CN215474424U - Dual-motor inferior dual-speed-ratio electric drive assembly with disengagement function and electric automobile - Google Patents
Dual-motor inferior dual-speed-ratio electric drive assembly with disengagement function and electric automobile Download PDFInfo
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- CN215474424U CN215474424U CN202122042447.3U CN202122042447U CN215474424U CN 215474424 U CN215474424 U CN 215474424U CN 202122042447 U CN202122042447 U CN 202122042447U CN 215474424 U CN215474424 U CN 215474424U
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Abstract
The utility model belongs to the technical field of electric drive assemblies for electric automobiles, and discloses a double-motor inferior double-speed-ratio electric drive assembly with disengagement and an electric automobile. The first driving motor forms a first speed ratio through the primary gear pair and the secondary gear pair, and the connection and the separation of the power of the first driving motor and the wheel end are realized through the sliding of the synchronizer component and the connection and the separation of the combined gear ring; the second driving motor forms a second speed ratio through the inferior secondary gear pair, and the second driving motor is always connected with the wheel end. The electric drive assembly has multiple electric drive working modes, is simple in switching control and free of power interruption, and can better give consideration to the dynamic property, the economical efficiency and the comfort of the whole vehicle; the two-stage driving gears are directly and fixedly connected with a rotor shaft of the motor, so that the motor is small in part number, compact in structure and low in cost.
Description
Technical Field
The utility model relates to the technical field of electric drive assemblies for electric automobiles, in particular to a double-motor inferior double-speed-ratio electric drive assembly with disengagement and an electric automobile.
Background
With the development and progress of technologies such as electromotion, intellectualization and networking, and the gradual construction and perfection of related auxiliary facilities, the acceptance degree of users to electric automobiles is higher and higher, and the requirements on the travelling comfort of the electric automobiles and the electric drive assemblies are also continuously improved. Such as faster starting and accelerating response, high-speed smooth and quiet power output, higher comprehensive utilization efficiency of an electric drive assembly, longer pure electric endurance mileage, lower vehicle purchase price and use cost and the like. These present new challenges to the design of electric drive assemblies.
At present, a new energy pure electric vehicle on the market generally adopts an electric drive assembly structure of a single motor and single speed ratio reducer, is difficult to realize low-speed large torque, high-speed and high power, and can meet the requirement of high-efficiency operation of a motor in a wider rotating speed interval. Part host computer factory has adopted the structure of single motor two grades of reduction gears, but the reduction gear structure is more complicated, and the power interruption of shifting and the very big travelling comfort that has reduced whole car of impact also are higher at the same time, can't satisfy user's appeal completely.
SUMMERY OF THE UTILITY MODEL
The utility model aims to provide a double-motor extra-inferior double-speed-ratio electric drive assembly with disengagement and an electric automobile, which can better give consideration to the power performance, the economy and the comfort of the whole automobile, and simultaneously have the advantages of simple structure, few parts, high system reliability and low cost.
In order to achieve the purpose, the utility model adopts the following technical scheme:
a dual motor, dual speed ratio electric drive assembly with disconnect, comprising:
a first drive motor comprising a first drive motor rotor shaft;
the second driving motor comprises a second driving motor rotor shaft, and the second driving motor and the first driving motor are coaxially and oppositely arranged;
an intermediate shaft parallel to the first drive motor rotor shaft and the second drive motor rotor shaft;
the first-stage gear pair is arranged between the first driving motor and the second driving motor and comprises a first-stage driving gear and a first-stage driven gear which are mutually meshed, the first-stage driving gear is fixedly connected to a rotor shaft of the first driving motor, the first-stage driven gear is rotatably connected to one end of the intermediate shaft and can freely rotate on the intermediate shaft, and the first-stage driven gear is fixedly connected with a combined gear ring;
the secondary gear pair is arranged between the first driving motor and the second driving motor and comprises a secondary driving gear, a secondary transition gear and a secondary driven gear, two sides of the secondary transition gear are respectively meshed with the secondary driving gear and the secondary driven gear, the secondary driving gear is fixedly connected to a rotor shaft of the second driving motor, and the secondary transition gear is fixedly connected to the other end, far away from the primary driven gear, of the intermediate shaft;
the synchronizer assembly is arranged between the primary gear pair and the secondary gear pair, is sleeved on the intermediate shaft and can axially slide along the intermediate shaft, and when the synchronizer assembly is slidably connected to the combined gear ring, the primary driven gear can be in transmission connection with the intermediate shaft;
differential mechanism assembly, fixed connection in second grade driven gear keeps away from one side of second grade transition gear, the left half axle and the right half axle of whole car are connected respectively at differential mechanism assembly's both ends, left side half axle with right half axle is used for connecting the wheel.
