CN220281104U - Dual-motor driving system and electric automobile - Google Patents

Dual-motor driving system and electric automobile Download PDF

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Publication number
CN220281104U
CN220281104U CN202321876198.0U CN202321876198U CN220281104U CN 220281104 U CN220281104 U CN 220281104U CN 202321876198 U CN202321876198 U CN 202321876198U CN 220281104 U CN220281104 U CN 220281104U
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motor
gear
wheel
reduction
speed reducing
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张和平
李岩
夏鑫鑫
文凯
程传臻
郝梦梦
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Zhejiang Geely Holding Group Co Ltd
Weirui Electric Automobile Technology Ningbo Co Ltd
Zhejiang Zeekr Intelligent Technology Co Ltd
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Zhejiang Geely Holding Group Co Ltd
Weirui Electric Automobile Technology Ningbo Co Ltd
Zhejiang Zeekr Intelligent Technology Co Ltd
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Abstract

The application provides a double-motor driving system and an electric automobile, wherein the double-motor driving system comprises a motor assembly, a coupling piece and a speed reduction assembly; the motor shafts of the first motor and the second motor in the motor assembly are arranged in parallel, so that the occupied internal space of the electric automobile is reduced; the speed reducing assembly comprises a first speed reducing piece and a second speed reducing piece, and the first speed reducing piece and the second speed reducing piece are respectively connected with motor shafts of a first motor and a second motor in a transmission way; the structure of the speed reducing assembly comprises a parallel shaft, a planet and an offset shafting arrangement structure; the dual-motor driving system is provided with the speed reducing assemblies with different structures, so that the volume occupied by the dual-motor driving system in the vehicle can be reduced, and the cost is reduced. The first speed reducing part and the second speed reducing part are connected through the coupling part, the coupling part integrates the power of the two motors, the problem that the single-wheel torque output of the electric automobile is limited is solved, the escaping capability of wheels is improved, the efficiency of a driving system is optimized, and the driving performance of the electric automobile is improved.

Description

Dual-motor driving system and electric automobile
Technical Field
The application relates to the technical field of new energy automobiles, in particular to a double-motor driving system and an electric automobile.
Background
The electric automobile uses electric energy as a power source and runs through motor drive. The electric automobile has the advantage of environmental friendliness.
In the prior art, the motor of the electric automobile comprises a double-motor driving motor, and the double-motor driving motor is characterized in that the driving motor is directly installed in a wheel or near the wheel, and three arrangement schemes are formed according to the relative positions of the wheel, the motor and a speed reducer: a central dual motor configuration, a wheel rim motor configuration, and a hub motor configuration. The driving motor drives the wheels on the left side and the right side of the electric automobile body through the speed reducer respectively.
However, the electric automobile has the problems of limited single-wheel torque output and poor single-wheel escaping capability.
Disclosure of Invention
The application provides a two motor drive system and electric automobile can solve the limited problem of electric automobile single wheel torque output, improves the ability of getting rid of poverty of wheel, is favorable to the promotion of electric automobile drivability.
In a first aspect, the present application provides a dual motor drive system for transmitting power to a wheel assembly, the wheel assembly including a first wheel and a second wheel, the dual motor drive system including a motor assembly, a coupling, and a reduction assembly; the motor assembly comprises a first motor and a second motor, wherein motor shafts of the first motor and the second motor are arranged in parallel.
The speed reducing assembly comprises a first speed reducing piece and a second speed reducing piece, and the first speed reducing piece and the second speed reducing piece are oppositely arranged on two opposite sides of the motor assembly; the first speed reducing piece is in transmission connection with the first motor; the second speed reducing piece is in transmission connection with the second motor.
The first speed reducing piece and the second speed reducing piece are coupled and connected through a coupling piece.
In the above-described two-motor drive system, optionally, the first reduction member includes a first gear pair including a driving gear a and a driven gear b that are meshed with each other, and a second gear pair including a driving gear c and a driven gear d that are meshed with each other.
The driving gear a is connected with a motor shaft of the first motor, the driven gear b is coaxially connected with the driving gear c, and the driven gear d is coaxially connected with a wheel shaft of the first wheel.
In the above-described two-motor drive system, the driven gear d and the coupling member are optionally coaxially connected.
In the above dual motor driving system, optionally, the second reduction member includes a sun gear, a planet carrier, two first planet gears, two second planet gears, and two ring gears.
