Dual electric drive assembly and vehicle

Abstract

This utility model relates to a dual electric drive assembly and a vehicle. The dual electric drive assembly includes a reducer, a first motor, a second motor, a first half-shaft, a second half-shaft, a first clutch mechanism, and a second clutch mechanism. The reducer has a first input shaft and a first output shaft, as well as a second input shaft and a second output shaft. The first motor is connected to the first input shaft, and the second motor is connected to the second input shaft. The first half-shaft and the second half-shaft are respectively used to connect to a first wheel and a second wheel. The first clutch mechanism is used to engage and disengage the power transmission between the first half-shaft and the first output shaft, and the second clutch mechanism is used to engage and disengage the power transmission between the second half-shaft and the second output shaft. The dual electric drive assembly provided by this utility model can disconnect the power to slipping wheels to avoid wheel wear and reduced service life. It can also disconnect the power to the corresponding wheel when the motor fails, ensuring that the vehicle has basic mobility and facilitating emergency avoidance.

Description

Technical Field

[0001] This utility model relates to the field of vehicle technology, specifically to a dual electric drive assembly and a vehicle. Background Technology

[0002] In related technologies, new energy vehicles use a dual electric drive assembly as their drive system. The two motors in the dual electric drive assembly independently drive the first and second wheels, or they can drive the first and second wheels simultaneously to ensure good off-road performance and CLTC efficiency. However, under off-road conditions, when a tire slips, there is still a problem that the slipping tire cannot be disconnected, resulting in prolonged tire spinning, accelerated wear, and a shorter service life. Utility Model Content

[0003] This utility model aims to at least partially solve one of the technical problems in the related art.

[0004] Therefore, embodiments of this utility model propose a dual electric drive assembly that can disconnect the power to slipping wheels to avoid wheel wear and reduced service life. It can also disconnect the power to the corresponding wheels when the motor fails, ensuring that the vehicle has basic mobility and facilitating emergency avoidance.

[0005] The dual electric drive assembly of this utility model embodiment includes a reducer, a first motor, a second motor, a first half-shaft, a second half-shaft, a first clutch mechanism, and a second clutch mechanism. The reducer has a first input shaft and a first output shaft, as well as a second input shaft and a second output shaft. The first motor is connected to the first input shaft, and the second motor is connected to the second input shaft. The first half-shaft and the second half-shaft are respectively used to connect to a first wheel and a second wheel. The first clutch mechanism is used to engage and disengage the power transmission between the first half-shaft and the first output shaft, and the second clutch mechanism is used to engage and disengage the power transmission between the second half-shaft and the second output shaft.

[0006] According to the dual electric drive assembly of this utility model embodiment, in normal driving mode, the first clutch mechanism engages the first half-shaft and the first output shaft, and the second clutch mechanism engages the second half-shaft and the second output shaft. The first motor and the second motor independently drive the first wheel and the second wheel to rotate, respectively. When slippage is detected in either the first wheel or the second wheel, taking the slippage of the first wheel as an example, the first clutch mechanism can disconnect the power transmission between the first half-shaft and the first output shaft to prevent the first wheel from continuing to rotate, thereby effectively reducing the rotation of the first wheel and improving its service life. Simultaneously, when a fault occurs in the electric drive mechanism corresponding to the first wheel or the electric drive mechanism corresponding to the second wheel, such as when the first motor corresponding to the first wheel fails, the first clutch mechanism can disconnect the power transmission between the first half-shaft and the first output shaft, relying solely on the second motor to drive the second wheel to rotate, thus ensuring the vehicle's basic mobility and emergency avoidance capabilities.

[0007] In some embodiments, the dual electric drive assembly further includes a third clutch mechanism for engaging and disengaging the power transmission between the first output shaft and the second output shaft.

[0008] In some embodiments, the first output shaft and the second output shaft are coaxially arranged, and the third clutch mechanism is disposed between the first output shaft and the second output shaft.

[0009] In some embodiments, the third clutch mechanism includes a multi-plate clutch or a toothed clutch.

[0010] In some embodiments, the first clutch mechanism is disposed on the first output shaft and selectively engages with the first half-shaft, and the second clutch mechanism is disposed on the second output shaft and selectively engages with the second half-shaft.

