Dual-motor pure electric speed control system

Abstract

The utility model discloses a dual-motor pure electric speed control system, which comprises a first driving motor, a second driving motor and a transmission mechanism, the transmission mechanism comprises an output shaft, a first input shaft, a second input shaft, a first-gear gear assembly, a second-gear gear assembly, a second-gear gear assembly and a third-gear gear assembly, wherein the first input shaft and the second input shaft can be operated to achieve power combination or disconnection; the first-gear gear assembly is arranged between the first input shaft and the output shaft and used for shifting gears to transmit power; the second-gear gear assembly is arranged between the second input shaft and the output shaft and is used for shifting a gear to transmit power; the output end of the first driving motor is in transmission connection with the first input shaft, and the output end of the second driving motor is in transmission connection with the second input shaft; the dual-motor pure electric speed control system provided by the utility model has better dynamic property and economical efficiency, and meanwhile, the compactness of the system can be improved.

Description

TECHNICAL FIELD

[0001] The utility model relates to pure electric transmission assembly technical field, concretely relates to a double motor pure electric transmission system. BACKGROUND

[0002] The pure electric transmission assembly includes a motor and a transmission system (transmission), and currently mainly has a single motor scheme and a double motor scheme. Among them, the single motor scheme is relatively simple in structure, but the power interruption is obvious during gear shifting, and the driving experience is poor. The double motor scheme can realize gear shifting power compensation and has good driving comfort. However, in the existing double motor scheme, two drive motors are generally used to realize the full gear function of the system, and not every drive motor can output power under all gears of the system, so the optimization effect of the use efficiency of the drive motor is limited, and the system economy and power performance need to be improved. At the same time, the system gear set is only responsible for the gear switching of the corresponding motor, and the utilization rate of the gear pair is low, which makes the system compactness low. Especially for the multi-gear transmission system, in order to enable the motor to have more working gears, the number of system gear pairs is large, and the system volume is large.

[0003] Therefore, it is necessary to develop and design a new double motor pure electric transmission system, which can improve the system compactness while ensuring good power performance and economy. UTILITY MODEL CONTENTS

[0004] Therefore, the utility model aims at providing a double motor pure electric transmission system, which has good power performance and economy, and can improve the system compactness.

[0005] To achieve the above-mentioned purpose, the utility model provides the following technical scheme: a double motor pure electric transmission system, comprising a first drive motor, a second drive motor and a transmission mechanism, wherein the transmission mechanism comprises: an output shaft, a first input shaft and a second input shaft that can be operated to realize power combination or disconnection, a first gear assembly arranged between the first input shaft and the output shaft for gear shifting and power transmission, and a second gear assembly arranged between the second input shaft and the output shaft for gear shifting and power transmission; the output end of the first drive motor is in transmission connection with the first input shaft, and the output end of the second drive motor is in transmission connection with the second input shaft.

[0006] Further, the axes of the first input shaft and the second input shaft are coaxially arranged.

[0007] Further, the output shaft of the first drive motor is coaxially fixedly connected with the first input shaft, and the output shaft of the second drive motor is coaxially fixedly connected with the second input shaft.

[0008] Further, a meshing sleeve device is arranged between the first input shaft and the second input shaft to control the connection or disconnection of the two.

[0009] Further, the second input shaft is a hollow shaft, the first input shaft passes through the second input shaft, a meshing sleeve device is arranged between the first input shaft and the second input shaft to control the connection or disconnection of the two, and the first driving motor and the second driving motor are located on the same side of the meshing sleeve device.

[0010] Further, the second input shaft is a hollow shaft, the first input shaft passes through the second input shaft, the first driving motor and the second driving motor are located on the same end of the second input shaft, and a clutch is arranged between the output shaft of the first driving motor and the rotor of the second driving motor to control the connection or disconnection of the two.