The sun gear is in transmission connection with a motor shaft of the second motor, and the sun gear is meshed with the two first planet gears respectively; the two first planetary gears and the two second planetary gears are coaxially connected in one-to-one correspondence; the two second planetary gears are meshed with the two inner gear rings in a one-to-one correspondence manner.
The planet carrier is connected to the connecting shaft between the first planet gear and the second planet gear, and the planet carrier is connected to the coupling member and the axle of the second wheel.
In the above-described two-motor drive system, optionally, the second reduction member includes a third gear pair including a driving gear e and a driven gear f that are meshed with each other, and a fourth gear pair including a driving gear g and a driven gear h that are meshed with each other.
The driving gear e is connected with a motor shaft of the second motor, the driven gear f is coaxially connected with the driving gear g, and the driven gear h is coaxially connected with a wheel shaft of the second wheel.
In the above-described two-motor drive system, optionally, the second reduction member includes a fifth gear pair including a driving gear i and a driven gear j that are meshed with each other, a sixth gear pair including a driving gear k and a driven gear l that are meshed with each other, and a gear m.
The driving gear i is connected with a motor shaft of the second motor, the driven gear j is coaxially connected with the driving gear k and meshed with the gear m, the gear m is connected with the coupling piece, and the driven gear l is connected with a wheel shaft of the second wheel;
the coupling piece is connected with a motor shaft of the first motor; and the motor shafts connected with the coupling piece and the driving gear a are respectively arranged on two opposite sides of the first motor.
In the above-described two-motor drive system, it is optional that the reduction ratios of the first reduction member and the second reduction member are equal.
In the above-described two-motor drive system, it is optional that the number of gears of the driving gear i and the gear m be equal.
In the above-described two-motor drive system, the coupling member may include a plate friction clutch, a dog clutch, and a synchronizer.
In a second aspect, the present application provides an electric vehicle comprising a wheel assembly and a dual motor drive system coupled to the wheel assembly.
The application provides a double-motor driving system and an electric automobile, wherein the double-motor driving system comprises a motor assembly, a coupling piece and a speed reduction assembly; the motor shafts of the first motor and the second motor in the motor assembly are arranged in parallel, so that the occupied internal space of the electric automobile is reduced; the speed reducing assembly comprises a first speed reducing piece and a second speed reducing piece, and the first speed reducing piece and the second speed reducing piece are respectively connected with motor shafts of a first motor and a second motor in a transmission way to acquire power; the first speed reducing piece and the second speed reducing piece transmit the acquired power to wheels; the structure of the speed reducing assembly comprises a parallel shaft, a planet and an offset shafting arrangement structure; the dual-motor driving system is provided with the speed reducing assemblies with different structures, so that the volume occupied by the dual-motor driving system in the vehicle can be reduced, and the cost is reduced; a suitable deceleration assembly may also be selected according to the particular model. The first speed reducing piece and the second speed reducing piece are coupled and connected through a coupling piece, the coupling piece integrates the power of two motors, the problem that the single-wheel torque output of the electric automobile is limited is solved, and the escaping capability of wheels is improved; the efficiency of the driving system is optimized, the capability of the wheels to get rid of poverty is improved, and the driving performance of the electric automobile is improved. The construction of the present application, as well as other objects and advantages thereof, will be more readily understood from the description of the preferred embodiments taken in conjunction with the accompanying drawings.
Drawings
In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings that are required in the embodiments or the description of the prior art will be briefly described, and it is obvious that the drawings in the following description are some embodiments of the present application, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1a is a schematic diagram of a dual motor drive system according to an embodiment of the present disclosure;
FIG. 1b is a schematic diagram of a dual motor drive system according to an embodiment of the present disclosure;
fig. 1c is a schematic structural diagram of a dual motor driving system according to an embodiment of the present application.
Reference numerals illustrate:
100: a first motor; 200: a second motor;
101: a first motor shaft;
201: a second motor shaft;
301: a driving gear a;302: a driven gear b;303: a driving gear c;304: a driven gear d;
401: a sun gear; 402: a first planetary gear; 403: a second planetary gear; 404: an inner gear ring; 405: a planet carrier;
501: a driving gear e;502: a driven gear f;503: a driving gear g;504: a driven gear h;
601: a driving gear i;602: driven gear j;603: a driving gear k;604: a driven gear l;605: a gear m;
700: a first wheel;
800: a second wheel;
900: and a coupling.
