power is transmitted from the fourth gear 7 to the fifth gear 8 is increased, main reduction when the first motor 1 and the second motor 2 output power is realized, the structure is more compact, and weight and cost reduction are facilitated.
In one embodiment, as shown in fig. 1, the first gear 4, the second gear 5 and the third gear 6 are coplanar gear sets, and have simple and compact structure and smooth transmission.
The embodiment of the utility model provides a vehicle is still provided, two motor pure electric drive devices including the aforesaid any embodiment mentions.
In one embodiment, the vehicle is a two-drive vehicle, and the transmission control structure is set to be one;
the vehicle is a two-drive vehicle, the transmission control structure is positioned between the first motor 1 and the first gear 4 or between the second motor 2 and the second gear 5, and the dual-motor pure electric drive device is a main drive of the two-drive vehicle; or
The vehicle is a four-wheel drive vehicle, the transmission control structure is positioned between the intermediate shaft 3 and the third gear 6, between the intermediate shaft 3 and the fourth gear 7 or between the fifth gear 8 and the differential 9, and the dual-motor pure electric drive device is auxiliary drive of the four-wheel drive vehicle. The front scheme can realize the driving and the braking energy recovery of the two-wheel drive vehicle, the rear scheme can realize the driving of the four-wheel drive vehicle, and the two motors can be separated from a driving system in the driving process, so that the structure is simple and the use is convenient.
Specifically, when the transmission control structure is set to be one and is positioned between the first motor 1 and the first gear 4 or between the second motor 2 and the second gear 5, the dual-motor pure electric driving device has a single-motor driving mode, a dual-motor driving mode and an energy recovery mode;
one of the first motor 1 and the second motor 2 is driven and the other is not operated to establish a single motor driving mode;
the first motor 1 and the second motor 2 are driven together to establish a dual-motor driving mode;
when the transmission control structure is a disconnecting device, at least one of the first electric machine 1 and the second electric machine 2 generates electricity during braking of the vehicle to establish an energy recovery mode;
when the transmission control structure is a one-way clutch, one of the first motor 1 and the second motor 2, which is not connected to the one-way clutch, generates power during braking of the vehicle to establish the energy recovery mode. The double-motor driven vehicle can be driven by a single motor and double motors, meets the power requirements of the two-drive vehicle under different working conditions, can also recover energy, and improves the energy efficiency.
Specifically, when the transmission control structure is set to be one and is positioned between the intermediate shaft 3 and the third gear 6, between the intermediate shaft 3 and the fourth gear 7 or between the fifth gear 8 and the differential mechanism 9, the dual-motor pure electric driving device has a dual-motor driving mode, the two motors can be driven simultaneously to supplement power required under special working conditions of the four-wheel drive vehicle, and under the condition that the main drive can meet the power requirement of the four-wheel drive vehicle, the two motors can be completely separated from a driving system, the rotating speed is kept to be 0, the motors are protected, and the load is reduced.
In an embodiment, the dual-motor pure electric driving device with the two transmission control structures is an auxiliary drive of a four-wheel drive vehicle, so that an auxiliary driving function is realized, energy recovery can be realized, and the energy recovery of a front axle and a rear axle is facilitated. The dual-motor pure electric driving device has a single-motor driving mode, a dual-motor driving mode and an energy recovery mode;
one of the first motor 1 and the second motor 2 is driven and the other is not operated to establish a single motor driving mode;
the first motor 1 and the second motor 2 are driven together to establish a dual-motor driving mode;
one or more of the first and second electric machines 1 and 2, which are not connected to the one-way clutch, generate electricity during braking of the vehicle to establish the energy recovery mode. Specifically, when the intermediate shaft 3 and the third gear 6, the intermediate shaft 3 and the fourth gear 7, or the fifth gear 8 and the differential 9 are connected through the disconnecting device, and the first motor 1 and the first gear 4, or the second motor 2 and the second gear 5 are connected through another transmission control structure:
the disconnection means between the intermediate shaft 3 and the third gear 6, between the intermediate shaft 3 and the fourth gear 7 or between the fifth gear 8 and the differential 9 remain switched on,
if the transmission control structure between the first motor 1 and the first gear 4 or between the second motor 2 and the second gear 5 is a disconnecting device, and the first motor 1 or the second motor 2 connected with the disconnecting device is not connected with the one-way clutch, at least one of the first motor 1 and the second motor 2 can generate electricity to recover energy in the braking process of the vehicle, namely, one motor can be used for recovering energy, and two motors can be used for recovering energy,
if the transmission control structure between the first motor 1 and the first gear 4 or between the second motor 2 and the second gear 5 is a one-way clutch, one of the first motor 1 and the second motor 2 is connected with the one-way clutch, and only the other motor performs energy recovery.
When the first electric machine 1 is connected with the first gear 4 through a disconnecting device, and the second electric machine 2 is connected with the second gear 5 through a one-way clutch or another disconnecting device:
if the second motor 2 is connected to the one-way clutch, only the first motor 1 performs energy recovery, and if the second motor 2 is connected to the disconnecting device, both the first motor 1 and the second motor 2 may perform energy recovery.
