Driving device and vehicle

Abstract

The utility model provides a driving device and a vehicle, the driving device comprises a first motor, a second motor, a differential mechanism, a first control element and a second control element, the first control element is arranged on a power transmission path between the first motor and a first output shaft of the differential mechanism; the second control element is arranged on a power transmission path among the second motor, a second output shaft of the differential mechanism and a differential mechanism gear, and the first control element controls the power transmission path between the first motor and the first output shaft to be connected and disconnected. A second control element is used for controlling on-off of power transmission paths between the second motor and the second output shaft and between the second motor and the differential gear; switching between a distributed working mode in which the first motor drives the first output shaft to rotate and the second motor drives the second output shaft to rotate and a single-motor centralized driving working mode in which the second motor drives the first output shaft and the second output shaft to rotate is realized, so that the motors work in a high-efficiency interval, and the energy consumption of the whole vehicle is reduced.

Description

Technical Field

[0001] The utility model relates to the field of vehicles, and mainly relates to a driving device and a vehicle. Background Art

[0002] Usually, for vehicles equipped with a distributed electric drive assembly, the powertrain usually consists of two motors directly connected to two wheels respectively. The two motors are involved in direct drive in all operating conditions and cannot be decoupled. The two motors must output power at the same time regardless of the operating conditions. This will cause the two motors to operate in a lower efficiency range under most operating conditions, resulting in increased power consumption of the vehicle and affecting the vehicle's endurance. Utility Model Content

[0003] In view of the above-mentioned deficiencies in the prior art, an object of the present invention is to provide a driving device and a vehicle, which can switch to different working modes according to road conditions to reduce energy consumption.

[0004] In order to achieve the above purpose, the utility model adopts the following technical solutions:

[0005] A driving device includes a first motor, a second motor, a differential, a first control element and a second control element; the differential includes a first output shaft, a second output shaft and a differential gear; the first output shaft and the second output shaft are both connected to the differential gear, the first output shaft is used to connect the first wheel end, and the second output shaft is used to connect the second wheel end; the first motor is connected to the first output shaft; the first control element is arranged on the power transmission path between the first motor and the first output shaft, and the first control element can control the on-off of the power transmission path between the first motor and the first output shaft; the second motor is connected to the second output shaft and the differential gear; the second control element is arranged on the power transmission path between the second motor and the second output shaft and the differential gear, and the second control element can control the on-off of the power transmission path between the second motor and the second output shaft, and can control the on-off of the power transmission path between the second motor and the differential gear.

[0006] In some schemes of the present application, the second control element includes a first binding member, a second binding member and a third binding member, the first binding member is drivingly connected to the second motor, the second binding member is connected to the differential gear drive wheel, the third binding member is drivingly connected to the second output shaft, the first binding member can be combined with or separated from the second binding member, and the first binding member can be combined with or separated from the third binding member; the first binding member, the second binding member and the third binding member constitute a three-position synchronizer or a three-position clutch.

[0007] In some schemes of the present application, a first gear is provided on the rotating shaft of the second motor, a second gear is provided on the first coupling member, the second gear is meshed with the first gear, a third gear is provided on the second coupling member, the third gear is meshed with the differential gear, a fourth gear is provided on the third coupling member, a fifth gear is provided on the second output shaft, the fifth gear is meshed with the fourth gear; the diameter of the second gear is larger than the diameter of the first gear, the diameter of the fifth gear is larger than the diameter of the fourth gear, and the diameter of the differential gear is larger than the diameter of the third gear.

[0008] In some embodiments of the present application, the first motor and the second motor are both arranged parallel to the first output shaft, and at least partially overlap in the axial direction of the first output shaft.

[0009] In some schemes of the present application, the driving device also includes an intermediate shaft, an eleventh gear, a twelfth gear, a thirteenth gear and a fourteenth gear, the eleventh gear is arranged on the rotating shaft of the first motor, the fourteenth gear is rotatably connected to the first output shaft, the twelfth gear and the thirteenth gear are arranged on the intermediate shaft, and the twelfth gear is meshed with the eleventh gear, and the thirteenth gear is meshed with the fourteenth gear; the first control element includes a fourth combining member and a fifth combining member, the fourth combining member is connected to the first output shaft, the fifth combining member is connected to the fourteenth gear, and the fourth combining member can be combined with or separated from the fifth combining member; the fourth combining member and the fifth combining member constitute a synchronizer or a clutch.