[0011] In some embodiments, either the first clutch mechanism or the second clutch mechanism includes a multi-plate clutch, a toothed clutch, or a synchronizer.

[0012] In some embodiments, the reducer further includes a housing and a first gear reduction mechanism and a second gear reduction mechanism disposed within the housing. The first gear reduction mechanism and the second gear reduction mechanism are arranged at intervals along the left-right direction of the housing. The first input shaft is driven to the first output shaft through the first gear reduction mechanism, and the second input shaft is driven to the second output shaft through the second gear reduction mechanism. The first motor and the second motor are respectively disposed on the left and right sides of the housing.

[0013] In some embodiments, the first gear reduction mechanism includes a first input gear, a first intermediate gear, and a first output gear meshing sequentially, the first input shaft being coaxially connected to the first input gear, and the first output shaft being coaxially connected to the first output gear;

[0014] The second gear reduction mechanism includes a second input gear, a second intermediate gear, and a second output gear that mesh sequentially. The second input shaft is coaxially connected to the second input gear, and the second output shaft is coaxially connected to the second output gear.

[0015] The vehicle according to the embodiments of the present invention includes a dual electric drive assembly as described in any of the above embodiments.

[0016] The technical advantages of the vehicle according to the present utility model embodiment are the same as those of the dual electric drive assembly in the above embodiment, and will not be repeated here.

[0017] In some embodiments, there are two dual electric drive assemblies, one of which has its first half-shaft and second half-shaft connected to a first front wheel and a second front wheel, respectively, and the other of which has its first half-shaft and second half-shaft connected to a first rear wheel and a second rear wheel, respectively. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of a dual electric drive assembly according to an embodiment of the present utility model.

[0019] Figure 2 This is a cross-sectional view of the dual electric drive assembly according to an embodiment of the present utility model.

[0020] Figure label:

[0021] 1. Reducer; 11. First input shaft; 12. First output shaft; 13. First input gear; 14. First output gear; 15. First intermediate gear; 16. Second input shaft; 17. Second output shaft; 18. Second input gear; 19. Second output gear; 110. Second intermediate gear; 120. Housing; 2. First motor; 3. Second motor; 4. First half-shaft; 5. Second half-shaft; 6. First clutch mechanism; 7. Second clutch mechanism; 71. Internal spline; 8. Third clutch mechanism. Detailed Implementation

[0022] The embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present invention, and should not be construed as limiting the present invention.

[0023] The following is combined Figure 1 and Figure 2This invention describes a dual electric drive assembly according to an embodiment of the present invention.

[0024] The dual-electric drive assembly of this utility model embodiment includes a reducer 1, a first motor 2, a second motor 3, a first half-shaft 4, a second half-shaft 5, a first clutch mechanism 6, and a second clutch mechanism 7. The reducer 1 has a first input shaft 11 and a first output shaft 12, as well as a second input shaft 16 and a second output shaft 17. The first motor 2 is connected to the first input shaft 11, and the second motor 3 is connected to the second input shaft 16. The first half-shaft 4 and the second half-shaft 5 are respectively used to connect to a first wheel and a second wheel. The first clutch mechanism 6 is used to engage and disengage the power transmission between the first half-shaft 4 and the first output shaft 12, and the second clutch mechanism 7 is used to engage and disengage the power transmission between the second half-shaft 5 and the second output shaft 17.

[0025] According to the dual electric drive assembly of this utility model embodiment, in normal driving mode, the first clutch mechanism 6 engages the first half-shaft 4 and the first output shaft 12, and the second clutch mechanism 7 engages the second half-shaft 5 and the second output shaft 17. The first motor 2 and the second motor 3 independently drive the first wheel and the second wheel to rotate, respectively. When slippage is detected in either the first wheel or the second wheel, taking the slippage of the first wheel as an example, the first clutch mechanism 6 can disconnect the power transmission between the first half-shaft 4 and the first output shaft 12 to prevent the first wheel from continuing to rotate, thereby effectively reducing the rotation of the first wheel and improving its service life. At the same time, when the electric drive mechanism corresponding to the first wheel or the electric drive mechanism corresponding to the second wheel malfunctions, such as when the first motor 2 corresponding to the first wheel malfunctions, the first clutch mechanism 6 can disconnect the power transmission between the first half-shaft 4 and the first output shaft 12, relying solely on the second motor 3 to drive the second wheel to rotate, thus ensuring the vehicle's basic mobility and emergency avoidance capabilities.

