Left-and-right wheel-side dual-motor coaxial drive system for pure electric vehicle

Abstract

A left-and-right wheel-side dual-motor coaxial drive system for a pure electric vehicle, comprising a first motor (1) and a second motor (2) arranged on two sides of a hub (8). The first motor (1) comprises a motor housing (3) and a reducer housing (4). A motor shaft (5) is arranged in the motor housing (3). A speed reduction mechanism (6) is arranged in the reducer housing (4). The motor shaft (5) is connected to the speed reduction mechanism (6). The speed reduction mechanism (6) is connected to a hub shaft (7). The second motor (2) has the same structure as the first motor (1). A clutch mechanism (9) is arranged between the speed reduction mechanism (6) in the second motor (2) and the hub shaft (7). The system occupies less space, thereby allowing a larger battery to be accommodated to increase the driving range. An integrated and coaxial structural design achieves a more harmonious and aesthetically pleasing appearance of a vehicle while reducing the overall weight and achieving a more compact configuration. A coaxial drive mode using a planetary reducer is adopted, achieving higher efficiency.

Description

Pure electric vehicle left and right wheel edge double motor coaxial driving system TECHNICAL FIELD

[0001] The present application belongs to the field of electric drive, more particularly relates to pure electric vehicle left and right wheel edge double motor coaxial driving system. BACKGROUND

[0002] With the development and popularization of automobile electrification technology, electrification technology is gradually expanding to other fields, such as ship electrification, engineering machinery electrification, pure electric two-wheeled and three-wheeled motorcycles, etc. Previously, electric drive was mostly used in electric bicycles, light motorcycles and other small displacement vehicles in the motorcycle industry. In recent years, electric drive technology has also been gradually applied to large motorcycles.

[0003] In the field of electric drive, the commonly used structure forms include hub motors and centrally mounted motors. Although the hub motor has a simple structure, the hub motor is heavy and has low efficiency, which not only affects the handling performance of the vehicle, but also increases the material cost, and the waterproof sealing performance is poor. The transmission path of the centrally mounted motor is long, and it occupies limited battery space, reducing the vehicle's range. SUMMARY

[0004] In view of the shortcomings of the prior art, the present application provides a pure electric vehicle left and right wheel edge double motor coaxial driving system, which occupies less space and can accommodate larger batteries to increase the range. The integrated and coaxial structure design is more coordinated and aesthetically pleasing, light in weight, compact in appearance and high in efficiency.

[0005] To achieve the above purpose, the present application provides the following technical scheme: a pure electric vehicle left and right wheel edge double motor coaxial driving system, comprising a first motor and a second motor located on both sides of the hub, the first motor comprising a motor housing and a reducer housing, the motor housing being provided with a motor shaft, the reducer housing being provided with a reduction mechanism, the motor shaft being connected to the reduction mechanism, the reduction mechanism being connected to the hub shaft, the second motor structure being the same as the first motor, and the reduction mechanism in the second motor being provided with a clutch mechanism between the hub shaft.

[0006] Further, the reduction mechanism comprises a central gear on the motor shaft, a plurality of planetary gears and a fixed gear ring on the inner wall of the reducer housing, the plurality of planetary gears being provided with a support, and the planetary gears being rotatably connected to the support, the support on the first motor being connected to the hub shaft, the support on the second motor being provided with an output shaft, and the output shaft being connected to the hub shaft through the clutch mechanism.

[0007] Further, the clutch mechanism comprises a clutch fixing sleeve and a one-way bearing, the inner ring of the one-way bearing is connected with the hub shaft, the outer ring of the one-way bearing is connected with the clutch fixing sleeve, and the clutch fixing sleeve is connected with the output shaft of the second motor.

[0008] Further, the clutch fixing sleeve is connected with the one-way bearing and the output shaft through the spline key, and the spline sleeve is provided with a locking screw.

[0009] Further, the clutch mechanism comprises a one-way bearing and a clutch driving rod, the clutch driving rod is rotatably connected with a clutch driving sleeve, the inner ring of the one-way bearing is connected with the hub shaft, the outer ring of the one-way bearing is connected with the clutch driving sleeve through the spline, the clutch driving sleeve is slidably connected with the output shaft of the second motor, and the clutch driving rod is connected with a driving mechanism.

[0010] Further, the output shaft is provided with a spline sleeve, the spline sleeve is connected with the output shaft through the spline key, the clutch driving sleeve is slidably connected with the spline sleeve through the spline, and the spline sleeve is provided with a locking screw.

[0011] Further, the clutch mechanism comprises a clutch driving rod, the clutch driving rod is rotatably connected with a clutch driving sleeve, the clutch driving sleeve is slidably connected with the hub shaft and the output shaft of the second motor, and the clutch driving rod is connected with a driving mechanism.