Detailed Description
Reference will now be made in detail to exemplary embodiments, examples of which are illustrated in the accompanying drawings. When the following description refers to the accompanying drawings, the same numbers in different drawings refer to the same or similar elements, unless otherwise indicated. The implementations described in the following exemplary examples are not representative of all implementations consistent with the present application. Rather, they are merely examples of apparatus and methods consistent with some aspects of the present application as detailed in the accompanying claims.
The applicant of the present application found in the course of actual research that the running of the automobile was characterized by frequent start, acceleration, deceleration, parking, etc. This requires the car to have strong acceleration performance and climbing ability. At present, the electric automobile becomes a research hot spot due to the environment friendliness, and the existing electric automobile is provided with double motors and a speed reduction system, so that various power outputs are realized, and the acceleration performance and the climbing capacity of the electric automobile are improved. The motor of the electric automobile comprises a double-motor driving motor, and the double-motor driving motor is characterized in that the driving motor is directly arranged in or near a wheel, and three arrangement schemes are formed according to the relative positions of the wheel, the motor and a speed reducer: a central dual motor configuration, a wheel rim motor configuration, and a hub motor configuration. The driving motor drives the wheels on the left side and the right side of the electric automobile body through the speed reducer respectively.
However, when the ice and snow wet landslide and the sloping field travel, the electric automobile may slip and be trapped, because the double motors in the electric automobile respectively act on the left wheel and the right wheel, and the single wheel has the problem of limited single-wheel torque output, so that the single-wheel escaping capability is poor. In addition, the arrangement of the double motors causes the internal space of the electric automobile to be insufficient, the existing speed reducers are mainly double planetary gear speed reducers, and the arrangement of the double planetary gear speed reducers additionally increases the cost of the electric automobile.
In view of the above, embodiments of the present application provide a dual motor driving system including a motor assembly, a coupling member, and a reduction assembly, and an electric vehicle; the motor shafts of the first motor and the second motor in the motor assembly are arranged in parallel, so that the occupied internal space of the electric automobile is reduced; the speed reducing assembly comprises a first speed reducing piece and a second speed reducing piece, and the first speed reducing piece and the second speed reducing piece are respectively connected with motor shafts of a first motor and a second motor in a transmission way to acquire power; the first speed reducing piece and the second speed reducing piece transmit the acquired power to wheels; the structure of the speed reducing assembly comprises a parallel shaft, a planet and an offset shafting arrangement structure; the dual-motor driving system is provided with the speed reducing assemblies with different structures, so that the volume occupied by the dual-motor driving system in the vehicle can be reduced, and the cost is reduced; a suitable deceleration assembly may also be selected according to the particular model. The first speed reducing piece and the second speed reducing piece are coupled and connected through a coupling piece, the coupling piece integrates the power of two motors, the problem that the single-wheel torque output of the electric automobile is limited is solved, and the escaping capability of wheels is improved; the efficiency of the driving system is optimized, the capability of the wheels to get rid of poverty is improved, and the driving performance of the electric automobile is improved.
In a first aspect, the present application provides a dual motor drive system for transmitting power to a wheel assembly, the wheel assembly comprising a first wheel 700 and a second wheel 800, the dual motor drive system comprising a motor assembly, a coupling 900 and a reduction assembly; the motor assembly includes a first motor 100 and a second motor 200, which have motor shafts arranged in parallel.
The speed reducing assembly comprises a first speed reducing piece and a second speed reducing piece, and the first speed reducing piece and the second speed reducing piece are oppositely arranged on two opposite sides of the motor assembly; the first speed reducer is in transmission connection with the first motor 100; the second speed reducing member is in transmission connection with the second motor 200.
The first decelerating member and the second decelerating member are coupled and connected by a coupling member 900.
For example, after the electric automobile is started, the motor assembly enters a working state. For convenience of the subsequent structural distinction, the motor shaft of the first motor 100 is referred to as a first motor shaft 101, and the motor shaft of the second motor 200 is referred to as a second motor shaft 201. After the motor assembly enters the working state, the first motor shaft 101 of the first motor 100 transmits power to the first wheel 700 through the first speed reducing element, the second motor shaft 201 of the second motor 200 transmits power to the second wheel 800 through the second speed reducing element, and the electric vehicle runs. When the first wheel 700 is trapped, the acceleration of the first wheel 700 needs to be increased, and at this time, the torque of the first wheel 700 needs to be increased to solve the problem, the coupling 900 is activated, the second motor 200 transmits power to the first wheel 700, and the torque of the first wheel 700 is increased, so that the first wheel 700 is released.
