CN110203059A - A kind of electric car bi-motor distribution drive system - Google Patents

Abstract

The invention relates to a dual-motor distributed drive system for an electric vehicle, which includes a reducer, a left wheel driven by the left half shaft, and a right wheel driven by the right half shaft. fixed motor M1 and motor M2, and the reducer housing is provided with a left transmission assembly for realizing the transmission of the left half shaft and the motor M2 and a right transmission assembly for realizing the transmission of the right half shaft and the motor M1. Compared with the prior art, the present invention has the advantages of centralized and integrated vehicle body arrangement, high transmission efficiency, stable and smooth operation, strong versatility and the like.

Description

A dual-motor distributed drive system for electric vehicles

technical field

The invention relates to the field of drive and transmission of electric vehicles, in particular to a dual-motor distributed drive system for electric vehicles.

Background technique

Due to its unique advantages in energy saving, environmental protection and performance, electric vehicles are considered to be one of the most promising and effective ways to solve energy and environmental problems, and are an important trend in the future development of automobiles. Electric vehicles can be divided into pure electric vehicles, hybrid electric vehicles and extended-range electric vehicles according to the different combinations of power sources. Pure electric vehicles can be divided into centralized drive and distributed drive according to the different motor drive methods. Compared with centralized drive electric vehicles, distributed drive electric vehicles have outstanding advantages such as short drive chain, high transmission efficiency, and compact structure. In addition, because the wheel drive torque is independently controllable, the vehicle dynamics control performance is better, and Significantly improve vehicle active safety performance. The configuration of distributed drive system can be roughly divided into two categories: centralized opposed drive and hub/wheel edge drive. Due to factors such as high manufacturing cost, high technical difficulty, and large unsprung mass, hub motors are still difficult to apply to medium and high-speed electric vehicles. The wheel drive system generally uses a high-speed motor equipped with a reducer, and finally transmits the power to the wheels, but also increases the unsprung mass. Compared with the hub/wheel-side drive, the structural characteristics of the centralized opposed drive system are similar to the centralized motor drive configuration. Two drive motors and reducers are arranged opposite to each other on the frame, and the left and right wheels are independently driven by the controller. Its advantages are that it does not increase the unsprung mass, the manufacturing technology is mature, and the application and installation are convenient.

Chinese patent 200810097693.5 "Dual-motor Anti-slip Differential Drive Axle for Electric Vehicles" proposes a driving system scheme with opposed dual-motor input combined with an integrated reducer, and solves the problem of vehicle slippage by setting an anti-slip differential device inside the reducer. But in fact, due to the rapid development of electronic control technology in recent years, the anti-slip and differential functions of the driving wheels can be realized through independent control of the dual motors, without having to set an anti-slip differential device.

Contents of the invention

The object of the present invention is to provide a dual-motor distributed drive system for an electric vehicle in order to overcome the above-mentioned defects in the prior art.

The purpose of the present invention can be achieved through the following technical solutions:

A dual-motor distributed drive system for an electric vehicle, including a reducer, a left wheel driven by the left half shaft, and a right wheel driven by the right half shaft. For the motor M1 and the motor M2, the reducer housing is provided with a left transmission assembly for realizing the transmission of the left half shaft and the motor M2 and a right transmission assembly for realizing the transmission of the right half shaft and the motor M1.

The left transmission assembly includes the first-stage reduction driving gear of the motor M2, the first-stage reduction driven gear of the motor M2 and the second-stage reduction planetary gear set of the motor M2 connected in sequence, and the first-stage reduction driving gear of the motor M2 and the motor M2 The output shaft of the motor M2 is fixedly connected, and the second-stage reduction planetary gear set of the motor M2 is connected to the left half shaft through a universal joint at the upper end of the left half shaft.

The other end of the left half shaft is connected with the left wheel through the universal joint at the lower end of the left half shaft.

The right transmission assembly includes the first-stage reduction driving gear of the motor M1, the first-stage reduction driven gear of the motor M1, and the second-stage reduction planetary gear set of the motor M1, which are sequentially connected. The first-stage reduction driving gear of the motor M1 and the motor M1 The output shaft of the motor M1 is fixedly connected, and the second-stage reduction planetary gear set of the motor M1 is connected to the right half shaft through a universal joint at the upper end of the right half shaft.

The other end of the right half shaft is connected with the right wheel through the universal joint at the lower end of the right half shaft.

The speed reducer, the motor M1 and the motor M2 are all arranged on the vehicle body.

The system is jointly driven by dual motors, specifically:

The power of motor M1 is output to the right half-shaft through the first-stage deceleration driving gear of motor M1, the first-stage deceleration driven gear of motor M1, and the two-stage deceleration of the planetary gear set of motor M1 second-stage deceleration, and then transmitted to the right half shaft through the universal joint at the lower end of the right half shaft. right wheel;

The power of the motor M2 is output to the left half shaft through the motor M2 primary reduction driving gear, the motor M2 primary reduction driven gear, and the motor M2 secondary reduction planetary gear set. revolver.