[0012] Compared with the prior art, the present application has the beneficial effects that: the present application divides the conventional design of the middle motor or the hub motor into two smaller wheel edge motors, and the left and right double motor arrangement makes the vehicle weight distribution more reasonable and the control performance better, reduces the vehicle space occupied by the middle motor, can place a larger battery, increases the cruising range, reduces the performance deterioration caused by the increase of the rotational inertia of the hub motor, and the left and right independent driving and control can better make the vehicle more in the energy-saving operation state, the integrated and coaxial structure design makes the vehicle appearance more coordinated and beautiful, light in weight, compact in shape, the coaxial driving mode of the planetary reducer is adopted, and the efficiency is higher. BRIEF DESCRIPTION OF DRAWINGS

[0013] Fig. 1 is a structure schematic view of the left and right wheel edge double motor coaxial driving system of the pure electric vehicle in the embodiment of the present application;

[0014] Fig. 2 is a structure schematic view of the left and right wheel edge double motor coaxial driving system of the pure electric vehicle in the second embodiment of the present application;

[0015] Fig. 3 is a structure schematic view of the first motor in the left and right wheel edge double motor coaxial driving system of the pure electric vehicle.

[0016] Reference numerals: 1. First motor; 2. Second motor; 3. Motor housing; 4. Reducer housing; 5. Motor shaft; 6. Reducer mechanism; 7. Hub shaft; 8. Hub; 9. Clutch mechanism; 10. Central gear; 11. Planetary gear; 12. Fixed gear ring; 13. Output shaft; 14. Clutch retaining sleeve; 15. One-way bearing; 16. Clutch drive rod; 17. Clutch drive sleeve; 18. Spline sleeve; 19. Bracket. Detailed Implementation

[0017] In the description of this invention, it should be noted that the directional terms such as "center", "horizontal (X)", "longitudinal (Y)", "vertical (Z)", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", and "counterclockwise" indicate the orientation and positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. They should not be construed as limiting the specific protection scope of this invention.

[0018] 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 technical features. Thus, the use of "first" and "second" to define a feature may explicitly or implicitly include one or more of that feature. In the description of this invention, "several" or "a number" means two or more, unless otherwise explicitly specified.

[0019] The present invention will be further described with reference to Figures 1 to 3. Example

[0020] The dual-motor coaxial drive system for the left and right wheels of a pure electric vehicle includes a first motor 1 and a second motor 2 located on both sides of a wheel hub 8. The first motor 1 includes a motor housing 3 and a reducer housing 4. A motor shaft 5 is disposed inside the motor housing 3, and a reduction mechanism 6 is disposed inside the reducer housing 4. The motor shaft 5 is connected to the reduction mechanism 6, and the reduction mechanism 6 is connected to the wheel hub shaft 7. The second motor 2 has the same structure as the first motor 1, and a clutch mechanism 9 is disposed between the reduction mechanism 6 in the second motor 2 and the wheel hub shaft 7.

[0021] As shown in Figure 1, in a preferred embodiment, the reduction mechanism 6 includes a central gear 10, a plurality of planetary gears 11, and a fixed gear ring 12 located on the inner wall of the reducer housing 4, with a bracket 19 provided between the plurality of planetary gears 11 and the planetary gears 11 being rotatably connected to the bracket 19. The bracket 19 on the first motor 1 is connected to the hub shaft 7, and the bracket 19 on the second motor 2 is provided with an output shaft 13, which is connected to the hub shaft 7 through a clutch mechanism 9.

[0022] Specifically, the rotation of the motor shaft 5 drives the planetary gear 11 to rotate around the center of the motor shaft 5, and outputs power through the connected bracket 19. That is, the bracket 19 of the first motor 1 is directly connected to the hub shaft 7, which directly drives the hub 8 to rotate.

[0023] Specifically, both the first motor 1 and the second motor 2 are connected to the vehicle frame.

[0024] As shown in Figure 1, in a preferred embodiment, the clutch mechanism 9 includes a clutch retaining sleeve 14 and a one-way bearing 15. The inner ring of the one-way bearing 15 is connected to the hub shaft 7, and the outer ring of the one-way bearing 15 is connected to the clutch retaining sleeve 14. The clutch retaining sleeve 14 is connected to the output shaft 13 on the second motor 2.

[0025] As shown in Figure 1, in the preferred embodiment, the clutch retaining sleeve 14 is connected to the one-way bearing 15 and the output shaft 13 by a flat key, and the spline sleeve 18 is provided with a set screw.

