Dual-motor wheel-side driving assembly

Abstract

A double-motor wheel edge driving assembly comprises a gearbox and a planet row which is connected with the gearbox and drives a driving wheel to move, and is characterized in that the gearbox comprises two motors, an input assembly which couples power of the two motors, a two-gear speed change mechanism which is in coaxial butt joint with the input assembly and has a two-gear speed change function, and an output shaft which is connected with the two-gear speed change mechanism; the output shaft extends into the two-gear speed change mechanism and is coaxially aligned with the input assembly, the two motors are symmetrically arranged with the axis of the output shaft as the center, a sun gear of the planet row is fixed to the output shaft, a planet carrier is fixed to the gearbox shell, and a gear ring is supported on the periphery of the gearbox shell through a bearing and fixed to a driving wheel. According to the utility model, the adaptability to complex terrains is improved, the axial size of the whole driving assembly is shortened, the problem of center-of-gravity shift is avoided, the driving structure and the driving wheel can be coaxially aligned, and the stability of the driving wheel in the running process is improved.

Description

Technical Field

[0001] This utility model relates to a dual-motor wheel-side drive assembly, belonging to the field of heavy-duty truck wheel-side drive technology. Background Technology

[0002] Traditional electric drive systems are divided into center-drive axle arrangement and direct-drive wheel-side arrangement. In the center-drive electric drive system, the drive motor is assembled with an AMT gearbox or reduction gearbox and is fixedly connected to the axle housing. Power is output to the wheel ends through the differential to the half-shaft. Heavy-duty trucks have high power and climbing requirements, but the mechanical differential will affect the overall vehicle's passability, reduce the overall vehicle safety, and is not conducive to improving the overall vehicle handling stability. Compared to a center-drive axle, wheel-side drive can fully leverage its structural advantages and the control function of the overall controller, achieving a wide range of power torque distribution without additional energy consumption. The driving torque of each drive wheel can be individually controlled and actively adjusted according to the vehicle's operating status and road conditions, forming an electronic differential. This offers potential advantages in improving the overall traction performance and operational adaptability. However, in single-motor wheel-side drive, the single motor needs to handle too many operating conditions, and a single motor cannot meet the high torque output requirements under heavy loads. It requires a single high-torque, low-speed drive motor, coupled with a fixed-ratio reduction gear. This leads to problems such as a large weight of the electric drive system, high manufacturing costs, and insufficient power performance at medium and high speeds. Therefore, electric drive products for heavy-duty commercial trucks use multiple motors. Considering lightweight motors, high-speed motors are selected, which can reduce motor torque at the same power, and the motor size and weight are smaller. Multiple motors, reducers, and transmissions are concentrated at the wheel end, fixed to the wheel hub to form an electric wheel. Although this can effectively improve the vehicle's power performance, the dual-motor wheel-side drive structure has the following problems:

[0003] 1. The sequential connection of the dual-motor power coupling structure, the multi-axis reduction structure, and the gear shifting structure will result in a larger axial dimension of the electric wheel, which requires more installation space.

[0004] 2. The motor cannot maintain its high-efficiency range under varying operating conditions, resulting in energy waste and failing to achieve the optimal match between the vehicle's power and economy.

[0005] 3. The offset setting of the motor causes a center of gravity shift problem, which will affect the stability of the electric wheel operation.

[0006] 4. Frequent gear shifting can cause power interruptions and reduce comfort. Utility Model Content

[0007] The dual-motor wheel-side drive assembly provided by this utility model increases the power density of the drive wheel torque, enabling the motor to operate in the high-efficiency range, reducing energy consumption, improving adaptability to complex terrain, achieving the best match between the vehicle's power and economy, shortening the axial dimension of the entire drive assembly, avoiding the problem of center of gravity shift, and enabling the drive structure and drive wheels to be coaxially aligned, thereby improving the stability of the drive wheels during operation.

[0008] To achieve the above objectives, the technical solution adopted by this utility model is as follows:

[0009] A dual-motor wheel-side drive assembly includes a gearbox and a planetary gear set connected to the gearbox and driving the drive wheels. The gearbox comprises two motors, an input component coupling the power of the two motors, a two-speed transmission mechanism coaxially connected to the input component and having a two-speed function, and an output shaft connected to the two-speed transmission mechanism. The output shaft extends into the two-speed transmission mechanism and is coaxially aligned with the input component. The two motors are symmetrically arranged about the axis of the output shaft. The sun gear of the planetary gear set is fixed to the output shaft, the planet carrier is fixed to the gearbox housing, and the ring gear is supported on the outer periphery of the gearbox housing by bearings and fixed to the drive wheels.