[0010] In some schemes of the present application, the first coupling member, the second coupling member and the third coupling member are coaxially arranged, and the axial position of the first coupling member, the second coupling member and the third coupling member is the first intermediate shaft, with the first intermediate shaft, the rotating shaft of the second motor and the second output shaft as vertices, and the lines connecting the first intermediate shaft, the rotating shaft of the second motor and the second output shaft form a first acute triangle; with the intermediate shaft, the rotating shaft of the first motor and the first output shaft as vertices, the lines connecting the intermediate shaft, the rotating shaft of the first motor and the first output shaft form a second acute triangle; the first acute triangle and the second acute triangle are symmetrical about the axis of the first output shaft, and the first motor, the second motor and the differential at least partially overlap in the axial direction of the first output shaft.

[0011] In some schemes of the present application, the first output shaft includes a first output half shaft, a second output half shaft and a third control element, the first output half shaft is connected to the differential gear, the second output half shaft is connected to the first wheel end, and the third control element is connected to the first output half shaft and the second output half shaft, and the third control element can control the on-off of the power transmission path between the first output half shaft and the second output half shaft; the first control element can control the on-off of the power transmission path between the first motor and the second output half shaft, and can also control the on-off of the power transmission path between the first motor and the differential gear.

[0012] In some schemes of the present application, the first control element includes a sixth combining component, a seventh combining component and an eighth combining component, the sixth combining component is drivingly connected to the first motor, the seventh combining component is connected to the differential gear drive wheel, the eighth combining component is drivingly connected to the second output half shaft, the sixth combining component can be combined with or separated from the seventh combining component, and the sixth combining component can be combined with or separated from the eighth combining component; the sixth combining component, the seventh combining component and the eighth combining component constitute a three-position synchronizer or a three-position clutch.

[0013] In some schemes of the present application, a sixth gear is provided on the rotating shaft of the first motor, a seventh gear is provided on the sixth combining member, the seventh gear is meshed with the sixth gear, an eighth gear is provided on the seventh combining member, the eighth gear is meshed with the differential gear, a ninth gear is provided on the eighth combining member, a tenth gear is provided on the second output half shaft, the tenth gear is meshed with the ninth gear; the diameter of the seventh gear is larger than the diameter of the sixth gear, the diameter of the differential gear is larger than the diameter of the eighth gear, and the diameter of the tenth gear is larger than the diameter of the ninth gear.

[0014] In some schemes of the present application, the third control element includes a ninth combining member and a tenth combining member, the ninth combining member is connected to the first output half shaft, the tenth combining member is connected to the second output half shaft, and the ninth combining member can be combined with the tenth combining member; the ninth combining member and the tenth combining member constitute a synchronizer or a clutch.

[0015] A vehicle comprises a vehicle body, a first wheel end, a second wheel end and a driving device, wherein the driving device is mounted on the vehicle body, the first wheel end is connected to the first output shaft, and the second wheel end is connected to the second output shaft.

[0016] Beneficial effect: The drive device of the present application includes a first motor, a second motor, a differential, a first control element and a second control element. The first control element is arranged on the power transmission path between the first motor and the first output shaft, and the first control element can control the on-off of the power transmission path between the first motor and the first output shaft. The second control element is arranged on the power transmission path between the second motor and the second output shaft and the differential gear, and the second control element can control the on-off of the power transmission path between the second motor and the second output shaft, and can control the on-off of the power transmission path between the second motor and the differential gear. Therefore, through the control of the first control element and the second control element, a distributed working mode in which the first motor drives the first output shaft to rotate and the second motor drives the second output shaft to rotate can be realized, and a single motor centralized driving working mode in which the second motor drives the first output shaft and the second output shaft to rotate can also be realized. The drive device can select the corresponding working mode according to the road conditions, so that the motor works at a higher efficiency point, thereby reducing energy consumption. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 It is a schematic diagram of the structure of the driving device in the first embodiment.

[0018] Figure 2 yes Figure 1 A side view of the drive unit is shown.

[0019] Figure 3 It is a schematic structural diagram of a differential in one embodiment.

[0020] Figure 4 is a schematic structural diagram of a second control element in one embodiment.

[0021] Figure 5 It is a schematic diagram of the structure of the driving device in the second embodiment.

[0022] Figure 6 yes Figure 5 Schematic diagram of the structure of the first control element.

[0023] Figure 7 This is a graph showing the relationship between motor speed and efficiency.