As a preferable structure of the present invention, the coupling ring gear is fixedly connected to an end of the primary driven gear that faces away from the first driving motor.
As a preferred structure of the present invention, the synchronizer assembly includes a coupling sleeve and a spline hub, the spline hub is fixedly connected to the intermediate shaft, and the coupling sleeve is slidably sleeved outside the spline hub and is capable of being connected to the coupling ring gear; when the combination sleeve is connected to the combination gear ring, the first driving motor is in power connection with the wheel; when the coupling sleeve is separated from the coupling ring gear, the power of the first driving motor is disconnected from the wheels.
As a preferable structure of the utility model, the synchronizer assembly further includes a first connecting spline that connects the spline hub and the intermediate shaft.
As a preferable structure of the present invention, the primary gear pair further includes a rotary bearing, and the rotary bearing connects the intermediate shaft and the primary driven gear.
As a preferable structure of the present invention, the primary gear pair further includes a second connecting spline, and the second connecting spline connects the coupling ring gear and the primary driven gear.
As a preferable structure of the present invention, the coupling sleeve further comprises an external driving assembly configured to drive the coupling sleeve to slide.
As a preferable structure of the present invention, the first driving motor includes a first driving motor rotor and a first driving motor stator, and the first driving motor rotor is fixedly connected to the first driving motor rotor shaft.
As a preferable structure of the present invention, the second driving motor includes a second driving motor rotor and a second driving motor stator, and the second driving motor rotor is fixedly connected to the second driving motor rotor shaft.
In another aspect, an electric vehicle is provided that includes the dual-motor with disengagement and two-speed-ratio electric drive assembly described above.
The utility model has the beneficial effects that: the double-motor extra-inferior double-speed-ratio electric drive assembly with the disengagement function, provided by the utility model, is characterized in that a first driving motor forms a first speed ratio through a primary gear pair and a secondary gear pair, and a second driving motor forms a second speed ratio through an extra-inferior secondary gear pair; the power of the second driving motor is always connected with the wheel end through a second speed ratio, and the power of the first driving motor is connected with and disconnected from the wheel end through the first speed ratio and the synchronizer assembly; the speed ratio switching process has no power interruption and impact, and the whole vehicle comfort is good. The double motors and the double speed ratio can realize various electric driving working modes, so that the flexibility of matching the high-efficiency area of the motors with the transmission speed ratio is improved; meanwhile, the first driving motor is separated from the wheel end through the synchronizer assembly in combination with the use working condition of the whole vehicle, so that the mechanical loss can be further reduced, and higher comprehensive use efficiency of electric drive can be realized under the condition of meeting the power performance requirements of different working conditions of the whole vehicle. The double-motor extra-inferior double-speed-ratio electric drive assembly with the disengagement only adopts two mutually meshed primary driving gears and primary driven gears, three co-meshed secondary driving gears, a secondary transition gear and a secondary driven gear to form two transmission speed ratios, and the primary driving gears are fixedly connected with a rotor shaft of a first driving motor, and the secondary driving gears are fixedly connected with a rotor shaft of a second driving motor; the primary gear pair and the secondary gear pair are positioned between the first driving motor and the second driving motor, and the synchronizer assembly is positioned between the primary gear pair and the secondary gear pair, so that the whole structure is compact, and the whole vehicle is convenient to arrange; meanwhile, the number of parts is small, the processing and the manufacturing are easy, and the assembly cost is low.
Drawings
Fig. 1 is a schematic diagram of a dual-motor with disengagement and dual-speed-ratio electric drive assembly provided by an embodiment of the present invention.
In the figure:
1. a first drive motor; 11. a first drive motor rotor shaft; 12. a first drive motor rotor; 13. a first drive motor stator; 2. a second drive motor; 21. a second drive motor rotor shaft; 22. a second drive motor rotor; 23. a second drive motor stator; 3. a first gear pair; 31. a primary driving gear; 32. a primary driven gear; 33. combining the gear ring; 4. a secondary gear pair; 41. a secondary drive gear; 42. a secondary transition gear; 43. a secondary driven gear; 5. a synchronizer component; 51. a coupling sleeve; 52. a splined hub; 6. an intermediate shaft; 7. a differential assembly; 71. a left half shaft; 72. and a right half shaft.