The above description is only exemplary of the present invention and should not be construed as limiting the present invention, and any modifications, equivalents and improvements made within the spirit and principles of the present invention are intended to be included within the scope of the present invention.
Claims (10)
1. A dual-motor pure electric driving device comprises a first motor and a second motor; the transmission device is characterized by further comprising an intermediate shaft, a first gear, a second gear, a third gear, a fourth gear, a fifth gear, a differential and a transmission control structure, wherein the transmission control structure is a one-way clutch or a disconnecting device;
the first motor is connected to the first gear, and the second motor is connected to the second gear;
the third gear is connected to the intermediate shaft and is meshed with the first gear and the second gear respectively;
the fourth gear is connected to the intermediate shaft, and the fifth gear is connected to the differential and meshed with the fourth gear;
the first motor and the first gear, the second motor and the second gear, the intermediate shaft and the third gear, the intermediate shaft and the fourth gear, and the fifth gear and any one of the five differential mechanism structures are connected through the transmission control structure.
2. The dual-motor pure electric drive device according to claim 1, wherein the number of the transmission control structures is two;
the intermediate shaft is connected with the third gear, the intermediate shaft is connected with the fourth gear or the fifth gear is connected with the differential through the disconnecting device, and the first motor is connected with the first gear or the second motor is connected with the second gear through the transmission control structure; or
The first motor is connected with the first gear through the disconnecting device, and the second motor is connected with the second gear through the one-way clutch or the other disconnecting device.
3. The dual-motor pure electric drive device according to claim 1, wherein the output shaft of the first motor and the output shaft of the second motor are distributed outside the peripheral side of the intermediate shaft, and the output shaft of the first motor, the output shaft of the second motor and the intermediate shaft are parallel.
4. The dual-motor pure electric drive device according to claim 1, wherein an outer diameter of the first gear is smaller than an outer diameter of the third gear, an outer diameter of the second gear is smaller than an outer diameter of the third gear, the first gear, the second gear, and the third gear are a co-planar gear set, and an outer diameter of the fourth gear is smaller than an outer diameter of the fifth gear.
5. A vehicle characterized by comprising the dual-motor pure electric drive device of claim 1, 3 or 4.
6. The vehicle of claim 5, characterized in that the transmission control structure is provided as one;
the vehicle is a two-drive vehicle, the transmission control structure is positioned between the first motor and the first gear or between the second motor and the second gear, and the dual-motor pure electric drive device is a main drive of the two-drive vehicle; or
The vehicle is a four-wheel drive vehicle, the transmission control structure is positioned between the intermediate shaft and the third gear, between the intermediate shaft and the fourth gear or between the fifth gear and the differential, and the dual-motor pure electric drive device is an auxiliary drive of the four-wheel drive vehicle.
7. The vehicle of claim 6, characterized in that when the transmission control structure is set to one and located between the first electric machine and the first gear or between the second electric machine and the second gear, the dual-motor electric-only drive device has a single-motor drive mode, a dual-motor drive mode, and an energy recovery mode;
one of the first motor and the second motor is driven and the other is not operated to establish the single motor drive mode;
the first motor and the second motor are driven together to establish the dual-motor driving mode;
when the transmission control structure is a disconnect device, at least one of the first and second electric machines generates electricity during vehicle braking to establish the energy recovery mode;
when the transmission control structure is a one-way clutch, one of the first motor and the second motor, which is not connected to the one-way clutch, generates power during braking of the vehicle to establish the energy recovery mode.
8. The vehicle of claim 6, characterized in that the dual electric-only drive device has a dual electric-only drive mode when the transmission control structure is set to one and located between the countershaft and the third gear, between the countershaft and the fourth gear, or between the fifth gear and the differential.
9. A vehicle, characterized by comprising the dual-motor pure electric drive device of claim 2, wherein the dual-motor pure electric drive device is an auxiliary drive of a four-wheel drive vehicle.
10. The vehicle of claim 9, characterized in that the dual-motor electric only drive device has a single-motor drive mode, a dual-motor drive mode, and an energy recovery mode;
one of the first motor and the second motor is driven and the other is not operated to establish the single motor drive mode;
the first motor and the second motor are driven together to establish the dual-motor driving mode;
one or more of the first and second electric machines, which are not connected to the one-way clutch, generate electricity during braking of the vehicle to establish the energy recovery mode.
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| Application Number | Priority Date | Filing Date | Title |
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| CN202120366517.8U CN214874226U (en) | 2021-02-07 | 2021-02-07 | Double-motor pure electric driving device and vehicle |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202120366517.8U CN214874226U (en) | 2021-02-07 | 2021-02-07 | Double-motor pure electric driving device and vehicle |
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| CN214874226U true CN214874226U (en) | 2021-11-26 |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114435126A (en) * | 2022-02-15 | 2022-05-06 | 浙江吉利控股集团有限公司 | Driving device and vehicle |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114435126A (en) * | 2022-02-15 | 2022-05-06 | 浙江吉利控股集团有限公司 | Driving device and vehicle |
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Effective date of registration: 20211231 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. |