[0010] Preferably, the input component includes an input shaft one connected to a motor, an input shaft two connected to another motor, and a constant meshing shaft that meshes with the input shaft one and the input shaft two respectively. The constant meshing shaft is connected to the input end of the two-speed transmission mechanism.

[0011] Preferably, the two-speed transmission mechanism includes an intermediate gear coaxially connected to the constant meshing shaft via a spline, an intermediate shaft meshing with the intermediate gear, and a shift assembly mounted on the intermediate shaft. There are two intermediate shafts, which are symmetrically distributed on both sides of the constant meshing shaft. The shift assemblies on the two intermediate shafts respectively mesh with the output shaft.

[0012] Preferably, the shifting assembly includes a constant mesh gear coaxially fixed on the intermediate shaft and meshing with the intermediate gear, a shifting gear coaxially fixed on the intermediate shaft, a shifting sleeve axially slidable on the shifting gear, and a first-gear drive gear and a second-gear drive gear rotatable on the intermediate shaft via a hollow sleeve shaft. The shifting sleeve moves to the left to engage with the first-gear drive gear and moves to the right to engage with the second-gear drive gear. The first-gear drive gear and the second-gear drive gear are respectively connected to the output shaft.

[0013] Preferably, a first-gear driven gear meshing with a first-gear drive gear and a second-gear driven gear meshing with a second-gear drive gear are coaxially fixed on the output shaft.

[0014] Preferably, planetary gear one and planetary gear two with an outer diameter smaller than planetary gear one are coaxially fixed on the planetary gear shaft of the planetary carrier. Planetary gear one meshes with the sun gear, and planetary gear two meshes with the internal gear ring.

[0015] Preferably, the output shaft and the sun gear are integrally formed, the planetary carrier is fixed to the rear side of the gearbox housing, the planetary gear shaft is axially arranged forward and parallel to the output shaft, and is rotatably mounted between the planetary carrier and the gearbox housing.

[0016] The beneficial effects of the utility model are:

[0017] This utility model discloses a dual-motor wheel-side drive assembly. The input component couples the power of two motors and transmits it to a two-speed transmission mechanism. The two-speed transmission mechanism, through gear shifting, creates two power transmission output shafts with different speeds and torques. The output shafts transmit power to a planetary gear set, which, after speed reduction and torque amplification, drives the drive wheels, thus achieving low-speed, high-torque drive. This increases the power density of the drive wheel torque, breaking through the power density limitations of a single motor. The number of motors and the two-speed transmission in the dual-motor wheel-side drive assembly can be adjusted according to the load and operating conditions of heavy-duty trucks. The gear shifting mechanism allows for different modes: When a heavy-duty truck is operating under light load on a flat road, a single motor drive is selected, and the two-speed transmission is engaged at high speed, creating a light-load movement mode. When a heavy-duty truck is operating under light load while climbing an incline, a single motor drive is selected, and the two-speed transmission is engaged at low speed, creating a light-load climbing mode. When a heavy-duty truck is operating under heavy load while climbing an incline, both motors drive synchronously, and the two-speed transmission is engaged at low speed, creating a heavy-load climbing mode. When a heavy-duty truck is operating under heavy load on a flat road... Two motors drive synchronously, and the two-speed transmission is engaged at high speed, forming the heavy-duty movement mode of the heavy-duty loader. This accommodates the power requirements of various working conditions, enabling switching between dual-motor and single-motor drive modes, achieving power redundancy and dynamic distribution, and ensuring the motors operate in the high-efficiency range, reducing energy consumption. When the heavy truck is in muddy or winding conditions, the number of motors in the dual-motor wheel-side drive assembly and the gear position of the two-speed transmission are controlled separately for each drive wheel, resulting in unequal output torque and speed of the left and right aligned drive wheels, forming an electronic differential. To enhance adaptability to complex terrain and achieve the best match between vehicle power and economy; the input component is coaxially aligned with the two-speed transmission mechanism, and the output shaft extends into the two-speed transmission mechanism, coaxially aligned with the input component and fixed to the sun gear of the planetary gear set. The two motors are symmetrically arranged with the output shaft axis as the center, and the gear ring is set outside the gearbox housing, shortening the axial dimension of the entire drive assembly and forming a rotary symmetrical structure centered on the output shaft, avoiding the problem of center of gravity offset, so that the drive structure and drive wheels can be coaxially aligned, improving the stability of the drive wheels during operation. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the transmission of the dual-motor wheel-side drive assembly of this utility model.