[0011] Further, the first gear assembly includes:

[0012] a one-gear gear pair including a one-gear driving gear fixed on the first input shaft and a one-gear driven gear rotatably arranged on the output shaft and meshing with the one-gear driving gear;

[0013] a three-gear gear pair including a three-gear driving gear fixed on the first input shaft and a three-gear driven gear rotatably arranged on the output shaft and meshing with the three-gear driving gear;

[0014] a first gear shifting assembly arranged on the output shaft and configured to selectively link the output shaft with the one-gear driven gear or the three-gear driven gear;

[0015] The second gear assembly includes:

[0016] a two-gear gear pair including a two-gear driving gear fixed on the second input shaft and a two-gear driven gear rotatably arranged on the output shaft and meshing with the two-gear driving gear;

[0017] a four-gear gear pair including a four-gear driving gear fixed on the second input shaft and a four-gear driven gear rotatably arranged on the output shaft and meshing with the four-gear driving gear;

[0018] a second gear shifting assembly arranged on the output shaft and configured to selectively link the output shaft with the two-gear driven gear or the four-gear driven gear.

[0019] Further, the first gear shifting assembly and the second gear shifting assembly are both synchronizers.

[0020] Further, an output gear is fixed on the output shaft.

[0021] Further, a differential is further included, and an input end of the differential is meshed with the output gear.

[0022] Compared with the prior art, the utility model has the beneficial effects as follows:

[0023] The double-motor pure electric variable speed system has good power performance and economy, and can improve system compactness, specifically: since the first gear assembly is arranged between the first input shaft and the output shaft, the second gear assembly is arranged between the second input shaft and the output shaft, when the gear position of any one power route of the first drive motor and the second drive motor is switched, the other power route can always maintain power output, gear power compensation can be realized, gear power is ensured not to be interrupted, power performance and driving comfort are good; since the first input shaft and the second input shaft are configured to be operated to realize power combination or disconnection, the system can realize double-motor series or parallel input power, or single-motor independent driving, so that the system is more widely applicable, power consumption of the system is reduced, and system economy is improved; each motor can work under all gear assemblies of the system, so that the high efficiency area of the motor can be better utilized, system efficiency is improved, system power consumption is effectively reduced, and system economy is good; the first gear assembly and the second gear assembly can be simultaneously utilized by the double motors, utilization of the gear assemblies is improved, the number of gear pairs is reduced under the premise of the same number of gear positions, system power performance and economy are ensured, and the system is compact; meanwhile, the power of a single motor can be reduced, so that the volume and weight of the motor are reduced, and the system is more compact.

[0024] Other advantages, objects, and features of the present utility model will be set forth in part in the following specification, and in part will become apparent to those skilled in the art upon examination of the following specification, or can be learned from the practice of the present utility model. The objects and other advantages of the present utility model can be realized and obtained by means of the following specification. BRIEF DESCRIPTION OF DRAWINGS

[0025] Figure 1 It is a structure schematic diagram of the utility model embodiment one;

[0026] Figure 2 It is a structure schematic diagram of the utility model embodiment two;

[0027] Figure 3 It is a structure schematic diagram of the utility model embodiment three;

[0028] Reference numerals: 1 - first drive motor; 2 - second drive motor; 3 - output shaft; 301 - output gear; 4 - first input shaft; 5 - second input shaft; 6 - first gearshift gear assembly; 601 - first-gear driving gear; 602 - first-gear driven gear; 603 - third-gear driving gear; 604 - third-gear driven gear; 605 - first gearshift assembly; 7 - second gearshift gear assembly; 701 - second-gear driving gear; 702 - second-gear driven gear; 703 - fourth-gear driving gear; 704 - fourth-gear driven gear; 705 - second gearshift assembly; 8 - meshing sleeve device; 9 - clutch; 10 - differential. DETAILED DESCRIPTION

[0029] The advantages and effects of the present application can be easily understood by those skilled in the art from the above description. The present application can also be implemented or applied in different specific embodiments, and the details in the specification can be modified or changed based on different viewpoints and applications without departing from the spirit of the present application. It should be noted that the drawings provided in the following embodiments are only used to illustrate the basic concept of the present application, and the features in the following embodiments and examples can be combined with each other without conflict.