[0024] Main component symbol description: 1-first motor; 2-second motor; 3-differential; 31-first output shaft; 311-first output half shaft; 312-second output half shaft; 313-third control element; 3131-ninth combination; 3132-tenth combination; 32-second output shaft; 33-differential gear; 34-planetary gear; 35-differential housing; 4-first control element; 41-fourth combination; 42-fifth combination; 43-sixth combination; 44-seventh combination; 45-eighth combination 1-15 gear; 2-2 gear; 3-16 gear; 4-17 gear; 5-18 gear; 6-19 gear; 7-20 gear; 8-21 gear; 9-22 gear; 10-23 gear; 11-12 gear; 13-14 gear; 15-16 gear; 17-18 gear; 19-24 gear; 25-26 gear; 27-28 gear; 29-30 gear; 31-32 gear; 33-34 gear; 35-36 gear; 37-38 gear; 39-40 gear; 41-42 gear; 43-44 gear; 45-46 gear; 47-48 gear; 49-50 gear; 51-52 gear; 53-54 gear; 56-57 gear; 58-59 gear; 60-61 gear; 61-62 gear; 62-63 gear; 64-64 gear; 65-66 gear; 67-68 gear; 69-69 gear; 610-61 gear; 71-intermediate shaft; 72-64 gear; 73-65 gear; 74-66 gear; 75-67 gear; 81-1st wheel end; 82-2nd wheel end. DETAILED DESCRIPTION

[0025] The utility model provides a driving device and a vehicle. In order to make the purpose, technical solution and effect of the utility model clearer and more specific, the utility model is further described in detail with reference to the accompanying drawings and examples. It should be understood that the specific embodiments described here are only used to explain the utility model and are not used to limit the protection scope of the utility model.

[0026] In the description of the present invention, it is necessary to understand that the terms "upper", "lower", "inside", "outside", etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention.

[0027] In the description of the present utility model, it should be noted that, unless otherwise clearly specified and limited, the terms "installation", "connection" and "connection" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection, an electrical connection, or mutual communication; it can be a direct connection, or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in the present utility model can be understood according to specific circumstances.

[0028] See also Figure 1 and Figure 5The vehicle of the present application includes a vehicle body, a first wheel end 81, a second wheel end 82 and a driving device, the driving device is installed on the vehicle body, the driving device includes a first motor 1, a second motor 2, a differential 3, a first control element 4 and a second control element 5, the differential 3 includes a first output shaft 31, a second output shaft 32 and a differential gear 33; the first output shaft 31 and the second output shaft 32 are coaxially arranged and both connected to the differential gear 33, the first output shaft 31 is connected to the first wheel end 81, and the second output shaft 32 is connected to the second wheel end 82. The first motor 1 is connected to the first output shaft 31, the first control element 4 is arranged on the power transmission path between the first motor 1 and the first output shaft 31, and the first control element 4 can control the on and off of the power transmission path between the first motor 1 and the first output shaft 31. The second motor 2 is connected to the second output shaft 32 and the differential gear 33, and the second control element 5 is arranged on the power transmission path between the second motor 2 and the second output shaft 32 and the differential gear 33, and the second control element 5 can control the on and off of the power transmission path between the second motor 2 and the second output shaft 32, and can control the on and off of the power transmission path between the second motor 2 and the differential gear 33.

[0029] Detailed, such as Figure 3 As shown, the differential 3 further includes a differential housing 35 and a planetary gear 34, the differential gear 33 is fixedly connected to the differential housing 35, the first output shaft 31, the second output shaft 32 and the planetary gear 34 are all rotatably connected to the differential housing 35, and the differential gear 33, the first output shaft 31 and the second output shaft 32 are coaxially arranged, the axial direction of the planetary gear 34 is perpendicular to the first output shaft 31, and the first output shaft 31 and the second output shaft 32 are gear-engaged with the planetary gear 34, so that when the differential gear 33 inputs power, it can be transmitted to the first output shaft 31 and the second output shaft 32 through the planetary gear 34, and the planetary gear 34 can rotate, and when the resistance of the first wheel end and the second wheel end is different, a speed difference can be formed between the first output shaft 31 and the second output shaft 32. When the resistance of the first wheel end and the second wheel end is the same, the first output shaft 31 and the second output shaft 32 rotate synchronously.

[0030] Through the control of the first control element 4 and the second control element 5, a distributed working mode can be realized in which the first motor 1 drives the first output shaft 31 to rotate and the second motor 2 drives the second output shaft 32 to rotate, and a single motor centralized driving working mode can also be realized in which the second motor 2 drives the first output shaft 31 and the second output shaft 32 to rotate. In the single motor centralized driving working mode, the first output shaft 31 and the second output shaft 32 can realize differential rotation, and the first control element 4 can control the transmission connection between the first motor 1 and the first output shaft 31 to be disconnected, thereby reducing the power loss caused by the motor inertia and the back electromotive force.

[0031] When the first control element 4 controls the power transmission path between the first motor 1 and the first output shaft 31 to be connected, and the second control element 5 controls the power transmission path between the second motor 2 and the second output shaft 32 to be connected, the first motor 1 and the second motor 2 work, so that the first motor 1 drives the first wheel end 81 to rotate, and the second motor 2 drives the second wheel end 82 to rotate, that is, the first wheel end 81 and the second wheel end 82 have independent power sources. By controlling the rotation speed of the first motor 1 and the second motor 2, the turning radius of the vehicle can be reduced, and the balance of the vehicle can be maintained in the special case that one of the wheels slips or has a tire blowout, so that the vehicle has better maneuverability, that is, the whole vehicle has a smaller turning radius or track following accuracy, and at the same time has a faster response to emergency situations, thereby improving driving safety.