[0019] Figure 2A schematic diagram of the transmission of the dual-motor wheel-side drive assembly in first-gear power drive mode.

[0020] Figure 3 A schematic diagram of the transmission of the dual-motor wheel-side drive assembly for second-gear power drive. Detailed Implementation

[0021] The following is combined with Figures 1-3 The embodiments of this utility model will be described in detail below.

[0022] A dual-motor wheel-side drive assembly includes a gearbox and a planetary gear set 5 connected to the gearbox and driving the drive wheel. The gearbox comprises two motors 1, an input component 2 coupling the power of the two motors, a two-speed transmission mechanism 3 coaxially connected to the input component 2 and having a two-speed function, and an output shaft 4 connected to the two-speed transmission mechanism 3. The output shaft 4 extends into the two-speed transmission mechanism 3 and is coaxially aligned with the input component 2. The two motors 1 are symmetrically arranged with the axis of the output shaft 4 as the center. The sun gear 6 of the planetary gear set is fixed to the output shaft 4. The planet carrier 7 is fixed to the gearbox housing 9. The ring gear 8 is supported on the outer periphery of the gearbox housing by bearings and fixed to the drive wheel 100.

[0023] The dual-motor wheel-side drive assembly described above uses an input component 2 to couple the power of two motors 1 and transmit it to a two-speed transmission mechanism 3. The two-speed transmission mechanism 3, through gear shifting, creates two power transmission output shafts 4 with different speeds and torques. The output shafts 4 transmit power to a planetary gear set 5, which, after speed reduction and torque amplification, drives the drive wheel 100, thus achieving low-speed, high-torque drive. This increases the power density of the drive wheel torque, overcoming the power density limitations of a single motor. The number of motors in the dual-motor wheel-side drive assembly can be adjusted according to the load and operating conditions of heavy-duty trucks. The two-speed transmission mechanism 3 has the following gear positions: When the heavy truck is under light load and on a flat road, it selects single motor drive and engages the two-speed transmission mechanism 3 at high speed, forming the light-load movement mode of the heavy truck; when the heavy truck is under light load and climbing conditions, it selects single motor drive and engages the two-speed transmission mechanism 3 at low speed, forming the light-load climbing mode of the heavy-duty loader; when the heavy truck is under heavy load and climbing conditions, both motors 1 drive synchronously, and the two-speed transmission mechanism 3 is engaged at low speed, forming the heavy-load climbing mode of the heavy-duty loader; when the heavy truck is under heavy load and on a flat road... Two motors 1 drive synchronously, and the two-speed transmission mechanism 3 is engaged in high gear, forming the heavy-duty movement mode of the heavy-duty loader. This accommodates the power requirements of various working conditions, enabling switching between dual-motor and single-motor drive modes, achieving power redundancy and dynamic allocation, and allowing the motors to operate in the high-efficiency range, reducing energy consumption. When the heavy truck is in muddy or turning conditions, the number of motors in the dual-motor wheel-side drive assembly and the gear position of the two-speed transmission mechanism on each drive wheel are controlled separately, so that the output torque and speed of the left and right aligned drive wheels are different, forming an electronic differential, improving the performance of complex terrain. The shape adaptability achieves the best match between the vehicle's power and economy; the input component 2 is coaxially aligned with the two-speed transmission mechanism 3, and the output shaft 4 extends into the two-speed transmission mechanism 3, is coaxially aligned with the input component 2, and is fixed with the sun gear 6 of the planetary gear set 5. The two motors 1 are symmetrically arranged with the output shaft 4 axis as the center, and the gear ring 8 is set outside the gearbox housing, shortening the axial dimension of the entire drive assembly and forming a rotary symmetrical structure centered on the output shaft 4, avoiding the problem of center of gravity offset, so that the drive structure and drive wheels can be coaxially aligned, improving the stability of the drive wheels during operation.

[0024] The input component 2 includes an input shaft 21 connected to one motor 1, an input shaft 22 connected to the other motor 1, and a constant meshing shaft 23 that meshes with both input shafts 21 and 22. The constant meshing shaft 23 is connected to the input end of the two-speed transmission mechanism 3. The power from the two motors 1 is coupled to the constant meshing shaft 23 via the meshing of input shafts 21 and 22, and then transmitted to the two-speed transmission mechanism 3, forming a coupled transmission of power between the two motors.