[0026] It should be noted that the first input shaft 11 and the second input shaft 16 in the reducer 1 are arranged in a mirror symmetrical manner, and the first output shaft 12 and the second output shaft 17 are arranged in a mirror symmetrical manner. The dual electric drive assembly of this embodiment can be used to drive the left front wheel and the right front wheel of the vehicle to rotate, or to drive the left rear wheel and the right rear wheel of the vehicle to rotate.

[0027] In some embodiments, such as Figure 1 As shown, the dual electric drive assembly also includes a third clutch mechanism 8, which is used to engage and disengage the power transmission between the first output shaft 12 and the second output shaft 17.

[0028] Therefore, when the vehicle is driving on complex road conditions, if a wheel slips, taking the slipping of the first wheel as an example, the first clutch mechanism 6 disconnects the power transmission between the first half-shaft 4 and the first output shaft 12, and the third clutch mechanism 8 engages the first output shaft 12 and the second output shaft 17, so that the power of the first motor 2 is transmitted to the second wheel through the first output shaft 12, so as to give the second wheel more power, avoid wear on the first wheel, and effectively improve the vehicle's ability to get out of trouble.

[0029] It should be noted that after the vehicle gets out of trouble, the third clutch mechanism 8 disconnects the power transmission between the first output shaft 12 and the second output shaft 17, thereby effectively preventing the first wheel and the second wheel from rotating at the same speed when the vehicle turns, which would increase the wear rate of the first wheel and the second wheel.

[0030] In some embodiments, the first output shaft 12 and the second output shaft 17 are coaxially arranged, and the third clutch mechanism 8 is disposed between the first output shaft 12 and the second output shaft 17.

[0031] That is, based on the fact that the reduction mechanism connected to the first motor 2 and the reduction mechanism connected to the second motor 3 are both integrated into a reduction gear 1, the third clutch mechanism 8 is also integrated into the reduction gear 1, thereby effectively improving the integration of the dual electric drive assembly, and the cost and failure rate of the dual electric drive assembly are lower.

[0032] For example, a third clutch mechanism 8 is coaxially disposed at one end of the first output shaft 12 adjacent to the second output shaft 17, and the third clutch mechanism 8 is selectively engaged with the second output shaft 17.

[0033] In some embodiments, the third clutch mechanism 8 includes a multi-plate clutch or a toothed clutch.

[0034] At this time, the third clutch mechanism 8 is more suitable for large torque transmission between the first output shaft 12 and the second output shaft 17. After it engages the first output shaft 12 and the second output shaft 17, the coaxial connection between the first output shaft 12 and the second output shaft 17 is convenient and reliable.

[0035] Alternatively, the third clutch mechanism 8 can be any other locking mechanism capable of selectively coaxially connecting the first output shaft 12 and the second output shaft 17, such as a single-plate friction clutch, a diaphragm spring clutch, or an electromagnetic clutch.

[0036] In some embodiments, a first clutch mechanism 6 is disposed on a first output shaft 12 and selectively engages with a first half-shaft 4, and a second clutch mechanism 7 is disposed on a second output shaft 17 and selectively engages with a second half-shaft 5.

[0037] That is, the first clutch mechanism 6 and the second clutch mechanism 7 are both integrated on the reducer 1, which effectively avoids the independent setting of each component of the dual electric drive assembly, which would occupy a large space. The dual electric drive assembly has a more compact structure, higher integration, lower cost and failure rate.

[0038] For example, the first clutch mechanism 6 and the second clutch mechanism 7 are the same size and shape. The first clutch mechanism 6 is coaxially mounted on the end of the first output shaft 12 opposite to the second output shaft 17, and the second clutch mechanism 7 is coaxially mounted on the end of the second output shaft 17 opposite to the first output shaft 12. The first clutch mechanism 6 and the second clutch mechanism 7 are arranged in a mirror symmetrical manner.

[0039] Optionally, either the first clutch mechanism 6 or the second clutch mechanism 7 includes a multi-plate clutch, a toothed clutch, or a synchronizer.