Detailed Description
The present invention will be described in further detail with reference to the accompanying drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the utility model and are not limiting of the utility model. It should be further noted that, for the convenience of description, only some of the structures related to the present invention are shown in the drawings, not all of the structures.
In the description of the present invention, unless expressly stated or limited otherwise, the terms "connected," "connected," and "fixed" are to be construed broadly, e.g., as meaning permanently connected, removably connected, or integral to one another; can be mechanically or electrically connected; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
In the present invention, unless otherwise expressly stated or limited, "above" or "below" a first feature means that the first and second features are in direct contact, or that the first and second features are not in direct contact but are in contact with each other via another feature therebetween. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly under and obliquely below the second feature, or simply meaning that the first feature is at a lesser elevation than the second feature.
In the description of the present embodiment, the terms "upper", "lower", "left", "right", and the like are used based on the orientations and positional relationships shown in the drawings only for convenience of description and simplification of operation, and do not indicate or imply that the referred device or element must have a specific orientation, be configured and operated in a specific orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first" and "second" are used only for descriptive purposes and are not intended to have a special meaning.
As shown in fig. 1, the embodiment of the present invention provides a dual-motor extra-two-speed-ratio electric drive assembly with disengagement, which includes a first drive motor 1, a second drive motor 2, a primary gear pair 3, a secondary gear pair 4, a synchronizer assembly 5, an intermediate shaft 6 and a differential assembly 7. The first drive motor 1 comprises a first drive motor rotor shaft 11. The second drive motor 2 comprises a second drive motor rotor shaft 21, the second drive motor 2 and the first drive motor 1 being arranged coaxially opposite one another. The intermediate shaft 6 is parallel to the first drive motor rotor shaft 11 and the second drive motor rotor shaft 21.
The primary gear pair 3 is arranged between the first driving motor 1 and the second driving motor 2 and comprises a primary driving gear 31 and a primary driven gear 32 which are meshed with each other, the primary driving gear 31 is fixedly connected to a rotor shaft 11 of the first driving motor, the primary driven gear 32 is rotatably connected to one end of the intermediate shaft 6 and can freely rotate on the intermediate shaft 6, and the primary driven gear 32 is fixedly connected with a combined gear ring 33; the primary driven gear 32 is connected to the intermediate shaft 6 via a rotary bearing (not shown). Preferably, the joint ring gear 33 is fixedly connected to an end of the primary driven gear 32 facing away from the first driving motor 1. The secondary gear pair 4 is arranged between the first driving motor 1 and the second driving motor 2 and comprises a secondary driving gear 41, a secondary transition gear 42 and a secondary driven gear 43, two sides of the secondary transition gear 42 are respectively meshed with the secondary driving gear 41 and the secondary driven gear 43, the secondary driving gear 41 is fixedly connected to a rotor shaft 21 of the second driving motor, and the secondary transition gear 42 is fixedly connected to the other end, far away from the primary driven gear 32, of the intermediate shaft 6.
The synchronizer assembly 5 is arranged between the primary gear pair 3 and the secondary gear pair 4, and the synchronizer assembly 5 is sleeved on the intermediate shaft 6 and can axially slide along the intermediate shaft 6; when an external driving component (not shown in the figure) drives the synchronizer assembly 5 to slide leftwards (close to the direction of the first driving motor 1), the synchronizer assembly 5 is connected with the combined gear ring 33 in a sliding manner, and at the moment, the first-stage driven gear 32 is connected with the intermediate shaft 6 in a transmission manner, so that the first-stage driven gear 32 is relatively fixedly connected with the intermediate shaft 6; when the external driving component drives the synchronizer module 5 to slide rightwards (away from the first driving motor 1), the synchronizer module 5 can be disengaged from the gear ring 33, and the primary driven gear 32 can restore the free rotation state on the intermediate shaft 6. The power of the first driving motor 1 is connected and disconnected with the wheel end through the sliding connection of the synchronizer assembly 5.
The differential assembly 7 is fixedly connected to one side of the secondary driven gear 43 far away from the secondary transition gear 42, and two ends of the differential assembly 7 are respectively connected with a left half shaft 71 and a right half shaft 72 of the whole vehicle, so that the torque transmitted by the first driving motor 1 and the second driving motor 2 is transmitted to wheels through the left half shaft 71 and the right half shaft 72.
