Dual-motor electric power system

Abstract

The utility model discloses a dual-motor electric power system which comprises a shell, a first driving motor, a second driving motor and a gear shifting mechanism are arranged in the shell, a first driving gear and a third driving gear are arranged on a main shaft of the first driving motor, and a second driving gear is arranged on a main shaft of the second driving motor; the gear shifting mechanism comprises an intermediate shaft and a clutch device, the intermediate shaft is rotationally connected with a first driven gear, a second driven gear and a third driven gear, the first driven gear is meshed with the first driving gear, the second driven gear is meshed with the second driving gear, and the third driven gear is meshed with the third driving gear. The intermediate shaft is connected with a differential mechanism, and the electric charge consumption of the pure electric vehicle is optimized through the double motors and the multi-speed transmission.

Description

TECHNICAL FIELD

[0001] The utility model belongs to the field, more particularly to a kind of double-motor electric power system. BACKGROUND

[0002] Current pure electric vehicle (EV car) generally only uses single-stage reducer without speed change, so generally to meet the driving force under low speed and high speed performance and increase the reduction ratio, make motor high-speed rotation, improve motor output, and the disadvantage of motor high-speed is that, due to the characteristics of motor such as back electromotive force, make motor efficiency reduce under high speed, electricity consumption in high-speed travel significantly deteriorate, in addition, if make motor high output, in more low-speed travel, have to use the area of motor efficiency is poor, in general, electricity consumption will deteriorate. SUMMARY

[0003] In view of the defects of the prior art, the utility model provides a double-motor electric power system, which simultaneously uses a multi-stage transmission, saves power and optimizes electricity consumption.

[0004] To achieve the above object, the utility model provides the following technical scheme: a double-motor electric power system, comprising a shell, a first drive motor, a second drive motor and a gear shifting mechanism are arranged in the shell, a first drive gear and a third drive gear are arranged on the main shaft of the first drive motor, a second drive gear is arranged on the main shaft of the second drive motor;

[0005] The gear shifting mechanism comprises an intermediate shaft and a clutch device, a first driven gear, a second driven gear and a third driven gear are rotatably connected to the intermediate shaft, the first driven gear is engaged with the first drive gear, the second driven gear is engaged with the second drive gear, and the third driven gear is engaged with the third drive gear, and the intermediate shaft is connected to a differential;

[0006] The clutch device comprises a first clutch and a first gear shifting fork between the first driven gear and the third driven gear, and a second clutch and a second gear shifting fork on one side of the second driven gear, a fork driving device is arranged between the first gear shifting fork and the second gear shifting fork;

[0007] The fork driving device comprises a supporting rod, a gear shifting cam and a gear shifting motor, the first gear shifting fork and the second gear shifting fork are slidably connected to the supporting rod, a first fork protrusion is arranged on the first gear shifting fork, a second fork protrusion is arranged on the second gear shifting fork, a first cam ring groove and a second cam ring groove are arranged on the gear shifting cam, the first fork protrusion and the second fork protrusion are respectively slidably arranged in the first cam ring groove and the second cam ring groove, and the gear shifting motor is connected to the gear shifting cam to drive it to rotate.

[0008] Furthermore, the first cam ring groove includes a first gear segment, a second gear segment and a third gear segment that are continuous and located on different radial planes. A partition is provided between the first gear segment and the third gear segment. The arc length of the first gear segment is equal to the third gear segment and greater than the second gear segment. The three gear segments are smoothly connected. The second cam ring groove includes a fourth gear segment and a fifth gear segment located at both ends of the fourth gear segment. A partition is provided between the two fifth gear segments. The arc length of the fourth gear segment is greater than the sum of the arc lengths of the two fifth gear segments. The fourth gear segment and the fifth gear segment are smoothly connected. The first cam ring groove and the second cam ring groove have the same circumference on the circle. The first gear segment axially corresponds to the fifth gear segment and the fourth gear segment at one end, the third gear segment axially corresponds to the fifth gear segment and the fourth gear segment at the other end, and the second gear segment corresponds to the fourth gear segment.