[0032] When the first control element 4 controls the power transmission path between the first motor 1 and the first output shaft 31 to be disconnected, and the second control element 5 controls the power transmission path between the second motor 2 and the differential gear 33 to be connected, the second motor 2 can drive the first wheel end 81 and the second wheel end 82 to rotate, thereby realizing centralized driving of the first wheel end 81 and the second wheel end 82. When the drive device is in the single-motor centralized driving working mode, the power of the second motor 2 is input from the differential gear 33, so the differential function of the differential 3 can be used normally. That is to say, when the drive device is in the centralized driving working mode, the first output shaft 31 and the second output shaft 32 can realize differential rotation to realize vehicle turning.

[0033] Among them, when the driving device switches from single-motor centralized drive to distributed drive, the first motor 1 is first accelerated to synchronize the rotational speeds of the motor and the first wheel end 81, and then the first control element 4 and the second control element 5 are controlled to switch the working positions, so that the distributed drive state is achieved after synchronous gear shifting, achieving no gear shift shock and no power interruption.

[0034] In the above, according to different road conditions, the first control element 4 and the second control element 5 are switched to different working modes, so that the first motor 1 and the second motor 2 work in the area of ​​optimal efficiency, thereby improving the vehicle's endurance. For example, when the torque required by the vehicle is relatively small, it is switched to the single-motor centralized drive working mode, at which time the second motor 2 drives the first wheel end 81 and the second wheel end 82 to rotate, so that the second motor 2 works in the area of ​​optimal efficiency, reducing energy consumption and improving endurance. When the torque required by the vehicle is relatively small, if the distributed working mode is still used, at this time, the first motor 1 and the second motor 2 are both working, and neither is in the area of ​​optimal efficiency, which results in high energy consumption and reduces the vehicle's endurance.

[0035] For example, Figure 7It is a relationship diagram between the motor speed and efficiency. As can be seen from the figure, the horizontal axis is the motor speed and the vertical axis is the motor output torque. When the vehicle is driving under CLTC, WLTC or NEDC conditions, the torque range of a single motor centralized drive is generally between 0 and 50 Nm. At this time, according to the landing point of the working condition, a large part of it will fall above 97% efficiency; when the same vehicle is driven in a distributed working mode, due to the simultaneous output of two motors, the working torque range at this time is likely to fall around 0 to 30. From the efficiency diagram of the motor in the above figure, it can be seen that a large part of the working condition will fall around 96%. At this time, the output efficiency of the distributed working mode will be lower than that of the single motor centralized drive, and the energy consumption will be higher than that of the single motor centralized drive output. Therefore, according to different road conditions, choosing different working modes can reduce energy consumption and improve endurance. CLTC, WLTC and NEDC are the testing standards for automobiles.

[0036] See also Figure 4 In one embodiment, the second control element 5 includes a first coupling member 51, a second coupling member 52 and a third coupling member 53. The first coupling member 51 is connected to the second motor 2 in a transmission manner, and the second coupling member 52 is connected to the transmission wheel of the differential gear 33. The first coupling member 51 can be coupled to or separated from the second coupling member 52. When the first coupling member 51 is coupled to the second coupling member 52, the power transmission path between the second motor 2 and the differential gear 33 is connected. The third coupling member 53 is connected to the second output shaft 32 in a transmission manner, and the first coupling member 51 can be coupled to or separated from the third coupling member 53. When the first coupling member 51 is coupled to the third coupling member 53, the power transmission path between the second motor 2 and the second output shaft 32 is connected.

[0037] Among them, the first combination member 51, the second combination member 52 and the third combination member 53 constitute a three-position synchronizer. That is to say, when the three-position synchronizer composed of the first combination member 51, the second combination member 52 and the third combination member 53 is in the first position, the first combination member 51 is combined with the second combination member 52, and the first combination member 51 is separated from the third combination member 53; when the three-position synchronizer is in the second position, the first combination member 51 is combined with the third combination member 53, and the first combination member 51 is separated from the second combination member 52; when the three-position synchronizer is in the third position, the first combination member 51 is separated from the second combination member 52, and the first combination member 51 is separated from the third combination member 53. In other embodiments, the first combination member 51, the second combination member 52 and the third combination member 53 can also constitute a three-position clutch, and the function of the three-position clutch is the same as that of the three-position synchronizer.