When the electric automobile runs at a low speed and under a large load or accelerates suddenly, the first driving motor 1 and the second driving motor 2 are driven in a combined manner. The synchronizer assembly 5 slides leftwards under the pushing of an external driving mechanism, and the synchronizer assembly 5 is combined with a combined gear ring 33 on a primary driven gear 32; the output torque of the first driving motor 1 is transmitted to the intermediate shaft 6 through the first driving motor rotor shaft 11, the first-stage driving gear 31, the first-stage driven gear 32 and the synchronizer assembly 5; the output torque of the second driving motor 2 is transmitted to the intermediate shaft 6 through the second driving motor rotor shaft 21, the second-stage driving gear 41 and the second-stage transition gear 42; the torques output by the first driving motor 1 and the second driving motor 2 are converged on the intermediate shaft 6, and then transmitted to the differential assembly 7 through the secondary transition gear 42 and the secondary driven gear 43, and then transmitted to the wheels of the whole vehicle through the left half shaft 71 and the right half shaft 12 at the two ends of the differential assembly 7. The first driving motor 1 is combined with the first-stage gear pair 3, and the second driving motor 2 is combined with the second-stage gear pair 4, so that large output torque and quick acceleration response are provided for the whole vehicle.
In the high-speed cruising stage or the small-load operation of the electric vehicle, the second drive motor 2 is driven alone. The synchronizer assembly 5 slides rightwards under the pushing of an external driving mechanism, and the synchronizer assembly 5 is separated from the combined gear ring 33 on the primary driven gear 32; the output torque of the second driving motor 2 is transmitted to the differential assembly 7 through a second driving motor rotor shaft 21, a second-stage driving gear 41, a second-stage transition gear 42 and a second-stage driven gear 43, and then transmitted to wheels through a left half shaft 71 and a right half shaft 72 at two ends of the differential assembly 7; in the process, the synchronizer assembly 5 is separated from the combined gear ring 33 on the first-stage driven gear 32, the first-stage driven gear 32 can only idle on the intermediate shaft 6, so that the first driving motor 1 is separated from the wheel end, the first driving motor 1 can be stopped, and the follow-up loss of the first driving motor 1 and the mechanical loss of the first-stage gear pair 3 are reduced; meanwhile, the second driving motor 2 and the second gear pair 4 are relatively gathered in the working condition of the high-efficiency area matched with the second speed ratio, so that the comprehensive use efficiency of the electric drive assembly is higher.
During the deceleration stage or braking of the electric automobile, the braking energy of the whole automobile is transmitted to the differential assembly 7 through wheels via the left half shaft 71 and the right half shaft 72, and then transmitted to the intermediate shaft 6 through the differential assembly 7 via the secondary driven gear 43 and the secondary transition gear 42; in the process, the synchronizer assembly 5 and the combined gear ring 33 on the primary driven gear 32 can be in a separated state, and the first driving motor 1 is stopped; the whole braking energy of the whole vehicle is dragged by the second driving motor 2 to generate electricity through the second-stage transition gear 42 and the second-stage driving gear 41 on the intermediate shaft 6, so that the high-efficiency recovery of the braking energy is realized.
The first driving motor 1 of the double-motor extra-inferior double-speed-ratio electric driving assembly with disengagement of the embodiment forms a first speed ratio through the primary gear pair 3 and the secondary gear pair 4, the second driving motor 2 forms a second speed ratio through the extra-inferior secondary gear pair 4, the second driving motor 2 is always connected with the wheel end, and the first driving motor 1 is connected with and disengaged from the wheel end through the synchronizer assembly 5; the first driving motor 1 is combined with the first speed ratio, and the second driving motor 2 is combined with the second speed ratio, so that a double-motor double-speed-ratio mode is realized, no power interruption and impact are generated in the switching process, and the whole vehicle is good in comfort. The double motors and the double speed ratio combined synchronizer assembly 5 can realize multiple working modes such as double-motor combined drive, single-motor high-efficiency drive and single-motor high-efficiency braking energy recovery, and the flexibility of matching a high-efficiency area of the motor with a transmission speed ratio is improved; meanwhile, the use working condition of the whole vehicle is combined, the first driving motor 1 is separated from the wheel end through the synchronizer component 5, the mechanical loss can be further reduced, the power performance requirements of the whole vehicle under different working conditions are met, and higher comprehensive use efficiency of electric drive can be realized. The double motors are coaxially and oppositely arranged, the intermediate shaft 6 is connected with the two-stage gear reduction mechanism and is positioned between the first driving motor 1 and the second driving motor 2, and the synchronizer assembly 5 is positioned between the first-stage gear pair 3 and the second-stage gear pair 4, so that the whole structure is compact, and the whole vehicle is convenient to arrange; simultaneously, two transmission speed ratios are formed by two meshed primary driving gears 31, primary driven gears 32 and three meshed secondary driving gears 41, two secondary transition gears 42 and two secondary driven gears 43, the primary driving gears 31 and the secondary driving gears 41 are respectively and directly fixedly connected with the first driving motor rotor shaft 11 and the second driving motor rotor shaft 21, a reducer input shaft is not required to be arranged, the number of parts is small, the structure is simple, the processing and manufacturing are easy, and the assembly cost is low.