The coupling 900 is used for searching suitable torque or rotation speed of the two motors under certain vehicle speed, acceleration and motor output power, so as to improve the efficiency of the electric vehicle.
When the motor shafts of the first motor 100 and the second motor 200 are arranged in parallel, the axial length of the electric drive assembly can be reduced, the space inside the vehicle can be increased, and the axial length of the electric drive assembly refers to: the distance from the left end of the left first speed reducing piece to the right end of the second speed reducing piece. When the motor shafts of the first motor 100 and the second motor 200 are arranged in parallel, the motor assembly occupies small space in the vehicle, so that the arrangement of the whole vehicle is facilitated, in addition, the arrangement mode of the double motors is centralized arrangement, the arrangement mode is the same as that of the traditional fuel automobile, and the refitting is convenient on the basis of the existing vehicle type.
By way of example, the reduction assembly includes a parallel shaft arrangement, a planetary shaft co-row arrangement, an offset co-axial arrangement. The planetary shaft is compact in structure and high in price. The parallel axis arrangement and offset coaxial arrangement are inexpensive.
As an achievable embodiment, the first reduction includes a first gear pair including a driving gear a301 and a driven gear b302 meshed with each other, and a second gear pair including a driving gear c303 and a driven gear d304 meshed with each other.
The driving gear a301 is connected to the first motor shaft 101 of the first motor 100, the driven gear b302 is coaxially connected to the driving gear c303, and the driven gear d304 is coaxially connected to the wheel shaft of the first wheel 700.
The first motor 100 is illustratively coupled to a first reduction member via a first motor shaft 101. The first motor 100 performs speed reduction and torque increase through the first speed reduction member, so as to control the first wheel 700. When the first motor 100 is energized, the first motor 100 outputs power to the first reduction member through the first motor shaft 101. The first speed reducer comprises a first gear pair and a second gear pair, and the first gear pair and the second gear pair are composed of a driving gear and a driven gear. The first speed reducer is subjected to power transmission through a gear pair: the driving gear a301 is connected with the first motor shaft 101 to acquire the power of the first motor 100; the driving gear a301 is meshed with the driven gear b302, the driven gear b302 is coaxially connected with the driving gear c303, and the driving gear c303 is meshed with the driven gear d 304; thus, the power of the first motor 100 is transmitted to the first wheel 700 through the first gear pair and the second gear pair, and the first wheel 700 moves.
As an implementation, the driven gear d304 and the coupling 900 are coaxially connected.
For example, when the first wheel 700 is trapped, the coupling 900 is activated, and the first decelerator and the second decelerator are coupled together via the coupling 900. The coupling 900 is connected with the driven gear d304 in the first speed reducing member, and the coupling 900 couples the power of the second motor 200 and outputs the power to the first wheel 700 through the driven gear d304, increasing the torque of the first wheel 700, so that the first wheel 700 gets rid of the jam.
As one achievable embodiment, coupling 900 includes a plate friction clutch, dog clutch, synchronizer.
As an achievable embodiment, the second reduction includes a sun gear 401, a carrier 405, two first planet gears 402, two second planet gears 403, two ring gears 404.
The sun gear 401 is in transmission connection with a motor shaft of the second motor 200, and the sun gear 401 is respectively meshed with two first planet gears 402; the two first planetary gears 402 and the two second planetary gears 403 are coaxially connected in one-to-one correspondence; the two second planetary gears 403 are meshed with the two ring gears 404 in one-to-one correspondence.
The carrier 405 connects the connection shaft between the first planetary gear 402 and the second planetary gear 403, and the carrier 405 is connected to the coupling 900 and the axle of the second wheel 800.
The second motor 200 is illustratively coupled to a second reduction member via a second motor shaft 201. The second motor 200 performs speed reduction and torque increase through the second speed reduction member, so as to control the second wheel 800. When the second motor 200 is energized, the second motor 200 outputs power to the second reduction member through the second motor shaft 201. Referring to fig. 1a, the second reduction member includes a sun gear 401, a carrier 405, two first planetary gears 402, two second planetary gears 403, two ring gears 404; the process of the second speed reducer for power transmission is as follows: the sun gear is connected with a second motor shaft 201 to acquire the power of the second motor 200; the sun gear 401 is meshed with two first planetary gears 402, respectively; the two first planetary gears 402 and the two second planetary gears 403 are coaxially connected in one-to-one correspondence; two second planetary gears 403 are meshed with two inner gear rings 404 in a one-to-one correspondence manner, and a planet carrier 405 is connected with a connecting shaft between the first planetary gears 402 and the second planetary gears 403; in this way, the power of the second motor 200 is transmitted to the second wheel 800 via the carrier 405 through the sun gear 401, the first planetary gear, the second planetary gear 403, the ring gear 404, and the carrier 405, and the second wheel 800 moves.