[0040] For example, such as Figure 2 As shown, taking the second clutch mechanism 7 as an example, its engagement sleeve is provided with an inner spline 71, and the second half-shaft 5 is provided with an outer spline. The operating mechanism pushes the engagement sleeve to move along the axial direction of the second output shaft 17 so that the outer spline and the inner spline 71 mesh, thereby realizing the engagement of the second half-shaft 5 and the second output shaft 17.

[0041] It should be noted that the first clutch mechanism 6 and the second clutch mechanism 7 can also be a single-plate friction clutch, a diaphragm spring clutch or an electromagnetic clutch.

[0042] In some embodiments, the reducer 1 further includes a housing 120 and a first gear reduction mechanism and a second gear reduction mechanism disposed within the housing 120. The first gear reduction mechanism and the second gear reduction mechanism are arranged at intervals along the left and right directions of the housing 120. The first input shaft 11 is driven to the first output shaft 12 through the first gear reduction mechanism, and the second input shaft 16 is driven to the second output shaft 17 through the second gear reduction mechanism. The first motor 2 and the second motor 3 are respectively disposed on the left and right sides of the housing 120.

[0043] The reducer 1 achieves speed reduction and torque increase operations for the first and second wheels through the first gear reduction mechanism and the second gear reduction mechanism, respectively. The reducer 1 has high transmission efficiency and a precise and stable transmission ratio. Moreover, both the first gear reduction mechanism and the second gear reduction mechanism are located inside the housing 120, and the first motor 2 and the second motor 3 are respectively installed on the left and right sides of the housing 120. This effectively avoids the need for separate installations that would occupy a large amount of space. The dual electric drive assembly has a more compact structure, higher integration, and lower cost and failure rate.

[0044] For example, such as Figure 2As shown, the first gear reduction mechanism and the second gear reduction mechanism are arranged in a mirror-symmetric manner, and the first motor 2 and the second motor 3 are arranged in a mirror-symmetric manner. This improves the versatility of each gear in the first gear reduction mechanism and the second gear reduction mechanism, and also makes the dual electric drive assembly have a high degree of symmetry, avoiding the center of gravity from deviating to one side, and making the working stability and reliability of the dual electric drive assembly higher.

[0045] In some embodiments, the first gear reduction mechanism includes a first input gear 13, a first intermediate gear 15, and a first output gear 14 meshing sequentially. A first input shaft 11 is coaxially connected to the first input gear 13, and a first output shaft 12 is coaxially connected to the first output gear 14. The second gear reduction mechanism includes a second input gear 18, a second intermediate gear 110, and a second output gear 19 meshing sequentially. A second input shaft 16 is coaxially connected to the second input gear 18, and a second output shaft 17 is coaxially connected to the second output gear 19.

[0046] That is, both the first gear reduction mechanism and the second gear reduction mechanism are two-stage gear reduction mechanisms, which ensures the reduction and torque increase requirements of reducer 1, while also making reducer 1 smaller in size and occupying less vehicle space.

[0047] For example, both the first intermediate gear 15 and the second intermediate gear 110 include two coaxially connected large gears and small gears. The large gear of the first intermediate gear 15 meshes with the first input gear 13, and the small gear of the first intermediate gear 15 meshes with the first output gear 14.

[0048] The vehicle according to the embodiments of the present invention includes a dual electric drive assembly as described in any of the above embodiments.

[0049] The technical advantages of the vehicle according to the present utility model embodiment are the same as those of the dual electric drive assembly in the above embodiment, and will not be repeated here.

[0050] In some embodiments, there are two dual electric drive assemblies, in which the first half-shaft 4 and the second half-shaft 5 of one dual electric drive assembly are connected to the first front wheel and the second front wheel, respectively, and the first half-shaft 4 and the second half-shaft 5 of the other dual electric drive assembly are connected to the first rear wheel and the second rear wheel, respectively.

[0051] In other words, the vehicle has a four-wheel drive mode, enabling it to meet the requirements of high passability and strong traction in off-road conditions. Meanwhile, in urban driving conditions, only one of the dual electric drive assemblies can be activated to meet the requirements of high efficiency and low energy consumption, thereby increasing the vehicle's range. Furthermore, in urban driving conditions, when only the more efficient front dual electric drive assembly is activated, the rear dual electric drive assembly can disconnect the first and second rear wheels from the corresponding first motor 2 and second motor 3 via the first clutch mechanism 6 and the second clutch mechanism 7. This effectively reduces the drag loss of the rear dual electric drive assembly and further improves the overall CLTC efficiency of the vehicle.