Further, the synchronizer assembly 5 includes a coupling sleeve 51 and a spline hub 52, the spline hub 52 is fixedly connected to the intermediate shaft 6, and the coupling sleeve 51 is slidably sleeved outside the spline hub 52 and can be connected to the coupling ring gear 33. The spline hub 52 is in interference connection with the intermediate shaft 6 through a first connecting spline (not shown in the figure), and the reliability of connection between the spline hub 52 and the intermediate shaft 6 is ensured. The coupling sleeve 51 slides on the spline hub 52 and can be connected to or disconnected from the coupling ring gear 33, thereby achieving the free rotation of the primary driven gear 32 on the counter shaft 6 with respect to the fixed connection of the counter shaft 6 or the primary driven gear 32. When the combination sleeve 51 is connected with the combination gear ring 33 in a sliding mode, the primary driven gear 32 is in transmission connection with the intermediate shaft 6, and power of the first driving motor 1 is connected with a wheel end.
Further, the primary gear pair 3 further includes a second connecting spline (not shown in the figure) that is spline-connected to combine the ring gear 33 and the primary driven gear 32. Through the second connecting spline, combine ring gear 33 can be in the same place with one-level driven gear 32 firm connection, guarantee driven stability, and easily dismouting. In other embodiments, the ring gear 33 and the first-stage driven gear 32 may be fixedly connected by welding, and the embodiment is not limited herein.
Further, the first driving motor 1 comprises a first driving motor rotor 12 and a first driving motor stator 13, and the first driving motor rotor 12 is fixedly connected to the first driving motor rotor shaft 11; the second drive motor 2 comprises a second drive motor rotor 22 and a second drive motor stator 23, the second drive motor rotor 22 being fixedly connected to the second drive motor rotor shaft 21. Preferably, the first drive motor rotor 12 is splined to the first drive motor rotor shaft 11 and the second drive motor rotor 22 is splined to the second drive motor rotor shaft 21.
In another aspect, the present embodiments also provide an electric vehicle including the dual motor with disengagement and two speed ratio electric drive assembly described above. The electric automobile of the embodiment is driven by double motors and double speed ratios, and the first driving motor 1 and the second driving motor 2 can be driven jointly under the working conditions of low speed and large load or rapid acceleration, so that larger output torque and rapid acceleration response are provided for the whole automobile; when the electric automobile is in high-speed cruising or small-load operation, the second driving motor 2 is driven independently, the combination sleeve 51 of the synchronizer component 5 is separated from the first-stage driven gear 32, and the first driving motor 1 is stopped, so that the follow-up loss of the first driving motor 1 is effectively reduced, and the electric driving assembly is ensured to be more efficient; when the electric automobile decelerates or brakes, the first driving motor 1 stops, and the second driving motor 2 can realize efficient braking energy recovery.
It should be understood that the above-described embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the embodiments of the present invention. Numerous obvious variations, adaptations and substitutions will occur to those skilled in the art without departing from the scope of the utility model. And are neither required nor exhaustive of all embodiments. Any modification, equivalent replacement, and improvement made within the spirit and principle of the present invention should be included in the protection scope of the claims of the present invention.