In some embodiments, when the second wheel 800 is trapped and the torque of the second wheel 800 can be released under the action of the second motor 200, the rotation speed of the planet carrier 405 needs to be smaller than the rotation speed of the sun gear 401, i.e. smaller than the rotation speed of the second motor shaft 201, so that the reduction ratio of the dual-motor system is increased to cope with the working condition requiring high torque according to the transmission mode of the planet gears.
In other embodiments, when the second wheel 800 is trapped, the coupling 900 couples the power of the first motor 100 to the second motor 200, and the coupling 900 couples the power of the first motor 100 to the second wheel 800 when the second wheel 800 is not sufficiently torqued to be able to get out of the way. Thereby increasing the single-wheel output torque and facilitating the escape under extreme road conditions.
As an achievable embodiment, the reduction ratios of the first reduction member and the second reduction member are equal.
When the first wheel 700 and the second wheel 800 travel in the forward and backward directions, the vehicle speed of the first wheel 700 and the vehicle speed of the second wheel 800 need to be kept consistent, so that the reduction ratio i1 of the first reduction element and the reduction ratio i2 of the second reduction element need to be kept consistent, the number of teeth of each gear is denoted by Z, and the reduction ratio relationship between the first reduction element and the second reduction element is as shown in formula (1):
wherein i is 1 Representing the reduction ratio of the first reduction member, i 2 Representing the reduction ratio of the second reduction member; z is Z 301 Indicating the number of teeth of the driving gear a301, Z 302 Indicating the number of teeth of the driven gear b302, Z 303 Indicating the number of teeth, Z, of the driving gear c303 304 Representing the number of teeth of the driven gear d 304; z is Z 401 Indicating the number of teeth, Z, of the sun gear 401 402 Indicating the number of teeth, Z, of the first planetary gear 402 403 Indicating the number of teeth, Z, of the second planetary gear 403 404 Representing the number of teeth of the ring gear 404.
In some embodiments, the range of tooth numbers for each gear is as follows: tooth number Z of driving gear a301 301 In the range of 18-50, the number of teeth Z of the driven gear b302 302 In the range of 18-50, the number of teeth Z of the driving gear c303 303 In the range of 18-50, the number of teeth Z of the driven gear d304 304 The range may be 18-50; tooth number Z of sun gear 401 401 The number of teeth Z of the first planetary gear 402 may range from 18-50 402 May range from 18 to 50, and the number of teeth Z of the second planetary gear 403 403 In the range of 18-50, the number of teeth Z of the ring gear 404 404 The range may be 18-50; wherein the number of teeth of each gear is an integer.
In other embodiments, the specific number of teeth for each gear is as follows: tooth number Z of driving gear a301 301 May be 20, the number of teeth Z of the driven gear b302 302 May be 44, the number of teeth Z of the driving gear c303 303 May be 22, the number of teeth Z of the driven gear d304 304 May be 40; tooth number Z of sun gear 401 401 May be 20, the number of teeth Z of the first planet gears 402 402 May be 60, the number of teeth Z of the second planetary gear 403 403 May be 22, the number of teeth Z of the ring gear 404 404 May be 22.
The reduction ratio of the first reduction gear and the second reduction gear can meet the requirement of the formula (1), and the specific tooth number of each gear is not limited.
For example, referring to fig. 1a, the second speed reducer is a planetary gear coaxial structure, and is an axisymmetric structure, and two first planetary gears 402, two second planetary gears 403, and two inner gear rings 404 are symmetrically distributed on two sides of the second motor shaft 201 along the axial extension direction of the second motor shaft 201, so that the second speed reducer has a compact structure, operates stably, and occupies a small space of the electric vehicle.
As an achievable embodiment, the second reduction includes a third gear pair including a driving gear e501 and a driven gear f502 meshed with each other, and a fourth gear pair including a driving gear g503 and a driven gear h504 meshed with each other.
The driving gear e501 is connected to the second motor shaft 201 of the second motor 200, the driven gear f502 is coaxially connected to the driving gear g503, and the driven gear h504 is coaxially connected to the wheel shaft of the second wheel 800.