[0026] As shown in Figure 1, the first motor 1 directly drives the hub 8 to rotate. Due to the setting of the one-way bearing 15, when the first motor 1 is running, it will not transmit power to the output shaft 13 of the reduction mechanism 6 of the second motor 2, thus preventing power loss and damage to the two motors. When the second motor 2 is required to participate in power output, the second motor 2 can transmit power to the hub shaft 7 through the one-way bearing 15, thereby realizing the power output of the two motors.

[0027] This invention utilizes a conventional design that divides a mid-mounted motor or hub motor into two smaller wheel-side motors. The dual-motor arrangement on the left and right sides results in a more reasonable weight distribution and better handling performance. It reduces the space occupied by the mid-mounted motor, allowing for a larger battery to be installed, increasing the driving range. It also reduces the performance degradation caused by the increased rotational inertia of the hub motor. Independent drive and control on both sides allows the vehicle to operate in a more energy-saving state. The integrated and coaxial structure design makes the vehicle's appearance more harmonious and aesthetically pleasing, lightweight, and compact. The use of a planetary reducer coaxial drive method results in higher efficiency.

[0028] Specifically, the positions of the first motor 1 and the second motor 2 can also be interchanged.

[0029] Specifically, under certain requirements, the one-way bearing 15 can be removed, so that the outputs of the first motor 1 and the second motor 2 can be directly connected to the hub shaft 7, that is, driven by the two motors simultaneously. Example

[0030] The dual-motor coaxial drive system for the left and right wheels of a pure electric vehicle includes a first motor 1 and a second motor 2 located on both sides of a wheel hub 8. The first motor 1 includes a motor housing 3 and a reducer housing 4. A motor shaft 5 is disposed inside the motor housing 3, and a reduction mechanism 6 is disposed inside the reducer housing 4. The motor shaft 5 is connected to the reduction mechanism 6, and the reduction mechanism 6 is connected to the wheel hub shaft 7. The second motor 2 has the same structure as the first motor 1, and a clutch mechanism 9 is disposed between the reduction mechanism 6 in the second motor 2 and the wheel hub shaft 7.

[0031] As shown in Figure 2, in a preferred embodiment, the clutch mechanism 9 includes a one-way bearing 15 and a clutch drive rod 16. A clutch drive sleeve 17 is rotatably connected to the clutch drive rod 16. The inner ring of the one-way bearing 15 is connected to the hub shaft 7, and the outer ring of the one-way bearing 15 is connected to the clutch drive sleeve 17 via a spline. The clutch drive sleeve 17 is slidably connected to the output shaft 13 on the second motor 2. A drive mechanism is connected to the clutch drive rod 16.

[0032] Specifically, the driving mechanism can be an electric telescopic rod or a hydraulic telescopic cylinder, etc.

[0033] As shown in Figure 2, in a preferred embodiment, a spline sleeve 18 is provided on the output shaft 13, the spline sleeve 18 is connected to the output shaft 13 via a flat key, the clutch drive sleeve 17 is slidably connected to the spline sleeve 18 via a spline, and a set screw is provided on the spline sleeve 18.

[0034] As shown in Figure 2, the first motor 1 directly drives the hub 8 to rotate. When the second motor 2 is not needed to drive, the clutch drive lever 16 moves to the right to drive the clutch drive sleeve 17 to separate the connection between the one-way bearing 15 and the output shaft 13 of the second motor 2. At this time, the hub shaft 7 is driven only by the first motor 1, and the one-way bearing 15 rotates freely on the hub shaft 7. When the second motor 2 needs to participate in driving, the clutch drive lever 16 moves to the left to drive the clutch drive sleeve 17 to connect the one-way bearing 15 and the output shaft 13 of the second motor 2. Then the second motor 2 is started, and the power can be transmitted to the hub shaft 7 through the one-way bearing 15. When the second motor 2 stops briefly, the power of the first motor 1 can be prevented from being transmitted to the second motor 2 through the one-way bearing 15.

[0035] The clutch drive lever 16 and clutch drive sleeve 17 can completely disconnect the second motor 2 from the hub shaft 7 when the second motor 2 is not engaged in driving for a long time, reducing the wear of the one-way bearing 15 caused by the second motor 2 not outputting power for a long time. At the same time, it completely eliminates the slight rotation of the output shaft 13 of the second motor 2 caused by frictional inertia or bearing friction between the inner and outer rings of the one-way bearing 15, avoiding any energy loss and improving the efficiency of the first motor 1. In addition, it can directly disconnect the auxiliary motor in case of a fault, avoiding affecting the operation of the first motor 1 and improving the reliability of the system. The combination of the two retains the one-way isolation advantage of the one-way bearing 15, and realizes the complete disengagement or engagement of the auxiliary motor through the opening and closing of the clutch, providing a more comprehensive power management capability, thereby optimizing efficiency, flexibility and safety.