[0025] The two-speed transmission mechanism 3 includes an intermediate gear 31 coaxially connected to the constant meshing shaft 23 via a spline, an intermediate shaft 32 meshing with the intermediate gear 31, and shifting components 33 mounted on the intermediate shaft 32. There are two intermediate shafts 32, symmetrically distributed on both sides of the constant meshing shaft 23. The shifting components 2 on the two intermediate shafts 32 respectively mesh with the output shaft 4. The constant meshing shaft 23 drives the intermediate gear 31 to rotate synchronously, and the intermediate gear shaft 32 drives the two intermediate shafts 32 to rotate synchronously. The power on the intermediate shafts 32 is shifted via the shifting components 33 to form two gears with different speeds and torques, which are then transmitted to the output shaft 4. There are two sets of shifting components 2. When one set of shifting components 2 shifts, the other set of shifting components 2 protects the current gear, avoiding the risk of power interruption and reducing the power impact caused by the synchronous shifting of the two sets of shifting components, improving shift smoothness and enhancing the safety of continuous vehicle operation under heavy load conditions.

[0026] The shift assembly 33 includes a constant mesh gear 34 coaxially fixed on the intermediate shaft 32 and meshing with the intermediate gear 31, a shift gear 35 coaxially fixed on the intermediate shaft 32, a shift sleeve 36 axially slidable on the shift gear 35, and a first-gear drive gear 37 and a second-gear drive gear 38 rotatable on the intermediate shaft 32 via a hollow sleeve shaft. The shift sleeve 36 moves to the left to engage with the first-gear drive gear 37 and moves to the right to engage with the second-gear drive gear 38. The first-gear drive gear 36 and the second-gear drive gear 38 are respectively connected to the output shaft 4. The intermediate gear 31 drives the constant mesh gear 34 to rotate synchronously, causing the two intermediate shafts 32 to rotate synchronously. The shift gear 35 rotates synchronously with the intermediate shaft 32. In the initial state, the shift sleeve 36 is located between the first-gear drive gear 36 and the second-gear drive gear 38, and is not engaged with either of them. At this time, the shift gear 36 is in the neutral position. When the shift sleeve 36 moves to the left and engages with the first-gear drive gear 37, it drives the first-gear drive gear 37 to rotate synchronously and drives the output shaft 4 to rotate synchronously. When the shift sleeve 36 moves to the right and engages with the second-gear drive gear 38, it drives the second-gear drive gear 38 to rotate synchronously and drives the output shaft 4 to rotate synchronously. The power on the two intermediate shafts 2 is coupled on the output shaft 4 through the first-gear drive gear 37 or the second-gear drive gear 27, thus coupling the power on the two intermediate shafts 2 to the output shaft 4.

[0027] Specifically, a first-gear driven gear 41, meshing with a first-gear drive gear 37, and a second-gear driven gear 42, meshing with a second-gear drive gear 38, are coaxially fixed on the output shaft 4. When the shift sleeve 36 engages with the first-gear drive gear 37, the power from the intermediate shaft 32 is transmitted to the output shaft 4 via the first-gear drive gear 37 and the first-gear driven gear 41. The output shaft 4 then transmits the power to the planetary gear set 5. After the power is reduced and increased in torque by the planetary gear set 5, it drives the drive wheel 100 to move, forming a first-gear power drive. When the shift sleeve 37 engages with the second-gear drive gear 38, the power from the intermediate shaft 32 is transmitted to the output shaft 4 via the second-gear drive gear 38 and the second-gear driven gear 42. The output shaft 4 then transmits the power to the planetary gear set 5. After the power is reduced and increased in torque by the planetary gear set 5, it drives the drive wheel 100 to move, forming a second-gear power drive.

[0028] In this configuration, planetary gear 1 71 and planetary gear 2 72, with an outer diameter smaller than planetary gear 1 71, are coaxially fixed on the planetary gear shaft 70 of the planetary carrier 7. Planetary gear 1 71 meshes with the sun gear 6, and planetary gear 2 72 meshes with the internal gear ring 8. Through the meshing of planetary gear 1 71 with the sun gear 6, it rotates synchronously with the sun gear 6, thereby driving the planetary gear shaft 70 on the planetary carrier 7 to rotate, causing planetary gear 2 72 to rotate synchronously. Planetary gear 2 72 drives the gear ring 8 to rotate, thereby driving the drive wheel 100 to rotate synchronously. The arrangement of planetary gear 1 71 and planetary gear 2 30 allows the planetary gear set to use the gear ring 8 as the power output end, and can effectively increase the speed ratio of the planetary gear set, improve the reduction and torque increase characteristics, and adapt to the high torque drive requirements under heavy load conditions.