The second motor 200 is illustratively coupled to a second reduction member via a second motor shaft 201. The second motor 200 performs speed reduction and torque increase through the second speed reduction member, so as to control the second wheel 800. When the second motor 200 is energized, the second motor 200 outputs power to the second reduction member through the second motor shaft 201. Referring to fig. 1b, the second reduction member includes a third gear pair and a fourth gear pair each composed of a driving gear and a driven gear. The second speed reducer is subjected to power transmission through the gear pair: the driving gear e501 is connected with the second motor shaft 201 to acquire the power of the second motor 200; the driving gear e501 is meshed with the driven gear f502, the driven gear f502 is coaxially connected with the driving gear g503, and the driving gear g503 is meshed with the driven gear h 504; thus, the power of the second motor 200 is transmitted to the second wheel 800 through the third gear pair and the fourth gear pair, and the second wheel 800 moves.
In some embodiments, when the second wheel 800 is trapped, the torque of the second wheel 800 can be released, and the rotation speed of the driven gear h504 is smaller than the rotation speed of the driving gear e501, i.e. smaller than the rotation speed of the second motor shaft 201, according to the transmission mode of the gear pair, the reduction ratio of the dual-motor system can be increased, so as to cope with the working condition requiring high torque.
In other embodiments, when the second wheel 800 is trapped, the coupling 900 couples the power of the first motor 100 to the second motor 200, and the coupling 900 couples the power of the first motor 100 to the second wheel 800 when the second wheel 800 is not sufficiently torqued to be able to get out of the way. Thereby increasing the single-wheel output torque and facilitating the escape under extreme road conditions.
When the first wheel 700 and the second wheel 800 travel in the forward and backward directions, the vehicle speed of the first wheel 700 and the vehicle speed of the second wheel 800 need to be kept consistent, so that the reduction ratio i1 of the first reduction element and the reduction ratio i2 of the second reduction element need to be kept consistent, the number of teeth of each gear is denoted by Z, and the reduction ratio relationship between the first reduction element and the second reduction element is as shown in formula (2):
wherein i is 1 Representing the reduction ratio of the first reduction member, i 2 Representing the reduction ratio of the second reduction member; z is Z 301 Indicating the number of teeth of the driving gear a301, Z 302 Indicating the number of teeth of the driven gear b302, Z 303 Indicating the number of teeth, Z, of the driving gear c303 304 Representing the number of teeth of the driven gear d 304; z is Z 501 Indicating the number of teeth of the driving gear e501, Z 502 Indicating the number of teeth of the driven gear f502, Z 503 Indicating the number of teeth, Z, of the driving gear g503 504 Indicating the number of teeth of the driven gear h504. Wherein the number of teeth of each gear is an integer. The reduction ratio of the first reduction gear and the second reduction gear can meet the requirement of the formula (2), and the number of teeth of each gear is not limited.
By way of example, the second reduction member has a parallel shaft structure, which means that the main shafts of the gears are parallel to each other when the driving gear e501 and the driven gear f502 are engaged, and the main shafts of the gears are parallel to each other when the driving gear g503 and the driven gear h504 are engaged.
As an achievable embodiment, the second reduction includes a fifth gear pair including a driving gear i601 and a driven gear j602 that mesh with each other, a sixth gear pair including a driving gear k603 and a driven gear l604 that mesh with each other, and a gear m 605.
The driving gear i601 is connected to the second motor shaft 201 of the second motor 200, the driven gear j602 is coaxially connected to the driving gear k603, and is meshed with the gear m605, the gear m605 is connected to the coupling 900, and the driven gear l604 is connected to the axle of the second wheel 800.
The coupling 900 is connected with the first motor shaft 101 of the first motor 100; the first motor shaft 101 connected to the coupling 900 and the first motor shaft 101 connected to the driving gear a301 are disposed at opposite sides of the first motor 100, respectively.
As an achievable embodiment, the number of gears of the driving gear i601 and the gear m605 is equal.
The second motor 200 is illustratively coupled to a second reduction member via a second motor shaft 201. The second motor 200 performs speed reduction and torque increase through the second speed reduction member, so as to control the second wheel 800. When the second motor 200 is energized, the second motor 200 outputs power to the second reduction member through the second motor shaft 201. The second speed reducer comprises a fifth gear pair and a sixth gear pair, and the fifth gear pair and the sixth gear pair are composed of a driving gear and a driven gear. The second speed reducer is subjected to power transmission through the gear pair: the driving gear i601 is connected with the second motor shaft 201 to acquire the power of the second motor 200; the driving gear i601 is meshed with the driven gear j602, the driven gear j602 is coaxially connected with the driving gear k603, and the driving gear k603 is meshed with the driven gear l 604; thus, the power of the second motor 200 is transmitted to the second wheel 800 through the fifth gear pair and the sixth gear pair, and the second wheel 800 moves.