[0030] Embodiment one:

[0031] Please refer to Figure 1 In the embodiment, a dual-motor pure electric transmission system is disclosed, which comprises a first drive motor 1, a second drive motor 2 and a transmission mechanism. The transmission mechanism comprises an output shaft 3, a first input shaft 4 and a second input shaft 5 which can be operated to realize power combination or disconnection, a first gearshift gear assembly 6 arranged between the first input shaft 4 and the output shaft 3 for gearshift transmission of power, and a second gearshift gear assembly 7 arranged between the second input shaft 5 and the output shaft 3 for gearshift transmission of power. The output end of the first drive motor 1 is in transmission connection with the first input shaft 4, and the output end of the second drive motor 2 is in transmission connection with the second input shaft 5. In the dual-motor pure electric transmission system, the first drive motor 1 and the second drive motor 2 both serve as drive motors. When the first input shaft 4 and the second input shaft 5 are disconnected in power, parallel power input of the first drive motor 1 and the second drive motor 2 or individual driving of each motor can be realized. When the first input shaft 4 and the second input shaft 5 are combined in power, series power input of the first drive motor 1 and the second drive motor 2 can be realized. It can be understood that the first gearshift gear assembly 6 and the second gearshift gear assembly 7 each have at least one gearshift for gearshift.

[0032] The double-motor pure electric variable speed system provided in the structure has good power performance and economy, and is compact; specifically, because the first input shaft 4 and the output shaft 3 are configured with the first gear assembly 6, and the second input shaft 5 and the output shaft 3 are configured with the second gear assembly 7, when the gear position of any one power route of the first drive motor 1 and the second drive motor 2 is switched, the other power route can always maintain power output, gear power compensation can be achieved, gear power is not interrupted, and the power performance and driving comfort are good; because the first input shaft 4 and the second input shaft 5 are configured to be operated to realize power combination or disconnection, the system can realize double-motor series or parallel input power, or single-motor independent driving, so that the system is suitable for a wider working condition, is beneficial to reducing system power consumption, and improves system economy; each motor can work under all gear assemblies of the system, so that the high efficiency area of the motor can be better utilized, the system efficiency is improved, the system power consumption is effectively reduced, and the system economy is good; the first gear assembly 6 and the second gear assembly 7 can be simultaneously utilized by the double motors, the utilization rate of the gear assembly is improved, the number of gear pairs is reduced under the premise of the same number of gears, the system power performance and economy are guaranteed, and the system is compact; at the same time, the power of a single motor can be reduced, so that the volume and weight of the motor are reduced, and the system is more compact.

[0033] In the embodiment, the axes of the first input shaft 4 and the second input shaft 5 are coaxially arranged. By coaxially arranging the first input shaft 4 and the second input shaft 5, the transverse space occupation can be effectively reduced, the transverse direction is perpendicular to the axis direction of the output shaft 3, so that the compactness of the system can be further guaranteed, and the system volume is reduced. At the same time, the coaxial arrangement of the first input shaft 4 and the second input shaft 5 is beneficial to realizing the control of power combination or disconnection between the two, and is beneficial to simplifying the control structure.

[0034] In the embodiment, the output shaft of the first drive motor 1 is coaxially and fixedly connected with the first input shaft 4 as a whole, and the output shaft of the second drive motor 2 is coaxially and fixedly connected with the second input shaft 5 as a whole. It can be understood that “fixedly connected as a whole” herein includes directly adopting an integrated structure, or adopting a spline connection structure. In the structure design, by coaxially arranging the first drive motor 1, the second drive motor 2, and the first input shaft 4 and the second input shaft 5 respectively, the transverse space occupation of the double-motor arrangement can be effectively reduced, so that the compactness of the system can be further guaranteed, and the system volume is reduced. At the same time, the drive motor adopts a direct connection form, which can be beneficial to reducing the transmission chain and improving the transmission efficiency.

[0035] In the embodiment, the engagement sleeve device 8 is arranged between the first input shaft 4 and the second input shaft 5 to control the power combination or disconnection between the first input shaft 4 and the second input shaft 5. The first drive motor 1 and the second drive motor 2 are respectively arranged at the axial ends of the engagement sleeve device 8. The engagement sleeve device 8 is a conventional gear shifting engagement sleeve device, and the gear shifting is achieved by moving the engagement sleeve. The structure is not described here. The engagement sleeve device 8 is used to control the power combination or disconnection between the first input shaft 4 and the second input shaft 5. The structure is simple, and the manufacturing, disassembly and maintenance are easy. The engagement teeth are not easy to be damaged because the number of the engagement teeth is large to bear the impact load. At the same time, the gear shifting stroke of the engagement sleeve is short, which is beneficial to shorten the axial size of the system and further improve the compactness of the system. The first drive motor 1 and the second drive motor 2 are respectively arranged at the axial ends of the engagement sleeve device 8, so that the first input shaft 4 and the second input shaft 5 can be designed as solid shafts, which can bear larger torque, thereby being beneficial to reduce the size of the input shaft and ensure the compactness of the system.

