Double-motor electric drive assembly system for pure electric vehicle

Abstract

The utility model discloses a double-motor electric drive assembly system for a pure electric vehicle, which comprises a power drive system which comprises a main drive unit, a planet wheel type differential mechanism assembly and a power release mechanism, the main drive unit and the auxiliary drive unit transmit power to the planet wheel differential assembly through a main drive motor and an auxiliary drive motor respectively and finally output the power to a wheel half shaft. The double-motor electric drive system is simple and compact in structure and simple in control logic, when a vehicle starts to run, the double motors are started at the same time, so that the acceleration performance and the climbing performance of the whole vehicle are improved, and when a vehicle system at a high vehicle speed does not need large power performance, the power disengaging mechanism is in a disengaging state, and the power disengaging mechanism does not need large power performance. The auxiliary drive motor stops working after power interruption, and the vehicle is powered by the main drive motor, so that the energy consumption of the whole vehicle is reduced.

Description

Technical Field

[0001] This utility model relates to the field of electric vehicle technology, and more specifically to a dual-motor electric drive assembly system for pure electric vehicles. Background Technology

[0002] Currently, most electric vehicle powertrains use a drive motor + single-stage reducer structure. This structure is simple, but the speed ratio of the main reducer has a significant impact on the performance of the electric vehicle, making it impossible to simultaneously meet the performance requirements of top speed and acceleration from a standstill. Therefore, to meet design requirements, it is necessary to increase the peak torque and maximum speed of the drive motor, which increases the drive motor power. However, choosing a higher-power motor means that during daily driving, the drive motor often operates in a low-efficiency range, reducing the overall vehicle economy and increasing the cost of the drive motor.

[0003] To address this issue, existing electric drive systems in pure electric vehicles often employ two- or even multi-speed reduction mechanisms in their transmission systems. These systems also require complex shifting mechanisms and motor control units, resulting in complex transmission system structures, high costs, and significant technical challenges. Furthermore, the complexity of the transmission system places higher demands on the motor's performance, and the motor cannot operate within its optimal efficiency range. Therefore, a new technical solution is needed to address this problem. Utility Model Content

[0004] The purpose of this utility model is to provide a dual-motor electric drive assembly system for pure electric vehicles, which solves the problem that the existing electric drive systems of pure electric vehicles mostly use two- or even multi-speed reduction mechanisms in their transmission systems, and also require complex shifting and motor control units, resulting in complex transmission system structures, high costs, and high technical difficulties. In addition, under the complex transmission system structure, the performance requirements of the motor are also higher, and the motor cannot operate in the optimal working efficiency range.

[0005] To achieve the above objectives, this utility model provides the following technical solution: a dual-motor electric drive assembly system for pure electric vehicles, comprising: a power drive system, the power drive system including a main drive unit, a planetary gear differential assembly, and a power disengagement mechanism; the main drive unit and the auxiliary drive unit respectively transmit power to the planetary gear differential assembly through the main drive motor and the auxiliary drive motor, and finally output to the wheel half-shaft; the output end of the main drive motor is provided with a main drive rotor shaft, and the side of the main drive rotor shaft is provided with a main drive input gear; the auxiliary drive unit can switch between two working modes: engaged and disengaged; the power drive system has a first power mode and a second power mode; in the first power mode, power output is achieved by the main drive unit alone; in the second power mode, power output is achieved by the simultaneous coupling of the main drive unit and the auxiliary drive unit.

[0006] In a preferred embodiment of the present invention, the auxiliary drive unit is provided with a power disengagement mechanism, and the side of the power disengagement mechanism is provided with an auxiliary drive gear shaft and connected thereto, while the other side is connected to the auxiliary drive rotor shaft.

[0007] In a preferred embodiment of this utility model, the auxiliary drive gear shaft adopts a double helical gear or double spur gear structure.

[0008] In a preferred embodiment of this utility model, the main drive input gear and the main drive rotor shaft on the main drive unit are designed as an integral shaft.

[0009] In a preferred embodiment of this utility model, the planetary gear differential assembly includes an output gear, a planet carrier, a large sun gear, a small sun gear, a long planet gear, a short planet gear, and fastening bolts.

[0010] In a preferred embodiment of this utility model, the output gear is fixed to the planetary carrier by fastening bolts.