[0009] Furthermore, the first driving gear is smaller than the second driving gear, and the second driving gear is smaller than the third driving gear.

[0010] Furthermore, the first passive gear is larger than the second passive gear, and the second passive gear is larger than the third passive gear.

[0011] Furthermore, a fourth drive gear is provided on the intermediate shaft, the fourth drive gear is located between the second driven gear and the third driven gear, and the fourth drive gear is engaged with the differential;

[0012] Furthermore, a reduction shaft is provided between the shift motor and the shift cam, the shift motor and the reduction shaft are transmission-connected via a pair of reduction gear pairs, and the reduction shaft and the shift cam are transmission-connected via a pair of reduction gear pairs.

[0013] Compared with the existing technology, the beneficial effect of the present invention is that by having more than two drive motors and independent transmissions and performing independent control, nearly half of the area with an efficiency of more than 90% is used in the entire normal driving state, and the area with an efficiency of more than 90% is already used at 80km / h. Compared with a single motor plus a single transmission, the total power consumption of the two motors can be saved by about 5%, optimizing electricity consumption and becoming a more ideal power unit for pure electric vehicles. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 This is a simplified transmission diagram of the dual-motor electric power system of the utility model;

[0015] Figure 2 This is a schematic structural diagram of the dual-motor electric power system of the utility model;

[0016] Figure 3 This is a schematic structural diagram of the shift fork drive device in the dual-motor electric power system of the present utility model;

[0017] Figure 4 The action diagram of each gear position when the double-motor electric power system of the utility model shifts gears

[0018] Figure 5 The double-motor multi-stage gear running performance curve diagram of the double-motor electric power system of the utility model;

[0019] Figure 6 The running performance curve diagram of the traditional single-motor single-stage transmission.

[0020] The figure mark: first drive motor 1;Second drive motor 2;First drive gear 3;Third drive gear 4;Second drive gear 5;Middle shaft 6;First passive gear 7;Second passive gear 8;Third passive gear 9;Differential 10;First clutch 11;First shift fork 12;Second clutch 13;Second shift fork 14;Supporting rod 15;Shift cam 16;Shift motor 17;First fork cam 18;Second fork cam 19;First cam ring groove 20;Second cam ring groove 21;Fourth drive gear 22;Speed reduction shaft 23;Encoder 24;First gear section 25;Second gear section 26;Third gear section 27;Fourth gear section 28;Fifth gear section 29. DETAILED DESCRIPTION

[0021] In the description of the utility model, it needs to be explained that for the orientation words, if the terms "center", "transverse (X)", "longitudinal (Y)", "vertical (Z)", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise" and the like indicate the orientation and positional relationship based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the utility model and simplifying the description, and cannot be understood as indicating or implying that the indicated device or element must have a specific orientation, be constructed and operated in a specific orientation, and cannot be understood as limiting the specific protection scope of the utility model.

[0022] In addition, if the terms "first", "second" are only for the purpose of description, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features. Therefore, the "first", "second" features can be explicitly or implicitly included one or more features, and in the description of the utility model, the meaning of "several", "several" is two or more than two, unless otherwise explicitly specified.

[0023] Reference Figures 1 to 6 Further illustrate the utility model.

[0024] A dual-motor electric power system includes a housing (not shown in the drawings), wherein a first drive motor 1, a second drive motor 2, and a shift mechanism are disposed within the housing. A first drive gear 3 and a third drive gear 4 are disposed on the main shaft of the first drive motor 1, and a second drive gear 5 is disposed on the main shaft of the second drive motor 2.