[0036] In the embodiment, the first gear assembly 6 includes a first gear pair, a third gear pair and a first gear shifting assembly 605. The first gear pair includes a first driving gear 601 fixed on the first input shaft 4 and a first driven gear 602 rotatably arranged on the output shaft 3 and engaged with the first driving gear 601. The third gear pair includes a third driving gear 603 fixed on the first input shaft 4 and a third driven gear 604 rotatably arranged on the output shaft 3 and engaged with the third driving gear 603. The first gear shifting assembly 605 is arranged on the output shaft 3 and is configured to selectively connect the output shaft 3 with the first driven gear 602 or the third driven gear 604. The second gear assembly 7 includes a second gear pair, a fourth gear pair and a second gear shifting assembly 705. The second gear pair includes a second driving gear 701 fixed on the second input shaft 5 and a second driven gear 702 rotatably arranged on the output shaft 3 and engaged with the second driving gear 701. The fourth gear pair includes a fourth driving gear 703 fixed on the second input shaft 5 and a fourth driven gear 704 rotatably arranged on the output shaft 3 and engaged with the fourth driving gear 703. The second gear shifting assembly 705 is arranged on the output shaft 3 and is configured to selectively connect the output shaft 3 with the second driven gear 703 or the fourth driven gear 704. In the structure, the first gear assembly 6 and the second gear assembly 7 are respectively provided with two gears, and the system is a four-gear transmission system, so that the first drive motor 1 and the second drive motor 2 each have four gears to be selected, which is good for optimizing the use efficiency of the drive motor. At the same time, in the structure, the first gear is arranged on the first input shaft, and the second gear and the fourth gear are arranged on the second input shaft. The odd gears and the even gears are arranged separately, which can effectively reduce the gear shifting gap and ensure the gear shifting stability, thereby being beneficial to improve the service life of the system. At the same time, the first gear shifting assembly 605 and the second gear shifting assembly 705 are arranged on the output shaft 3, which is good in compactness.

[0037] In the embodiment, the first gear shifting assembly 605 and the second gear shifting assembly 705 are both synchronizers. It can be understood that the synchronizer is arranged between two adjacent gear pairs, and the specific structure is consistent with the existing arrangement mode of the synchronizer, which will not be described herein. By adopting the synchronizer, rapid, impact-free and noise-free gear shifting is achieved, and the acceleration, fuel economy and driving safety of the automobile are improved, and the driving comfort is high.

[0038] In the embodiment, the output shaft 3 is fixedly provided with an output gear 301. The output gear 301 is arranged to facilitate the torque output of power, thereby facilitating the reduction of the gear center distance of the gear assembly, and further ensuring the compactness of the system.

[0039] In the embodiment, a differential 10 is further included. The input end of the differential 10 is engaged with the output gear 301. By integrating the differential 10 in the system, the compactness of the overall vehicle arrangement of the system is further ensured.

[0040] Comparison Figure 1 The double-motor pure electric gear shifting system in the embodiment has the following working modes:

[0041] The engagement sleeve device 8 is disconnected, the first gear shifting assembly 6 is engaged with the right side gear, and the first driving motor 1 is independently driven in the first gear;

[0042] The engagement sleeve device 8 is connected, the first gear shifting assembly 6 is engaged with the right side gear, and the first driving motor 1 and the second driving motor 2 are in series driving in the first gear;

[0043] The engagement sleeve device 8 is disconnected, the first gear shifting assembly 6 is engaged with the right side gear, the second gear shifting assembly 7 is engaged with the left side gear, and the first driving motor 1 in the first gear and the second driving motor 2 in the second gear are in parallel driving;