[0029] The output shaft 4 and the sun gear 6 are integrally formed. The planetary carrier 7 is fixed to the rear side of the gearbox housing 9. The planetary gear shaft 70 is forward-facing and parallel to the output shaft 4, and is rotatably mounted between the planetary carrier 7 and the gearbox housing 9. The integral formation of the output shaft 4 and the sun gear 6 effectively improves the strength of the output shaft 4 and reduces the axial dimension of the connection between the output shaft 4 and the sun gear 6. The planetary carrier 7 is fixed to the rear side of the gearbox housing 9, and the planetary gear shaft 70 is located on the front side of the planetary carrier 7, so that the second planetary gear 72 is located on the front side of the planetary carrier 7. The second planetary gear 72 can mesh with the gear ring 8 located on the outer periphery of the gearbox housing 9, effectively shortening the axial dimension of the connection between the planetary gear set 5 and the gearbox. This results in a drive train with a small axial dimension, compact structure, and coaxial connection with the drive wheels, reducing the requirements for installation space and facilitating layout.

[0030] The technical solutions of the embodiments of this utility model have been fully described above with reference to the accompanying drawings. It should be noted that the described embodiments are only a part of the embodiments of this utility model. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.

Claims

1. A dual-motor wheel-side drive assembly, comprising a gearbox and a planetary gear set connected to the gearbox and driving the drive wheels, characterized in that: The gearbox includes two motors, an input component that couples the power of the two motors, a two-speed transmission mechanism that is coaxially connected to the input component and has a two-speed transmission function, and an output shaft connected to the two-speed transmission mechanism. The output shaft extends into the two-speed transmission mechanism and is coaxially aligned with the input component. The two motors are symmetrically arranged with the axis of the output shaft as the center. The sun gear of the planetary gear set is fixed to the output shaft, the planet carrier is fixed to the gearbox housing, and the ring gear is supported on the outer periphery of the gearbox housing by bearings and fixed to the drive wheel.

2. The dual-motor wheel-side drive assembly according to claim 1, characterized in that: The input component includes an input shaft one connected to a motor, an input shaft two connected to another motor, and a constant meshing shaft that meshes with the input shaft one and the input shaft two respectively. The constant meshing shaft is connected to the input end of the two-speed transmission mechanism.

3. The dual-motor wheel-side drive assembly according to claim 2, characterized in that: The two-speed transmission mechanism includes an intermediate gear coaxially connected to the constant meshing shaft via a spline, an intermediate shaft meshing with the intermediate gear, and a shift assembly mounted on the intermediate shaft. There are two intermediate shafts, which are symmetrically distributed on both sides of the constant meshing shaft. The shift assemblies on the two intermediate shafts mesh with the output shaft respectively.

4. The dual-motor wheel-side drive assembly according to claim 3, characterized in that: The shifting assembly includes a constant mesh gear coaxially fixed on the intermediate shaft and meshing with the intermediate gear, a shift gear coaxially fixed on the intermediate shaft, a shift sleeve axially slidable on the shift gear, and a first-gear drive gear and a second-gear drive gear rotatable on the intermediate shaft via a hollow sleeve shaft. The shift sleeve moves to the left to engage with the first-gear drive gear and moves to the right to engage with the second-gear drive gear. The first-gear drive gear and the second-gear drive gear are respectively connected to the output shaft.

5. The dual-motor wheel-side drive assembly according to claim 4, characterized in that: The output shaft is coaxially fixed with a first-gear driven gear that meshes with the first-gear driving gear and a second-gear driven gear that meshes with the second-gear driving gear.

6. The dual-motor wheel-side drive assembly according to claim 1, characterized in that: Planetary gear one and planetary gear two with an outer diameter smaller than planetary gear one are coaxially fixed on the planetary gear shaft of the planetary carrier. Planetary gear one meshes with the sun gear, and planetary gear two meshes with the internal gear ring.

7. The dual-motor wheel-side drive assembly according to claim 1, characterized in that: The output shaft and the sun gear are integrally formed. The planetary carrier is fixed to the rear side of the gearbox housing. The planetary gear shaft is axially arranged forward and parallel to the output shaft, and is rotatably mounted between the planetary carrier and the gearbox housing.

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