[0025] The shift mechanism includes an intermediate shaft 6 and a clutch device. The intermediate shaft 6 is rotatably connected to a first driven gear 7, a second driven gear 8, and a third driven gear 9. The first driven gear 7 is engaged with the first drive gear 3, the second driven gear 8 is engaged with the second drive gear 5, and the third driven gear 9 is engaged with the third drive gear 4. The intermediate shaft 6 is connected to a differential 10.

[0026] The clutch device includes a first clutch 11 and a first shift fork 12 located between the first driven gear 7 and the third driven gear 9, and a second clutch 13 and a second shift fork 14 located on one side of the second driven gear 8. A shift fork driving device is provided between the first shift fork 12 and the second shift fork 14.

[0027] The shift fork driving device includes a support rod 15, a shift cam 16 and a shift motor 17. The first shift fork 12 and the second shift fork 14 are slidably connected to the support rod 15. The first shift fork 12 is provided with a first shift fork protrusion 18, and the second shift fork 14 is provided with a second shift fork protrusion 19. The shift cam 16 is provided with a first cam ring groove 20 and a second cam ring groove 21, and the first shift fork protrusion 18 and the second shift fork protrusion 19 slide in the first cam ring groove 20 and the second cam ring groove 21 respectively. The shift motor 17 is connected to the shift cam 16 to drive it to rotate.

[0028] like Figure 3 and Figure 4As shown, in this example, preferably, the first cam ring groove 20 includes a first gear segment 25, a second gear segment 26 and a third gear segment 27 that are continuous and located on different radial planes. A partition is provided between the first gear segment 25 and the third gear segment 27. The arc length of the first gear segment 25 is equal to that of the third gear segment 27 and is greater than that of the second gear segment 26. The three gear segments are smoothly connected. The second cam ring groove 21 includes a fourth gear segment 28 and a fifth gear segment 29 located at both ends of the fourth gear segment 28. The two fifth gear segments 29 are connected. A partition is provided between the gear segments 29, the arc length of the fourth gear segment 28 is greater than the sum of the arc lengths of the two fifth gear segments 29, the fourth gear segment 28 and the fifth gear segment 29 are smoothly connected, the first cam ring groove 20 and the second cam ring groove 21 have the same circumference on the circumference, the first gear segment 25 axially corresponds to the fifth gear segment 29 and the fourth gear segment 28 at one end, the third gear segment 27 axially corresponds to the fifth gear segment 29 and the fourth gear segment 28 at the other end, and the second gear segment 26 corresponds to the fourth gear segment 28.

[0029] like Figure 1 As shown, in this example, preferably, the first driving gear 3 is smaller than the second driving gear 5 , and the second driving gear 5 is smaller than the third driving gear 4 .

[0030] like Figure 1 As shown, in this example, preferably, the first passive gear 7 is larger than the second passive gear 8 , and the second passive gear 8 is larger than the third passive gear 9 .

[0031] like Figure 1 As shown, in this example, preferably, a fourth drive gear 22 is provided on the intermediate shaft 6, and the fourth drive gear 22 is located between the second driven gear 8 and the third driven gear 9, and the fourth drive gear 22 is engaged with the differential 10;

[0032] like Figure 2 As shown, in this example, preferably, a reduction shaft 23 is provided between the shift motor 17 and the shift cam 16, and the shift motor 17 and the reduction shaft 23 are connected by a pair of reduction gears, and the reduction shaft 23 and the shift cam 16 are connected by a pair of reduction gears.

[0033] like Figure 2 As shown, in this embodiment, preferably, the shift cam 16 is connected to an encoder 24 to detect the rotation angle and stroke of the shift cam 16 .