In some embodiments, when the second wheel 800 is trapped, the torque of the second wheel 800 can be released, and the rotation speed of the driven gear l604 is smaller than the rotation speed of the driving gear i601, i.e. smaller than the rotation speed of the second motor shaft 201, according to the transmission mode of the gear pair, the reduction ratio of the dual-motor system can be increased, so as to cope with the working condition requiring high torque. At this time, there is no transmission connection between the gear m605, which is empty on the first motor shaft 101, and the first motor shaft 101.
In other embodiments, when the second wheel 800 is trapped and the torque of the second wheel 800 is insufficient and cannot escape from the trapped state, the coupling 900 is started, the gear m605 coupled with the coupling 900 is in an operating state, at this time, the gear m605 is in driving connection with the first motor shaft 101, the gear m605 obtains power, and the coupling 900 transfers the power of the first motor 100 to the second speed reducer through the gear m605, so as to couple the power to the second wheel 800. Thereby increasing the single-wheel output torque and facilitating the escape under extreme road conditions.
When the first wheel 700 and the second wheel 800 travel in the forward and backward directions, the vehicle speed of the first wheel 700 and the vehicle speed of the second wheel 800 need to be kept consistent, so that the reduction ratio i1 of the first reduction element and the reduction ratio i2 of the second reduction element need to be kept consistent, the number of teeth of each gear is denoted by Z, and the reduction ratio relationship between the first reduction element and the second reduction element is as shown in formula (3):
as an achievable embodiment, the number of gears of the driving gear i601 and the gear m605 is equal.
The gear number relationship between the driving gear i601 and the gear m605 is as shown in formula (4):
Z 601 ＝Z 605 (4)
wherein the number of teeth of each gear is an integer. The reduction ratio of the first reduction member and the second reduction member satisfies the requirements of formulas (3) and (4), and the specific number of teeth of each gear is not limited in this application.
For example, referring to fig. 1c, the second reduction member has an offset coaxial structure, and the offset means that the fifth gear pair, the sixth gear pair and the gear m are driven by different axes during the driving process; coaxial refers to the coaxial line of the input shaft and the output shaft of the second speed reducer.
In some embodiments, the dual motor drive system includes a first reduction member in a parallel shaft arrangement and a second reduction member in an offset coaxial arrangement, both of which occupy a small body space, facilitating placement of the coupling 900; in addition, the first speed reducing part of the parallel shaft arrangement structure and the second speed reducing part of the offset coaxial structure are low in cost, and the cost of the whole vehicle is reduced.
In other embodiments, the dual motor drive system includes a first reduction member in a parallel shaft arrangement and a second reduction member in a planetary gear train coaxial arrangement, which reduces the cost of the dual motor drive system and provides a compact dual motor drive system.
In still other embodiments, the dual motor drive system includes a first reduction in parallel shaft arrangement and a second reduction in parallel shaft arrangement, both of which take up little vehicle body space, facilitating placement of the coupling 900; and the cost of the whole vehicle is reduced.
In a second aspect, the present application provides an electric vehicle comprising a wheel assembly and a dual motor drive system coupled to the wheel assembly.
It can be appreciated that, because the electric vehicle adopts the technical scheme of the embodiment, the electric vehicle at least has the beneficial effects brought by the technical scheme of the embodiment, and the description is omitted herein.
In the foregoing description, it will be appreciated that the term "coupled" is to be interpreted broadly, unless explicitly stated and defined otherwise, as such, as may be the formation of a fixed connection, as may be the indirect connection via an intermediary, as may be the communication between two elements or the interaction of two elements. The specific meaning of the terms in this application will be understood by those of ordinary skill in the art as the case may be. The terms "upper," "lower," "front," "rear," "vertical," "horizontal," "top," "bottom," "inner," "outer," and the like refer to an orientation or positional relationship based on that shown in the drawings, merely for convenience of description and to simplify the description, and do not indicate or imply that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore should not be construed as limiting the present application. In the description of the present application, the meaning of "a plurality" is two or more, unless specifically stated otherwise.