[0038] A first gear 61 is provided on the rotating shaft of the second motor 2, and a second gear 62 is provided on the first coupling member 51. The second gear 62 meshes with the first gear 61 to achieve a transmission connection between the second motor 2 and the first coupling member 51. A third gear 63 is provided on the second coupling member 52. The third gear 63 meshes with the differential gear 33 to achieve a transmission connection between the second coupling member 52 and the differential gear 33. A fourth gear 64 is provided on the third coupling member 53. A fifth gear 65 is provided on the second output shaft 32. The fifth gear 65 meshes with the fourth gear 64 to achieve a transmission connection between the third coupling member 53 and the second output shaft 32.

[0039] Among them, the diameter of the second gear 62 is larger than the diameter of the first gear 61, and the diameter of the fifth gear 65 is larger than the diameter of the fourth gear 64, so that when the power of the second motor 2 is transmitted to the second output shaft 32 through the first gear 61, the second gear 62, the fourth gear 64 and the fifth gear 65, a two-stage reduction transmission is realized, thereby increasing the output torque. Similarly, the diameter of the differential gear 33 is larger than the diameter of the third gear 63, so that when the power of the second motor 2 is transmitted to the second output shaft 32 and the first output shaft 31 through the first gear 61, the second gear 62, the third gear 63 and the differential gear 33, a two-stage reduction transmission is realized, thereby increasing the output torque.

[0040] like Figure 1 and Figure 2 As shown, in one embodiment, the first motor 1 and the second motor 2 are arranged parallel to the first output shaft and at least partially overlap in the axial direction of the first output shaft, so that the dimension of the drive device along the axial direction of the first output shaft 31 and the second output shaft 32 is shortened.

[0041] Embodiment 1:

[0042] See also Figure 1 and Figure 2 In one embodiment, the driving device further includes an intermediate shaft 71, an eleventh gear 72, a twelfth gear 73, a thirteenth gear 74 and a fourteenth gear 75. The intermediate shaft 71, the eleventh gear 72, the twelfth gear 73, the thirteenth gear 74 and the fourteenth gear 75 constitute an intermediate transmission structure between the first motor 1 and the first output shaft 31. The eleventh gear 72 is arranged on the rotating shaft of the first motor 1, and the fourteenth gear 75 is rotatably connected to the first output shaft 31. The twelfth gear 73 and the thirteenth gear 74 are arranged on the intermediate shaft 71, and the twelfth gear 73 is meshed with the eleventh gear 72, and the thirteenth gear 74 is meshed with the fourteenth gear 75, so that the power of the first motor 1 can be transmitted to the fourteenth gear 75 through the eleventh gear 72, the twelfth gear 73, the intermediate shaft 71 and the thirteenth gear 74.

[0043] The first control element 4 includes a fourth coupling member 41 and a fifth coupling member 42. The fourth coupling member 41 is connected to the first output shaft 31, and the fifth coupling member 42 is connected to the fourteenth gear 75. The fourth coupling member 41 can be coupled to or separated from the fifth coupling member 42. When the fourth coupling member 41 is coupled to the fifth coupling member 42, the fourteenth gear 75 is fixed to the first output shaft 31, so that the first motor 1 can drive the first output shaft 31 to rotate.

[0044] In one embodiment, the diameter of the eleventh gear 72 is smaller than the diameter of the twelfth gear 73, and the diameter of the thirteenth gear 74 is smaller than the diameter of the fourteenth gear 75, so that the first motor 1 can drive the first output shaft 31 to form a two-stage reduction transmission, thereby increasing the output torque.

[0045] In one embodiment, the fourth coupling member 41 and the fifth coupling member 42 constitute a synchronizer or a clutch. In this embodiment, the distributed drive working mode and the single motor centralized drive working mode can be realized by controlling the first control element 4 and the second control element 5, so that the structure is simple and the cost is low. In addition, the power decoupling between the first motor 1 and the first output shaft 31 can be realized by the first control element 4, and the power decoupling between the second motor 2 and the second output shaft 32 can be realized by the second control element 5, so that when the vehicle is coasting, the power loss caused by the motor inertia and the back electromotive force is reduced.

[0046] The second control element 5 is arranged outside the second output shaft 32, and the axis of the second control element 5 is parallel to the second output shaft 32. The axial directions of the first output shaft 31 and the second output shaft 32 are in the vehicle width direction, and the axis of the second control element 5, the rotating shaft of the second motor 2 and the second output shaft 32 are arranged at intervals in the vehicle length direction. With the axis of the second control element 5, the rotating shaft of the second motor 2 and the second output shaft 32 as vertices, the connecting line of the axis of the second control element 5, the rotating shaft of the second motor 2 and the second output shaft 32 forms a first acute triangle, thereby shortening the size of the drive device along the vehicle length direction.