[0034] A shifting method for a dual-motor electric power system includes five gears, wherein

[0035] In the first gear, the first shift fork protrusion 18 is located in the first gear section 25 at an end away from the second gear section 26, and the second shift fork protrusion 19 is located in the fifth gear section 29. At this time, when the first shift fork 12 shifts the first clutch 11, the first driven gear 7 is connected to the intermediate shaft 6, and the second driven gear 8 and the third driven gear 9 are in neutral and rotationally connected to the intermediate shaft 6. That is, the vehicle is driven only by the first motor and is applied to low-speed driving and reverse driving;

[0036] In the second gear, the first shift fork protrusion 18 is located in the first gear section 25 near the end of the second gear section 26, and the second shift fork protrusion 19 moves to the end of the fourth gear section 28 near the fifth gear section 29. At this time, the first driven gear 7 is still connected to the intermediate shaft 6, and the second driven gear 8 is connected to the intermediate shaft 6 through the second clutch 13. The third driven gear 9 is still in neutral, that is, the first motor and the second motor drive the vehicle simultaneously, which is used for starting, accelerating at medium and low speeds, and climbing at medium and low speeds;

[0037] In the third gear, the first shift fork protrusion 18 moves to the second gear section 26, and the second shift fork protrusion 19 is located in the middle position of the fourth gear section 28. At this time, the first driven gear 7 and the third driven gear 9 are both in neutral and rotationally connected to the intermediate shaft 6, while the second driven gear 8 is still connected to the intermediate shaft 6. That is, the second motor drives the vehicle, which is used for normal driving at medium speed;

[0038] In the fourth gear, the first shift fork protrusion 18 moves to the end of the third gear section 27 near the second gear section 26, and the second shift fork protrusion 19 moves to the other end of the fourth gear section 28 near the fifth gear section 29. At this time, the first driven gear 7 is in neutral, the third driven gear 9 is connected to the intermediate shaft 6, and the second driven gear 8 is still connected to the intermediate shaft 6. That is, the first motor and the second motor drive the vehicle simultaneously, which is used for acceleration and climbing at medium and high speeds;

[0039] In the fifth gear, the first shift fork protrusion 18 moves to the end of the third gear segment 27 away from the second gear segment 26, and the second shift fork protrusion 19 moves to the fifth gear segment 29. At this time, the first driven gear 7 is still in neutral, the third driven gear 9 is still connected to the intermediate shaft 6, and the second driven gear 8 is connected to the intermediate shaft 6, that is, the first motor drives the vehicle, which is used for normal driving at medium and high speeds.

[0040] like Figure 1 As shown, for ease of understanding, the first drive motor 1 is marked as B, the second drive motor 2 is marked as A, the first drive gear 3 is driven as 1st, the second drive gear 5 is driven as 2nd, the third drive gear 4 is driven as 3rd, and the neutral gear is N. The five gears are

[0041] First gear: A: N+B: 1st;

[0042] Second gear: A: 2nd + B: 1st;

[0043] Third gear: A: 2nd + B: N;

[0044] Fourth gear: A: 2nd + B: 3rd;

[0045] Fifth gear: A: N+B: 3rd;

[0046] The relationship curve between the output power (N) and vehicle speed (km / h) at each gear is as follows: Figure 1 As shown, the relationship curve between the power (N) output by the three driving gears at the same efficiency and the vehicle speed (km / h) is also as shown Figure 1 shown.

[0047] In this embodiment, preferably, the low speed region is 0 to 40 km / h, the medium speed region is 40 to 80 km / h, and the high speed region is above 80 km / h.

[0048] In this embodiment, preferably, the speed ratio between the first driving gear 3 and the first driven gear 7 is 16.4, the speed ratio between the second driving gear 5 and the second driven gear 8 is 9.7, and the speed ratio between the third driving gear 4 and the third driven gear 9 is 6.7.

[0049] like Figure 6 As shown, taking the motor output of 100kw and the reduction ratio of 9.7 as an example, it can be seen that in normal driving conditions, the motor efficiency area of ​​more than 90% is used only when accelerating at a high speed of more than 100km / h. In other conditions, the area with efficiency below 90% is used. That is, in the driving conditions of medium and low speeds and below, the motor is in a power-consuming state.