The terms "first," "second," "third," "fourth" and the like in the description and in the claims of this application and in the above-described figures, if any, are used for distinguishing between similar objects and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used may be interchanged where appropriate such that embodiments of the present application described herein may be capable of operation in sequences other than those illustrated or described herein, for example. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.
Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present application, and not for limiting the same; although the present application has been described in detail with reference to the foregoing embodiments, it should be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some or all of the technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit of the corresponding technical solutions from the scope of the technical solutions of the embodiments of the present application.

Claims (10)

1. A dual motor drive system for transmitting power to a wheel assembly, the wheel assembly including a first wheel and a second wheel, the dual motor drive system including a motor assembly, a coupling, and a reduction assembly; the motor assembly comprises a first motor and a second motor, wherein motor shafts of the first motor and the second motor are arranged in parallel;
the speed reduction assembly comprises a first speed reduction piece and a second speed reduction piece, and the first speed reduction piece and the second speed reduction piece are oppositely arranged on two opposite sides of the motor assembly; the first speed reducing piece is in transmission connection with the first motor; the second speed reducing piece is in transmission connection with the second motor;
the first speed reducing piece and the second speed reducing piece are coupled and connected through the coupling piece.
2. The dual motor drive system of claim 1, wherein the first reduction includes a first gear pair including a driving gear a and a driven gear b intermeshed, and a second gear pair including a driving gear c and a driven gear d intermeshed;
the driving gear a is connected with a motor shaft of the first motor, the driven gear b is coaxially connected with the driving gear c, and the driven gear d is coaxially connected with a wheel shaft of the first wheel.
3. The dual motor drive system of claim 2, wherein the driven gear d and the coupling are coaxially connected.
4. A dual motor drive system as claimed in claim 3, wherein the second reduction member comprises a sun gear, a planet carrier, two first planet gears, two second planet gears, two ring gears;
the sun gear is in transmission connection with a motor shaft of the second motor, and the sun gear is meshed with the two first planet gears respectively; the two first planetary gears and the two second planetary gears are coaxially connected in one-to-one correspondence; the two second planetary gears are meshed with the two inner gear rings in a one-to-one correspondence manner;
the planet carrier is connected to a connecting shaft between the first planetary gear and the second planetary gear, and the planet carrier is connected to the coupling member and an axle of the second wheel.
5. A dual motor drive system as claimed in claim 3, wherein the second reduction member comprises a third gear pair comprising intermeshing driving gear e and driven gear f and a fourth gear pair comprising intermeshing driving gear g and driven gear h;
the driving gear e is connected with a motor shaft of the second motor, the driven gear f is coaxially connected with the driving gear g, and the driven gear h is coaxially connected with a wheel shaft of the second wheel.
6. A dual motor drive system as claimed in claim 3, wherein the second reduction comprises a fifth gear pair comprising a intermeshing driving gear i and driven gear j, a sixth gear pair comprising a intermeshing driving gear k and driven gear i, and gear m;
the driving gear i is connected with a motor shaft of the second motor, the driven gear j is coaxially connected with the driving gear k and meshed with the gear m, the gear m is connected with the coupling piece, and the driven gear l is connected with a wheel shaft of the second wheel;
the coupling piece is connected with a motor shaft of the first motor; and the motor shafts connected with the coupling piece and the driving gear a are respectively arranged on two opposite sides of the first motor.
7. The dual motor drive system of any of claims 3-6, wherein the reduction ratios of the first reduction member and the second reduction member are equal.
8. The dual motor drive system of claim 6, wherein the number of gears of the driving gear i and the gear m are equal.
9. A dual motor drive system as set forth in claim 3 wherein said coupling comprises a plate friction clutch, dog clutch, synchronizer.
10. An electric vehicle comprising a wheel assembly and the dual motor drive system of any one of claims 1-9, the dual motor drive system being coupled to the wheel assembly.
CN202321876198.0U 2023-07-17 2023-07-17 Dual-motor driving system and electric automobile Active CN220281104U (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202321876198.0U CN220281104U (en) 2023-07-17 2023-07-17 Dual-motor driving system and electric automobile

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202321876198.0U CN220281104U (en) 2023-07-17 2023-07-17 Dual-motor driving system and electric automobile

Publications (1)

Publication Number Publication Date
CN220281104U true CN220281104U (en) 2024-01-02

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Family Applications (1)

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CN (1) CN220281104U (en)

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