[0011] In a preferred embodiment of this utility model, the short planetary gear meshes with both the long planetary gear and the small sun gear, while the long planetary gear meshes directly with the large sun gear.

[0012] In a preferred embodiment of this utility model, the output gear adopts a double helical gear or double spur gear structure.

[0013] Compared with the prior art, the beneficial effects of this utility model are as follows:

[0014] This utility model's dual-motor electric drive system has a simple and compact structure and a simple control logic. When the vehicle starts and begins to drive, both motors start simultaneously, thereby improving the vehicle's acceleration and hill-climbing performance. When the vehicle speed is high and the vehicle system does not require greater power, the power disengagement mechanism is in a disengaged state, the auxiliary drive motor's power is interrupted and it stops working, and the vehicle is powered by the main drive motor, thereby reducing the vehicle's energy consumption. In pure electric vehicle operation, the drive motor can be kept in a high-efficiency range as much as possible, improving the overall vehicle power performance while reducing overall vehicle energy consumption, thus improving the vehicle's range, power, and economy, and significantly reducing the overall vehicle cost. The main drive motor's main drive rotor shaft and main drive input gear are integrated into one shaft, and the auxiliary drive motor's auxiliary drive rotor shaft and auxiliary drive gear shaft are equipped with a power disengagement mechanism. The main drive input gear, as well as the auxiliary drive gear shaft and output gear, mesh simultaneously. The planetary gear differential assembly includes a long planetary gear, a large sun gear, short planetary gears, a small sun gear, a planet carrier, an output gear, and fastening bolts. The long planetary gear and the short planetary gear mesh with the large sun gear simultaneously; the aforementioned short planetary gear meshes with the small sun gear simultaneously. The long planetary gears and short planetary gears can rotate relative to the planetary carrier. The output gear is fixed to the planetary carrier by fastening bolts. The half-shafts are connected to the large sun gear and the small sun gear respectively. The power input obtained through the output gears is balanced by the torque between the long planetary gears and the short planetary gears, and the torque is distributed to the half-shafts to realize the differential speed and differential torque function of the left and right wheels of the vehicle. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the structure of Embodiment 1 of the present utility model;

[0016] Figure 2 This is a schematic diagram of the structure of Embodiment 2 of this utility model;

[0017] Figure 3 This is a schematic diagram of the structure of Embodiment 3 of this utility model.

[0018] In the diagram: 1. Main drive motor; 2. Auxiliary drive motor; 3. Power disengagement mechanism; 4. Auxiliary drive gear shaft; 5. Planetary gear differential assembly; 6. Half shaft; 7. Main drive rotor shaft; 8. Main drive input gear; 9. Long planetary gear; 10. Large sun gear; 11. Short planetary gear; 12. Small sun gear; 13. Planet carrier; 14. Output gear; 15. Fastening bolt; 16. Auxiliary drive rotor shaft. Detailed Implementation

[0019] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0020] Example 1

[0021] Please see Figure 1 This utility model provides a technical solution: a dual-motor electric drive assembly system for a pure electric vehicle, comprising: a power drive system, the power drive system including a main drive unit, a planetary gear differential assembly 5, and a power disengagement mechanism 3. The main drive unit and the auxiliary drive unit transmit power to the planetary gear differential assembly and finally output to the wheel half-shaft 6 through the main drive motor 1 and the auxiliary drive motor 2, respectively. The output end of the main drive motor 1 is provided with a main drive rotor shaft 7, and the side of the main drive rotor shaft 7 is provided with a main drive input gear 8. The auxiliary drive unit can switch between two working modes: engaged and disengaged. The power drive system has a first power mode and a second power mode. In the first power mode, power output is achieved by the main drive unit alone. In the second power mode, power output is achieved by the simultaneous coupling of the main drive unit and the auxiliary drive unit. In the first power mode, the main drive motor 1 is in the driving state, the power disengagement mechanism is in the disconnected state, and the auxiliary drive motor 2 is in the idle state. The entire electric drive system has only one power input source. In the second power mode, the power disengagement mechanism is in the engaged state, and both the main drive motor 1 and the auxiliary drive motor 2 are in the working state and serve as power input sources. The main drive rotor shaft 7 and the main drive input gear 8 of the main drive motor 1 are integrated into one shaft. The auxiliary drive rotor shaft 16 and the auxiliary drive gear shaft 4 of the auxiliary drive motor 2 are provided with a power disengagement mechanism 3. The main drive input gear 8, the auxiliary drive gear shaft 4, and the output gear 14 are simultaneously meshed. The planetary gear differential assembly 5 includes a long planetary gear 9, a large sun gear 10, a short planetary gear 11, a small sun gear 12, a planet carrier 13, an output gear 14, and fastening bolts 15. The long planetary gear 9 and the short planetary gear 11 mesh with the large sun gear 10. The aforementioned short planetary gear 11 meshes with the small sun gear 12. The long planetary gear 9 and the short planetary gear 11 can rotate relative to the planet carrier 13. The output gear 14 is fixed to the planet carrier 13 by fastening bolts 15. The half shaft 6 is connected to the large sun gear 10 and the small sun gear 12 respectively. The power input obtained through the output gear 14 is distributed to the half shaft 6 by torque balancing between the long planetary gear 9 and the short planetary gear 11, thereby realizing the differential speed and differential torque function of the left and right wheels of the vehicle.