[0044] The engagement sleeve device 8 is disconnected, the second gear shifting assembly 7 is engaged with the left side gear, and the second driving motor 2 is independently driven in the second gear;

[0045] The engagement sleeve device 8 is connected, the second gear shifting assembly 7 is engaged with the left side gear, and the first driving motor 1 in the second gear and the second driving motor 2 in the second gear are in series driving;

[0046] The engagement sleeve device 8 is disconnected, the second gear shifting assembly 7 is engaged with the left side gear, the first gear shifting assembly 6 is engaged with the left side gear, and the first driving motor 1 in the third gear and the second driving motor 2 in the second gear are in parallel driving;

[0047] The engagement sleeve device 8 is disconnected, the first gear shifting assembly 6 is engaged with the left side gear, and the first driving motor 1 is independently driven in the third gear;

[0048] The engagement sleeve device 8 is connected, the first gear shifting assembly 6 is engaged with the left side gear, and the first driving motor 1 and the second driving motor 2 are in series driving;

[0049] The engaging sleeve device 8 is disconnected, the first gear assembly 6 is engaged with the left side gear, the second gear assembly 7 is engaged with the right side gear, the first driving motor 1 is in the third gear and the second driving motor 2 is in the fourth gear and is driven in parallel;

[0050] The engaging sleeve device 8 is disconnected, the second gear assembly 7 is engaged with the right side gear, and the second driving motor 2 is driven in the fourth gear alone;

[0051] The engaging sleeve device 8 is connected, the second gear assembly 7 is engaged with the right side gear, and the first driving motor 1 and the second driving motor 2 are driven in series.

[0052] It can be understood that in the above working principle, the engaging sleeve device 8 is replaced by other structures that can achieve its function, such as a synchronizer, and the implementation principle is similar. Here, the implementation principle is described taking a four-gear transmission system as an example. When designed as other gears, the implementation principle is similar. As can be seen, either of the two motors can have all the working gears of the system, and the use efficiency of the driving motor is good. The shift continuity is good, and the smooth shift of sequential gears can be achieved without power interruption. The acceleration performance of the double-motor series gear is good, and the climbing performance of the double-motor gear at low speed is good. It is especially suitable for SUVs, commercial vehicles and other models.

[0053] Example two:

[0054] Please refer to Figure 2 The difference between this embodiment and example one is the arrangement of the first input shaft 4, the second input shaft 5, the first driving motor 1 and the second driving motor 2, and the engaging sleeve device 8. Specifically, in this embodiment, the second input shaft 5 is a hollow shaft, the first input shaft 4 passes through the second input shaft 5, and the engaging sleeve device 8 that can combine or disconnect the first input shaft 4 and the second input shaft 5 is arranged between the first input shaft 4 and the second input shaft 5, and the first driving motor 1 and the second driving motor 2 are located on the same side of the engaging sleeve device 8; here, the engaging sleeve device 8 uses the existing shift engaging sleeve. In this structure design, by setting the second input shaft 5 as a hollow shaft and arranging the first driving motor 1 and the second driving motor 2 on the same side of the engaging sleeve device 8, the occupation of the axial space of the system can be effectively reduced, and the arrangement of the first driving motor 1 and the second driving motor 2 is compact. The working principle of this embodiment is similar to that of example one, which will not be repeated here.

[0055] Example three:

[0056] Please refer to Figure 3The difference between the embodiment and the embodiment two is that the specific structure of the first input shaft 4 and the second input shaft 5 is different. Specifically, in the embodiment, the second input shaft 5 is a hollow shaft, the first input shaft 4 passes through the second input shaft 5, the first driving motor 1 and the second driving motor 2 are located at the same end of the second input shaft 5, and the output shaft of the first driving motor 1 and the rotor of the second driving motor 2 are provided with a clutch 9 which can be operated to combine or disconnect them. By using the clutch 9 to control the first input shaft 4 and the second input shaft 5, the clutch 9 is located between the first driving motor 1 and the second driving motor 2, which can ensure the stability when the power is combined or disconnected, and the driving comfort is good. Of course, the system compactness is also relatively high. The working principle of the embodiment is similar to that of the embodiment one, which will not be repeated here.