Claims (10)
1. A dual motor, dual speed ratio electric drive assembly with disconnect, comprising:
a first drive motor (1) comprising a first drive motor rotor shaft (11);
the second driving motor (2) comprises a second driving motor rotor shaft (21), and the second driving motor (2) and the first driving motor (1) are coaxially and oppositely arranged;
an intermediate shaft (6) parallel to the first drive motor rotor shaft (11) and the second drive motor rotor shaft (21);
the primary gear pair (3) is arranged between the first driving motor (1) and the second driving motor (2) and comprises a primary driving gear (31) and a primary driven gear (32) which are meshed with each other, the primary driving gear (31) is fixedly connected to a rotor shaft (11) of the first driving motor, the primary driven gear (32) is rotatably connected to one end of the intermediate shaft (6) and can freely rotate on the intermediate shaft (6), and the primary driven gear (32) is fixedly connected with a combined gear ring (33);
the secondary gear pair (4) is arranged between the first driving motor (1) and the second driving motor (2) and comprises a secondary driving gear (41), a secondary transition gear (42) and a secondary driven gear (43), two sides of the secondary transition gear (42) are respectively meshed with the secondary driving gear (41) and the secondary driven gear (43), the secondary driving gear (41) is fixedly connected to a rotor shaft (21) of the second driving motor, and the secondary transition gear (42) is fixedly connected to the other end, far away from the primary driven gear (32), of the intermediate shaft (6);
the synchronizer component (5) is arranged between the primary gear pair (3) and the secondary gear pair (4), the synchronizer component (5) is sleeved on the intermediate shaft (6) and can axially slide along the intermediate shaft (6), and when the synchronizer component (5) is slidably connected to the combined gear ring (33), the primary driven gear (32) can be in transmission connection with the intermediate shaft (6);
differential assembly (7), fixed connection in second grade driven gear (43) is kept away from one side of second grade transition gear (42), left semi-axis (71) and right semi-axis (72) of whole car are connected respectively to the both ends of differential assembly (7), left semi-axis (71) with right semi-axis (72) are used for connecting the wheel.
2. The two-motor extra-two-speed-ratio electric drive assembly with disengagement according to claim 1, characterized in that said coupling ring gear (33) is fixedly connected to the end of said primary driven gear (32) facing away from said first drive motor (1).
3. The electric dual-motor extra-two-speed-ratio drive assembly with disengagement according to claim 2, characterized in that said synchronizer assembly (5) comprises a coupling sleeve (51) and a splined hub (52), said splined hub (52) being fixedly connected to said intermediate shaft (6), said coupling sleeve (51) being slidingly sleeved outside said splined hub (52) and being able to be connected to said coupling ring gear (33); when the combination sleeve (51) is connected to the combination gear ring (33), the first driving motor (1) is in power connection with the wheel; when the coupling sleeve (51) is separated from the coupling ring gear (33), the power of the first driving motor (1) is disconnected from the wheels.
4. The decoupled dual-motor extra-two-speed-ratio electric drive assembly according to claim 3, characterized in that said synchronizer assembly (5) further comprises a first connecting spline, said first connecting spline connecting said splined hub (52) and said intermediate shaft (6).
5. The electric dual-motor medio-dual-ratio drive assembly with disengagement according to claim 1, characterized in that said primary gear pair (3) further comprises a rotary bearing connecting said intermediate shaft (6) and said primary driven gear (32).
6. The decoupled dual-motor extra-two-speed-ratio electric drive assembly according to claim 1, characterized in that said primary gear pair (3) further comprises a second connecting spline connecting said coupling ring gear (33) and said primary driven gear (32).
7. The decoupled dual-motor extra-two-speed-ratio electric drive assembly according to claim 3, further comprising an external drive assembly configured to drive the coupling sleeve (51) in sliding.
8. The decoupled dual-motor extra-dual-speed-ratio electric drive assembly according to any one of claims 1-7, wherein the first drive motor (1) comprises a first drive motor rotor (12) and a first drive motor stator (13), the first drive motor rotor (12) being fixedly connected to the first drive motor rotor shaft (11).
9. The decoupled dual-motor extra-dual-speed-ratio electric drive assembly according to any one of claims 1-7, wherein the second drive motor (2) comprises a second drive motor rotor (22) and a second drive motor stator (23), the second drive motor rotor (22) being fixedly connected to the second drive motor rotor shaft (21).
10. An electric vehicle comprising the two-motor and two-speed-ratio electric drive assembly with disengagement of any of claims 1-9.
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| Application Number | Priority Date | Filing Date | Title |
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| CN202122042447.3U CN215474424U (en) | 2021-08-27 | 2021-08-27 | Dual-motor inferior dual-speed-ratio electric drive assembly with disengagement function and electric automobile |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202122042447.3U CN215474424U (en) | 2021-08-27 | 2021-08-27 | Dual-motor inferior dual-speed-ratio electric drive assembly with disengagement function and electric automobile |
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| CN215474424U true CN215474424U (en) | 2022-01-11 |
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| CN202122042447.3U Active CN215474424U (en) | 2021-08-27 | 2021-08-27 | Dual-motor inferior dual-speed-ratio electric drive assembly with disengagement function and electric automobile |
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