[0036] Specifically, it can also be applied to the first motor 1 that can reverse, so as to realize reverse drive when the clutch drive sleeve 17 disconnects the one-way bearing 15 from the output shaft 13 of the second motor 2.

[0037] Other technical features are the same as in Embodiment 1. Example

[0038] The dual-motor coaxial drive system for the left and right wheels of a pure electric vehicle includes a first motor 1 and a second motor 2 located on both sides of a wheel hub 8. The first motor 1 includes a motor housing 3 and a reducer housing 4. A motor shaft 5 is disposed inside the motor housing 3, and a reduction mechanism 6 is disposed inside the reducer housing 4. The motor shaft 5 is connected to the reduction mechanism 6, and the reduction mechanism 6 is connected to the wheel hub shaft 7. The second motor 2 has the same structure as the first motor 1, and a clutch mechanism 9 is disposed between the reduction mechanism 6 in the second motor 2 and the wheel hub shaft 7.

[0039] In a preferred embodiment, the clutch mechanism 9 includes a clutch drive rod 16, a clutch drive sleeve 17 is rotatably connected to the clutch drive rod 16, the clutch drive sleeve 17 is slidably connected to the hub shaft 7 and the output shaft 13 on the second motor 2, and a drive mechanism is connected to the clutch drive rod 16.

[0040] Other technical features are the same as in Embodiment 2.

[0041] The above description is merely a preferred embodiment of the present invention. The scope of protection of the present invention is not limited to the above embodiments. All technical solutions falling within the scope of the present invention's concept are within the scope of protection of the present invention. It should be noted that for those skilled in the art, any improvements and modifications made without departing from the principle of the present invention should also be considered within the scope of protection of the present invention.

Claims

1. A dual-motor coaxial drive system for the left and right wheels of a pure electric vehicle, characterized in that: The device includes a first motor and a second motor located on both sides of the wheel hub. The first motor includes a motor housing and a reducer housing. A motor shaft is disposed inside the motor housing, and a reduction mechanism is disposed inside the reducer housing. The motor shaft is connected to the reduction mechanism, and the reduction mechanism is connected to the wheel hub shaft. The second motor has the same structure as the first motor, and a clutch mechanism is disposed between the reduction mechanism in the second motor and the wheel hub shaft.

2. The dual-motor coaxial drive system for the left and right wheels of a pure electric vehicle according to claim 1, characterized in that: The reduction mechanism includes a central gear on the motor shaft, several planetary gears, and a fixed gear ring on the inner wall of the reducer housing. A bracket is provided between the several planetary gears, and the planetary gears are rotatably connected to the bracket. The bracket on the first motor is connected to the hub shaft, and the bracket on the second motor is provided with an output shaft. The output shaft is connected to the hub shaft through a clutch mechanism.

3. The dual-motor coaxial drive system for the left and right wheels of a pure electric vehicle according to claim 2, characterized in that: The clutch mechanism includes a clutch retaining sleeve and a one-way bearing. The inner ring of the one-way bearing is connected to the hub shaft, and the outer ring of the one-way bearing is connected to the clutch retaining sleeve. The clutch retaining sleeve is connected to the output shaft of the second motor.

4. The dual-motor coaxial drive system for the left and right wheels of a pure electric vehicle according to claim 3, characterized in that: The clutch retaining sleeves are all connected to the one-way bearing and the output shaft by a flat key, and the spline sleeves are provided with set screws.

5. The dual-motor coaxial drive system for the left and right wheels of a pure electric vehicle according to claim 2, characterized in that: The clutch mechanism includes a one-way bearing and a clutch drive rod. A clutch drive sleeve is rotatably connected to the clutch drive rod. The inner ring of the one-way bearing is connected to the hub shaft, and the outer ring of the one-way bearing is connected to the clutch drive sleeve via a spline. The clutch drive sleeve is slidably connected to the output shaft of the second motor. A drive mechanism is connected to the clutch drive rod.

6. The dual-motor coaxial drive system for the left and right wheels of a pure electric vehicle according to claim 5, characterized in that: A spline sleeve is provided on the output shaft, and the spline sleeve is connected to the output shaft by a flat key. The clutch drive sleeve is slidably connected to the spline sleeve by a spline, and a set screw is provided on the spline sleeve.

7. The dual-motor coaxial drive system for the left and right wheels of a pure electric vehicle according to claim 2, characterized in that: The clutch mechanism includes a clutch drive rod, on which a clutch drive sleeve is rotatably connected. The clutch drive sleeve is slidably connected to the hub shaft and the output shaft of the second motor, respectively. A drive mechanism is connected to the clutch drive rod.

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