[0052] It should be noted that the vehicle in this embodiment may also include a dual electric drive assembly and a single electric drive assembly, or only a dual electric drive assembly.

[0053] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "first", "second", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0054] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this utility model, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0055] In this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between them; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0056] In this utility model, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0057] In this utility model, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of this utility model. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0058] Although the above embodiments have been shown and described, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Any changes, modifications, substitutions and variations made to the above embodiments by those skilled in the art are within the protection scope of the present invention.

Claims

1. A dual electric drive assembly, characterized in that, include: A speed reducer (1) having a first input shaft (11) and a first output shaft (12), as well as a second input shaft (16) and a second output shaft (17); A first motor (2) and a second motor (3), wherein the first motor (2) is connected to the first input shaft (11) and the second motor (3) is connected to the second input shaft (16); The first half-shaft (4) and the second half-shaft (5) are used to connect to the first wheel and the second wheel, respectively. The first clutch mechanism (6) and the second clutch mechanism (7) are used to engage and disengage the power transmission between the first half-shaft (4) and the first output shaft (12), and the second clutch mechanism (7) is used to engage and disengage the power transmission between the second half-shaft (5) and the second output shaft (17).

2. The dual electric drive assembly according to claim 1, characterized in that, The dual electric drive assembly also includes a third clutch mechanism (8) for engaging and disengaging the power transmission between the first output shaft (12) and the second output shaft (17).

3. The dual electric drive assembly according to claim 2, characterized in that, The first output shaft (12) and the second output shaft (17) are coaxially arranged, and the third clutch mechanism (8) is arranged between the first output shaft (12) and the second output shaft (17).

4. The dual electric drive assembly according to claim 2, characterized in that, The third clutch mechanism (8) includes a multi-plate clutch or a toothed clutch.

5. The dual electric drive assembly according to claim 1, characterized in that, The first clutch mechanism (6) is disposed on the first output shaft (12) and selectively engages with the first half shaft (4), and the second clutch mechanism (7) is disposed on the second output shaft (17) and selectively engages with the second half shaft (5).

6. The dual electric drive assembly according to claim 1, characterized in that, Either the first clutch mechanism (6) or the second clutch mechanism (7) includes a multi-plate clutch, a toothed clutch or a synchronizer.

7. The dual electric drive assembly according to claim 1, characterized in that, The reducer (1) further includes a housing (120) and a first gear reduction mechanism and a second gear reduction mechanism disposed in the housing (120). The first gear reduction mechanism and the second gear reduction mechanism are arranged at intervals along the left and right directions of the housing (120). The first input shaft (11) is connected to the first output shaft (12) through the first gear reduction mechanism. The second input shaft (16) is connected to the second output shaft (17) through the second gear reduction mechanism. The first motor (2) and the second motor (3) are respectively disposed on the left and right sides of the housing (120).

8. The dual electric drive assembly according to claim 7, characterized in that, The first gear reduction mechanism includes a first input gear (13), a first intermediate gear (15), and a first output gear (14) that mesh in sequence. The first input shaft (11) is coaxially connected to the first input gear (13), and the first output shaft (12) is coaxially connected to the first output gear (14). The second gear reduction mechanism includes a second input gear (18), a second intermediate gear (110), and a second output gear (19) that mesh in sequence. The second input shaft (16) is coaxially connected to the second input gear (18), and the second output shaft (17) is coaxially connected to the second output gear (19).

9. A vehicle, characterized in that, Includes at least one dual electric drive assembly according to any one of claims 1-8.

10. The vehicle according to claim 9, characterized in that, The dual electric drive assembly consists of two parts. In one part, the first half-shaft (4) and the second half-shaft (5) of the dual electric drive assembly are connected to the first front wheel and the second front wheel, respectively. In the other part, the first half-shaft (4) and the second half-shaft (5) of the dual electric drive assembly are connected to the first rear wheel and the second rear wheel, respectively.

Images