[0047] Similarly, the intermediate shaft 71, the rotating shaft of the first motor 1 and the first output shaft 31 are arranged at intervals in the vehicle length direction. With the intermediate shaft 71, the rotating shaft of the first motor 1 and the first output shaft 31 as vertices, the connecting line of the intermediate shaft 71, the rotating shaft of the first motor 1 and the first output shaft 31 forms a second acute triangle, thereby shortening the size of the drive device along the vehicle length direction.

[0048] The first acute triangle and the second acute triangle are symmetrical about the axis of the first output shaft 31, that is, the first motor 1 and the second motor 2 are distributed on both sides of the first output shaft 31, so that the first motor 1, the second motor 2 and the differential 3 can at least partially overlap in the axial direction without interference, thereby shortening the axial size of the drive device.

[0049] Embodiment 2:

[0050] See also Figure 5 In one embodiment, the first output shaft 31 includes a first output half shaft 311, a second output half shaft 312 and a third control element 313. The first output half shaft 311 is connected to the differential gear 33, the second output half shaft 312 is connected to the first wheel end 81, and the third control element 313 is connected to the first output half shaft 311 and the second output half shaft 312. The third control element 313 can control the on and off of the power transmission path between the first output half shaft 311 and the second output half shaft 312; when the power transmission path between the first output half shaft 311 and the second output half shaft 312 is connected, the power on the first output half shaft 311 can be transmitted to the second output half shaft 312.

[0051] The first control element 4 can control the on and off of the power transmission path between the first motor 1 and the second output half shaft 312, and can also control the on and off of the power transmission path between the first motor 1 and the differential gear 33. Therefore, through the control of the first control element 4 and the third control element 313, the first motor 1 can simultaneously drive the first wheel end 81 and the second wheel end 82 to rotate, and can also drive the first wheel end 81 to rotate alone.

[0052] Specifically, when the third control element 313 controls the power transmission path between the first output axle 311 and the second output axle 312 to be connected, and the first control element 4 controls the power transmission path between the first motor 1 and the first output axle 311 to be connected, the power of the first motor 1 can drive the first wheel end 81 and the second wheel end 82 to rotate through the differential 3, forming a single motor centralized driving working mode of the first motor centralized driving. When the third control element 313 controls the power transmission path between the first output axle 311 and the second output axle 312 to be disconnected, and the first control element 4 controls the power transmission path between the first motor 1 and the second output axle 312 to be connected, the power of the first motor 1 can directly drive the second output axle 312 to rotate, thereby realizing the first motor 1 driving the first wheel end 81 to rotate, combined with the second motor 2 driving the second wheel end 82 to rotate, to achieve a distributed working mode.

[0053] When the third control element 313 controls the power transmission path between the first output half shaft 311 and the second output half shaft 312, and the first control element 4 controls the power transmission path between the first motor 1 and the first output half shaft 311, combined with the second control element 5 controlling the power transmission path between the second motor 2 and the differential gear 33, the power of the first motor 1 and the second motor 2 can be simultaneously transmitted to the first wheel end 81 and the second wheel end 82 through the differential 3, realizing the dual-motor centralized drive working mode, thereby outputting greater power.

[0054] In the above, through the control of the first control element 4, the second control element 5 and the third control element 313, the drive device can realize a distributed working mode, a first motor centralized driving working mode, a second motor centralized driving working mode and a dual motor centralized driving working mode, so there are more choices in driving functions, and different working modes are selected according to actual road conditions to reduce energy consumption.

[0055] Specifically, Figure 6 As shown, the first control element 4 includes a sixth coupling member 43, a seventh coupling member 44 and an eighth coupling member 45. The sixth coupling member 43 is connected to the first motor 1 in a transmission manner, the seventh coupling member 44 is connected to the transmission wheel of the differential gear 33, and the eighth coupling member 45 is connected to the second output half shaft 312 in a transmission manner. The sixth coupling member 43 can be coupled or separated with the seventh coupling member 44, and the sixth coupling member 43 can be coupled or separated with the eighth coupling member 45. When the sixth coupling member 43 is coupled with the seventh coupling member 44, the power transmission path between the first motor 1 and the differential gear 33 is connected; when the sixth coupling member 43 is coupled with the eighth coupling member 45, the power transmission path between the first motor 1 and the second output half shaft 312 is connected.