[0022] Further improvements, such as Figure 1 As shown: The auxiliary drive unit is provided with a power disengagement mechanism 3. The side of the power disengagement mechanism 3 is provided with an auxiliary drive gear shaft 4 and connected thereto, and the other side is connected to the auxiliary drive rotor shaft 16, which is used to control the working state of the auxiliary drive motor 2.

[0023] Further improvements, such as Figure 1 As shown: The auxiliary drive gear shaft 4 adopts a double helical gear or double spur gear structure.

[0024] Further improvements, such as Figure 1 As shown: The main drive input gear 8 and the main drive rotor shaft 7 on the main drive unit are designed as an integral shaft.

[0025] Further improvements, such as Figure 1 As shown: The planetary differential assembly 5 includes an output gear 14, a planet carrier 13, a large sun gear 10, a small sun gear 12, a long planet gear 9, a short planet gear 11, and a fastening bolt 15.

[0026] Further improvements, such as Figure 1 As shown: The output gear 14 is fixed to the planetary carrier 13 by fastening bolts 15.

[0027] Further improvements, such as Figure 1 As shown: the short planetary gear 11 meshes with both the long planetary gear 9 and the small sun gear 12, and the long planetary gear 9 meshes directly with the large sun gear 10.

[0028] Further improvements, such as Figure 1 As shown: The output gear 14 adopts a double helical gear or double spur gear structure.

[0029] Example 2

[0030] Please see Figure 2 This utility model provides a technical solution: a dual-motor electric drive assembly system for pure electric vehicles, wherein the main drive motor 1 and the auxiliary drive motor 2 can be arranged symmetrically relative to the half-shaft 6.

[0031] Example 3

[0032] Please see Figure 3 This utility model provides a technical solution: a dual-motor electric drive assembly system for pure electric vehicles, wherein the main drive motor 1 and the auxiliary drive motor 2 can also be arranged coaxially.

[0033] Working principle: The dual-motor electric drive system has a simple and compact structure and simple control logic. When the vehicle starts and begins to drive, the two motors start simultaneously, thereby improving the acceleration and climbing performance of the whole vehicle. When the vehicle speed is high and the vehicle system does not require greater power performance, the power disengagement mechanism 3 is in the disengaged state, the auxiliary drive motor 2 is interrupted and stops working, and the vehicle is powered by the main drive motor 1, thereby reducing the energy consumption of the whole vehicle. In pure electric vehicle operation, the drive motor can be kept in the high-efficiency range as much as possible, improving the overall vehicle power performance while reducing the overall vehicle energy consumption, thus improving the overall vehicle range, power and economy, and significantly reducing the overall vehicle cost. The main drive rotor shaft 7 and the main drive input gear 8 of the main drive motor are integrated into one shaft. The auxiliary drive rotor shaft 16 and the auxiliary drive gear shaft 4 of the auxiliary drive motor 2 are provided with a power disengagement mechanism 3. The main drive input gear 8, the auxiliary drive gear shaft 4 and the output gear 14 are simultaneously meshed. The planetary gear differential assembly 5 includes a long planetary gear, a large sun gear 10, a short planetary gear 11, a small sun gear 12, a planet carrier 13, an output gear 14 and a fastening bolt 15. The long planetary gear 9 and the short planetary gear 11 are simultaneously meshed with the large sun gear 10. The aforementioned short planetary gear 11 is simultaneously meshed with the small sun gear 12. The long planetary gear 9 and the short planetary gear 11 can rotate relative to the planet carrier 13. The output gear 14 is fixed to the planet carrier 13 by fastening bolts 15. The half shaft 6 is connected to the large sun gear 10 and the small sun gear 12 respectively. The power input obtained through the output gear 14 is distributed to the half shaft 6 by torque balancing between the long planetary gear 9 and the short planetary gear 11, thereby realizing the differential speed and differential torque function of the left and right wheels of the vehicle.