[0050] like Figure 5 As shown, two 50kW (half the power of a single motor) are used in this embodiment. It can be seen that in the entire normal driving state, nearly half of the area with an efficiency of more than 90% is used, and at 80km / h, the area with an efficiency of more than 90% has begun to be used. Therefore, compared with a single motor and a single transmission, the total power consumption of the two motors can be saved by about 5%. That is, this embodiment has more than two drive motors and independent transmissions and performs independent control, which can optimize electricity consumption and become a more ideal power unit for pure electric vehicles.

[0051] The above description is merely a preferred embodiment of the present invention. The scope of protection of the present invention is not limited to the above embodiment. All technical solutions based on the concept of the present invention are within the scope of protection of the present invention. It should be noted that for those skilled in the art, certain improvements and modifications that do not depart from the principles of the present invention should also be considered within the scope of protection of the present invention.

Claims

1. A dual-motor electric power system, characterized by: The invention comprises a housing, wherein a first drive motor, a second drive motor and a shift mechanism are disposed within the housing, a first drive gear and a third drive gear are disposed on the main shaft of the first drive motor, and a second drive gear is disposed on the main shaft of the second drive motor; the shift mechanism comprises an intermediate shaft and a clutch device, a first driven gear, a second driven gear and a third driven gear are rotatably connected to the intermediate shaft, and the first driven gear is meshed with the first drive gear, the second driven gear is meshed with the second drive gear, and the third driven gear is meshed with the third drive gear, and the intermediate shaft is connected to a differential; The clutch device includes a first clutch and a first shift fork located between the first driven gear and the third driven gear, and a second clutch and a second shift fork located on one side of the second driven gear, and a shift fork driving device is provided between the first shift fork and the second shift fork; The shift fork driving device includes a support rod, a shift cam and a shift motor. The first shift fork and the second shift fork are slidably connected to the support rod. The first shift fork is provided with a first shift fork protrusion, and the second shift fork is provided with a second shift fork protrusion. The shift cam is provided with a first cam ring groove and a second cam ring groove, and the first shift fork protrusion and the second shift fork protrusion slide in the first cam ring groove and the second cam ring groove respectively. The shift motor is connected to the shift cam to drive it to rotate.

2. The dual-motor electric power system according to claim 1, characterized in that: The first cam ring groove includes a first gear segment, a second gear segment and a third gear segment that are continuous and located on different radial planes. A partition is provided between the first gear segment and the third gear segment. The arc length of the first gear segment is equal to the third gear segment and greater than the second gear segment. The three gear segments are smoothly connected. The second cam ring groove includes a fourth gear segment and a fifth gear segment located at both ends of the fourth gear segment. A partition is provided between the two fifth gear segments. The arc length of the fourth gear segment is greater than the sum of the arc lengths of the two fifth gear segments. The fourth gear segment and the fifth gear segment are smoothly connected. The first cam ring groove and the second cam ring groove have the same circumference on the circumference. The first gear segment axially corresponds to the fifth gear segment and the fourth gear segment at one end, the third gear segment axially corresponds to the fifth gear segment and the fourth gear segment at the other end, and the second gear segment corresponds to the fourth gear segment.

3. The dual-motor electric power system according to claim 1, characterized in that: The first driving gear is smaller than the second driving gear, and the second driving gear is smaller than the third driving gear.

4. The dual-motor electric power system according to claim 2, characterized in that: The first passive gear is larger than the second passive gear, and the second passive gear is larger than the third passive gear.

5. The dual-motor electric power system according to claim 3, characterized in that: A fourth drive gear is provided on the intermediate shaft. The fourth drive gear is located between the second driven gear and the third driven gear. The fourth drive gear is engaged with the differential.

6. The dual-motor electric power system according to claim 1, characterized in that: A reduction shaft is provided between the shift motor and the shift cam. The shift motor and the reduction shaft are connected by a pair of reduction gears, and the reduction shaft and the shift cam are connected by a pair of reduction gears.

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