[0056] Among them, the sixth combining member 43, the seventh combining member 44 and the eighth combining member 45 constitute a three-position synchronizer. That is to say, when the three-position synchronizer constituted by the sixth combining member 43, the seventh combining member 44 and the eighth combining member 45 is in the first position, the sixth combining member 43 is combined with the seventh combining member 44, and the sixth combining member 43 is separated from the eighth combining member 45; when the three-position synchronizer is in the second position, the sixth combining member 43 is combined with the eighth combining member 45, and the sixth combining member 43 is separated from the seventh combining member 44; when the three-position synchronizer is in the third position, the sixth combining member 43 is separated from the seventh combining member 44, and the sixth combining member 43 is separated from the eighth combining member 45. In other embodiments, the sixth combining member 43, the seventh combining member 44 and the eighth combining member 45 may also constitute a three-position clutch, and the function of the three-position clutch is the same as that of the three-position synchronizer.

[0057] A sixth gear 66 is provided on the rotating shaft of the first motor 1, and a seventh gear 67 is provided on the sixth coupling member 43, which meshes with the sixth gear 66 to achieve a transmission connection between the first motor 1 and the sixth coupling member 43; an eighth gear 68 is provided on the seventh coupling member 44, which meshes with the differential gear 33 to achieve a transmission connection between the seventh coupling member 44 and the differential gear 33; a ninth gear 69 is provided on the eighth coupling member 45, and a tenth gear 610 is provided on the second output half shaft 312, which meshes with the ninth gear 69 to achieve a transmission connection between the eighth coupling member 45 and the second output half shaft 312.

[0058] The diameter of the seventh gear 67 is greater than that of the sixth gear 66, and the diameter of the differential gear 33 is greater than that of the eighth gear 68, so that when the power of the first motor 1 is transmitted to the differential 3 through the sixth gear 66, the seventh gear 67, the eighth gear 68 and the differential gear 33, a two-stage reduction transmission is achieved, thereby increasing the output torque.

[0059] Similarly, the diameter of the tenth gear 610 is greater than the diameter of the ninth gear 69, so that when the power of the first motor 1 is transmitted to the second output half shaft 312 through the sixth gear 66, the seventh gear 67, the ninth gear 69 and the tenth gear 610, a two-stage reduction transmission is achieved, thereby increasing the output torque.

[0060] See again Figure 5 , the third control element 313 includes a ninth combination member 3131 and a tenth combination member 3132, the ninth combination member 3131 is connected to the first output half shaft 311, the tenth combination member 3132 is connected to the second output half shaft 312, and the ninth combination member 3131 can be combined with the tenth combination member 3132; the ninth combination member 3131 and the tenth combination member 3132 constitute a synchronizer. In this embodiment, through the control of the first control element 4, the second control element 5 and the third control element 313, the distributed drive working mode, the single motor centralized drive working mode and the dual motor centralized drive working mode can be realized, so that the structure is simple and the cost is low. In addition, the power decoupling between the first motor 1 and the first output shaft 31 can be realized through the first control element 4, and the power decoupling between the second motor 2 and the second output shaft 32 can be realized through the second control element 5, so that when the vehicle is sliding, or the drive device is applied to a four-wheel drive vehicle, and the first wheel end 81 and the second wheel end 82 are in a follow-up state, the power loss caused by the motor inertia and the back electromotive force is reduced.

[0061] In one embodiment, the ninth coupling member 3131 and the tenth coupling member 3132 constitute a synchronizer or a clutch, that is, the third control element 313 is a synchronizer or a clutch to achieve coupling or separation between the first output half shaft 311 and the second output half shaft 312 .

[0062] In one embodiment, the first control element 4, the second control element 5 and the third control element 313 are preferably synchronizers. Compared with the clutch, the synchronizer has a simpler structure, can reduce the volume of the drive device, and has a low cost. The clutch has a high cost and complex hydraulic control.

[0063] It is understandable that those skilled in the art can make equivalent substitutions or changes based on the technical solution and the utility model concept of the utility model, and all these changes or substitutions should fall within the protection scope of the utility model.

Claims

1. A driving device, characterized in that: including a first motor, a second motor, a differential, a first control element, and a second control element; The differential includes a first output shaft, a second output shaft and a differential gear; the first output shaft and the second output shaft are both connected to the differential gear, the first output shaft is used to connect to the first wheel end, and the second output shaft is used to connect to the second wheel end; The first motor is connected to the first output shaft; The first control element is disposed on a power transmission path between the first motor and the first output shaft, and the first control element is capable of controlling the on and off of the power transmission path between the first motor and the first output shaft; The second motor is connected to the second output shaft and the differential gear; The second control element is arranged on the power transmission path between the second motor, the second output shaft and the differential gear. The second control element can control the on and off of the power transmission path between the second motor and the second output shaft, and can control the on and off of the power transmission path between the second motor and the differential gear.

2. The driving device according to claim 1, characterized in that: The second control element includes a first combination member, a second combination member and a third combination member, the first combination member is drivingly connected to the second motor, the second combination member is connected to the differential gear drive wheel, the third combination member is drivingly connected to the second output shaft, the first combination member can be combined with or separated from the second combination member, and the first combination member can be combined with or separated from the third combination member; The first combining member, the second combining member and the third combining member constitute a three-position synchronizer or a three-position clutch.