[0057] Finally, it should be pointed out that the above embodiments are only used to illustrate the technical solutions of the present application and are not limiting. Although the present application has been described in detail with reference to the preferred embodiments, those skilled in the art should understand that the technical solutions of the present application can be modified or replaced by equivalents without departing from the purpose and scope of the present application, and they should be covered in the scope of the claims of the present application.

Claims

1. A dual-motor pure electric transmission system, characterized in that: It includes a first drive motor (1), a second drive motor (2), and a transmission mechanism, wherein the transmission mechanism includes: Output shaft (3), first input shaft (4) and second input shaft (5) which can be manipulated to engage or disengage power, first gear assembly (6) disposed between the first input shaft (4) and the output shaft (3) for engaging gears to transmit power, and second gear assembly (7) disposed between the second input shaft (5) and the output shaft (3) for engaging gears to transmit power; The output end of the first drive motor (1) is connected to the first input shaft (4) for transmission, and the output end of the second drive motor (2) is connected to the second input shaft (5) for transmission.

2. The dual-motor pure electric transmission system according to claim 1, characterized in that: The axes of the first input shaft (4) and the second input shaft (5) are set coaxially.

3. The dual-motor pure electric transmission system according to claim 2, characterized in that: The output shaft of the first drive motor (1) is coaxially and fixedly connected to the first input shaft (4), and the output shaft of the second drive motor (2) is coaxially and fixedly connected to the second input shaft (5).

4. The dual-motor pure electric transmission system according to claim 3, characterized in that: A meshing sleeve device (8) is disposed between the first input shaft (4) and the second input shaft (5) to allow them to engage or disengage. The first drive motor (1) and the second drive motor (2) are located at the two ends of the axial direction of the meshing sleeve device (8).

5. The dual-motor pure electric transmission system according to claim 3, characterized in that: The second input shaft (5) is a hollow shaft, the first input shaft (4) passes through the second input shaft (5), and a meshing sleeve device (8) that can be operated to engage or disengage the first input shaft (4) and the second input shaft (5) is arranged between them. The first drive motor (1) and the second drive motor (2) are located on the same side of the meshing sleeve device (8).

6. The dual-motor pure electric transmission system according to claim 3, characterized in that: The second input shaft (5) is a hollow shaft, the first input shaft (4) passes through the second input shaft (5), the first drive motor (1) and the second drive motor (2) are located at the same end of the second input shaft (5), and a clutch (9) is configured between the output shaft of the first drive motor (1) and the rotor of the second drive motor (2) to operate the two to engage or disengage.

7. The dual-motor pure electric transmission system according to claim 1, characterized in that: The first gear assembly (6) includes: A first gear pair includes a first drive gear (601) fixed on the first input shaft (4) and a first driven gear (602) rotatably mounted on the output shaft (3) and meshing with the first drive gear (601); The three-speed gear pair includes a three-speed drive gear (603) fixed on the first input shaft (4) and a three-speed driven gear (604) rotatably mounted on the output shaft (3) and meshing with the three-speed drive gear (603); The first shift assembly (605) is disposed on the output shaft (3) and configured to selectively link the output shaft (3) with the first driven gear (602) or the third driven gear (604); The second gear assembly (7) includes: The second gear pair includes a second-speed driving gear (701) fixed on the second input shaft (5) and a second-speed driven gear (702) rotatably mounted on the output shaft (3) and meshing with the second-speed driving gear (701); The four-speed gear pair includes a four-speed drive gear (703) fixed on the second input shaft (5) and a four-speed driven gear (704) rotatably mounted on the output shaft (3) and meshing with the four-speed drive gear (703); The second shift assembly (705) is disposed on the output shaft (3) and configured to selectively link the output shaft (3) with the second-gear driven gear (702) or the fourth-gear driven gear (704).

8. The dual-motor pure electric transmission system according to claim 7, characterized in that: Both the first shift assembly (605) and the second shift assembly (705) are synchronizers.

9. The dual-motor pure electric transmission system according to claim 1, characterized in that: An output gear (301) is fixed on the output shaft (3).

10. The dual-motor pure electric transmission system according to claim 9, characterized in that: It also includes a differential (10), the input end of which meshes with an output gear (301).

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