[0034] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. It will be apparent to those skilled in the art that this utility model is not limited to the details of the exemplary embodiments described above, and that it can be implemented in other specific forms without departing from the spirit or basic characteristics of this utility model. Therefore, the embodiments should be considered exemplary and non-limiting in all respects. The scope of this utility model is defined by the appended claims rather than the foregoing description, and thus all variations falling within the meaning and scope of equivalents of the claims are intended to be included within this utility model. No reference numerals in the claims should be construed as limiting the scope of the claims.

[0035] Finally, the following points should be noted: First, in the description of this application, it should be noted that, unless otherwise specified and limited, the terms "installation", "connection", and "linkage" should be interpreted broadly, and can refer to mechanical or electrical connections, or internal connections between two components, or direct connections. "Up", "down", "left", "right", etc., are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may change.

[0036] Finally, it should be noted that the above description is merely a preferred embodiment of this utility model and is not intended to limit the utility model. Although the utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A dual-motor electric drive assembly system for a pure electric vehicle, characterized in that: include: The power drive system includes a main drive unit, a planetary gear differential assembly (5), and a power disengagement mechanism (3). The main drive unit and the auxiliary drive unit transmit power to the planetary gear differential assembly and finally output it to the wheel half-shaft (6) through the main drive motor (1) and the auxiliary drive motor (2), respectively. The output end of the main drive motor (1) is provided with a main drive rotor shaft (7), and the side of the main drive rotor shaft (7) is provided with a main drive input gear (8). The auxiliary drive unit can switch between two working modes: engaged and disengaged. The power drive system has a first power mode and a second power mode. In the first power mode, the power output is achieved by the main drive unit alone. In the second power mode, the power output is achieved by the coupling of the main drive unit and the auxiliary drive unit.

2. The dual-motor electric drive assembly system for a pure electric vehicle according to claim 1, characterized in that: The auxiliary drive unit is provided with a power disengagement mechanism (3), and the side of the power disengagement mechanism (3) is provided with an auxiliary drive gear shaft (4) and connected thereto, and the other side is connected to the auxiliary drive rotor shaft (16).

3. The dual-motor electric drive assembly system for a pure electric vehicle according to claim 2, characterized in that: The auxiliary drive gear shaft (4) adopts a double helical gear or double spur gear structure.

4. The dual-motor electric drive assembly system for a pure electric vehicle according to claim 1, characterized in that: The main drive input gear (8) on the main drive unit and the main drive rotor shaft (7) are designed as an integral shaft.

5. A dual-motor electric drive assembly system for a pure electric vehicle according to claim 1, characterized in that: The planetary differential assembly (5) includes an output gear (14), a planet carrier (13), a large sun gear (10), a small sun gear (12), a long planet gear (9), a short planet gear (11), and a fastening bolt (15).

6. A dual-motor electric drive assembly system for a pure electric vehicle according to claim 5, characterized in that: The output gear (14) is fixed to the planetary carrier (13) by fastening bolts (15).

7. A dual-motor electric drive assembly system for a pure electric vehicle according to claim 5, characterized in that: The short planetary gear (11) meshes with both the long planetary gear (9) and the small sun gear (12), while the long planetary gear (9) meshes directly with the large sun gear (10).

8. A dual-motor electric drive assembly system for a pure electric vehicle according to claim 5, characterized in that: The output gear (14) adopts a double helical gear or double spur gear structure.

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