3. The driving device according to claim 2, characterized in that: The rotating shaft of the second motor is provided with a first gear, the first coupling member is provided with a second gear, the second gear is meshed with the first gear, the second coupling member is provided with a third gear, the third gear is meshed with the differential gear, the third coupling member is provided with a fourth gear, the second output shaft is provided with a fifth gear, the fifth gear is meshed with the fourth gear; The diameter of the second gear is larger than that of the first gear, the diameter of the fifth gear is larger than that of the fourth gear, and the diameter of the differential gear is larger than that of the third gear.

4. The driving device according to claim 1, characterized in that: The first motor and the second motor are both arranged in parallel with the first output shaft and at least partially overlap in the axial direction of the first output shaft.

5. The driving device according to any one of claims 1 to 4, characterized in that: The driving device further includes an intermediate shaft, an eleventh gear, a twelfth gear, a thirteenth gear and a fourteenth gear, the eleventh gear is arranged on the rotating shaft of the first motor, the fourteenth gear is rotatably connected to the first output shaft, the twelfth gear and the thirteenth gear are arranged on the intermediate shaft, the twelfth gear is meshed with the eleventh gear, and the thirteenth gear is meshed with the fourteenth gear; The first control element includes a fourth combining member and a fifth combining member, the fourth combining member is connected to the first output shaft, the fifth combining member is connected to the fourteenth gear, and the fourth combining member can be combined with or separated from the fifth combining member; The fourth coupling member and the fifth coupling member form a synchronizer or a clutch.

6. The driving device according to claim 2, characterized in that: The first combination member, the second combination member and the third combination member are coaxially arranged, the axis position where the first combination member, the second combination member and the third combination member are located is a first intermediate shaft, the first intermediate shaft, the rotating shaft of the second motor and the second output shaft are used as vertices, and the connecting lines of the first intermediate shaft, the rotating shaft of the second motor and the second output shaft form a first acute triangle; With the intermediate shaft, the rotating shaft of the first motor and the first output shaft as vertices, the connecting lines of the intermediate shaft, the rotating shaft of the first motor and the first output shaft form a second acute triangle; The first acute triangle and the second acute triangle are symmetrical about the axis of the first output shaft, and the first motor, the second motor, and the differential at least partially overlap in the axial direction of the first output shaft.

7. The driving device according to any one of claims 1 to 4, characterized in that: The first output shaft comprises a first output half shaft, a second output half shaft and a third control element, the first output half shaft is connected to the differential gear, the second output half shaft is connected to the first wheel end, the third control element is connected to the first output half shaft and the second output half shaft, and the third control element can control the on and off of the power transmission path between the first output half shaft and the second output half shaft; The first control element can control the on-off of the power transmission path between the first motor and the second output half shaft, and can also control the on-off of the power transmission path between the first motor and the differential gear.

8. The driving device according to claim 7, characterized in that: The first control element includes a sixth combining member, a seventh combining member and an eighth combining member, the sixth combining member is drivingly connected to the first motor, the seventh combining member is connected to the differential gear drive wheel, the eighth combining member is drivingly connected to the second output half shaft, the sixth combining member can be combined with or separated from the seventh combining member, and the sixth combining member can be combined with or separated from the eighth combining member; The sixth combining member, the seventh combining member and the eighth combining member constitute a three-position synchronizer or a three-position clutch.

9. The driving device according to claim 8, characterized in that: The rotating shaft of the first motor is provided with a sixth gear, the sixth coupling member is provided with a seventh gear, the seventh gear is meshed with the sixth gear, the seventh coupling member is provided with an eighth gear, the eighth gear is meshed with the differential gear, the eighth coupling member is provided with a ninth gear, the second output half shaft is provided with a tenth gear, the tenth gear is meshed with the ninth gear; The diameter of the seventh gear is greater than that of the sixth gear, the diameter of the differential gear is greater than that of the eighth gear, and the diameter of the tenth gear is greater than that of the ninth gear.

10. The driving device according to claim 8, characterized in that: The third control element includes a ninth combining member and a tenth combining member, the ninth combining member is connected to the first output half shaft, the tenth combining member is connected to the second output half shaft, and the ninth combining member can be combined with the tenth combining member; The ninth combining member and the tenth combining member form a synchronizer or a clutch.

11. A vehicle, characterized in that: It comprises a vehicle body, a first wheel end, a second wheel end and a driving device as described in any one of claims 1 to 10, wherein the driving device is mounted on the vehicle body, the first wheel end is connected to the first output shaft, and the second wheel end is connected to the second output shaft.

Images