Compared with the prior art, the present invention has the following advantages:

1. The configuration scheme of the present invention adopts the centralized opposed distributed drive system with dual motors and reducers arranged on the vehicle body, which can be arranged on the vehicle body according to the user's needs without increasing the unsprung mass, so that the vehicle has better performance. smoothness.

2. The present invention integrates the dual motors and the reducer into an integrated design, which improves the compactness of the whole system, saves vertical arrangement space, has a simple structure and low manufacturing cost.

3. In the speed reducer of the present invention, the design of the planetary gear set is adopted for the two-stage reduction, which improves the transmission efficiency of the transmission system, makes the operation more stable and smooth, and has low noise in application.

4. The integrated dual-motor distributed drive system assembly of the present invention can match and design motors and reducers according to different requirements, so as to meet the requirements of different vehicle models, and has strong versatility.

5. The electric vehicle equipped with the dual-motor distributed drive system can make the vehicle have better energy consumption and dynamic control performance through the torque distribution control of the motor. When the vehicle turns at a large corner while driving at high speed or on a low-adhesion road surface, the vehicle tends to become unstable due to the lateral force of the tire reaching the adhesion limit. If a distributed drive system is used, the drive motors of the left and right wheels can be controlled and adjusted. The driving and braking force of the left and right wheels generates an additional yaw moment, which improves the yaw motion of the vehicle and improves the handling stability of the vehicle.

Description of drawings

Figure 1 is a schematic diagram of the structure of a dual-motor distributed drive system for an electric vehicle.

Instructions for marks in the figure:

1. Motor M1, 2. Motor M1 primary reduction driving gear, 3. Reducer housing, 4. Motor M2 primary reduction driving gear, 5. Motor M2, 6. Left half shaft, 7. Left wheel, 8. Motor M2 two-stage deceleration planetary gear set, 9, motor M2 one-stage deceleration driven gear, 10, motor M1 one-stage deceleration driven gear, 11, motor M1 two-stage deceleration planetary gear set, 12, right wheel, 13, right half Shaft, A, left half shaft upper end universal joint, B, left half shaft lower end universal joint, C, right half shaft lower end universal joint, D, right half shaft upper end universal joint.

Detailed ways

The present invention will be described in detail below in conjunction with the accompanying drawings and specific embodiments.

Example

As shown in Figure 1, the present invention provides a dual-motor distributed drive system for an electric vehicle. The dual-motor distributed drive system for an electric vehicle is mainly composed of a motor M1, a primary deceleration driving gear of the motor M1, a reducer housing, and a motor M2. Stage reduction driving gear, motor M2, left half shaft, left wheel, motor M2 stage reduction planetary gear set, motor M2 stage reduction driven gear, motor M1 stage reduction driven gear, motor M1 stage stage reduction planetary gear set, Right half shaft, right wheel, left half shaft upper end universal joint A, left half shaft lower end universal joint B, right half shaft lower end universal joint C, right half shaft upper end universal joint D and other components.

The motor M1 and the motor M2 are fixed to the reducer housing 3 through bolts, the first-stage reduction driving gear 2 of the motor M1 is fixedly connected to the output shaft of the motor M1, the first-stage reduction driven gear 3 of the motor M1 is connected to the first-stage reduction driving gear of the motor M1 2 meshing transmission, the motor M1 secondary reduction planetary gear set 11 and the motor M1 primary reduction driven gear 10 are arranged on the same shaft, the right half shaft 13 and the output shaft of the motor M1 secondary reduction planetary gear set 11 pass through the right half shaft The upper end universal joint D is connected, and the right wheel 12 is connected with the right half shaft 13 through the lower end universal joint C of the right half shaft;

Motor M2 primary reduction driving gear 4 is fixedly connected to the output shaft of motor M1, motor M2 primary reduction driven gear 9 meshes with motor M2 primary reduction driving gear 4 for meshing transmission, motor M1 secondary reduction planetary gear set 8 and motor M1 The first-stage reduction driven gear 9 is arranged on the same shaft, the output shaft of the left half shaft 6 and the second-stage reduction planetary gear set 8 of the motor M2 is connected through the universal joint A at the upper end of the left half shaft, and the left wheel 7 and the left half shaft 6 pass through the left half shaft. The universal joint B at the lower end of the half shaft is connected.

The working principle of the electric vehicle dual-motor distributed drive system is as follows:

The electric vehicle dual-motor distributed drive system adopts a dual-motor common drive scheme. The power of the motor M1 passes through the motor M1 primary reduction driving gear 2, the motor M1 primary reduction driven gear 10, and the motor M1 secondary reduction planetary gear set 11. The stage deceleration is output to the right half shaft 13, and then passed to the right wheel 12 through the universal joint C at the lower end of the right half shaft;

The power of the motor M2 is output to the left half shaft 6 through the two-stage reduction of the motor M2 first-stage reduction driving gear 4, the first-stage reduction driven gear 9 of the motor M2, and the second-stage reduction planetary gear set 8 of the motor M2, and then through the lower end of the left half shaft. Pass to left wheel 7 to joint B.

Claims (7)

1. A dual-motor distributed drive system for an electric vehicle, comprising a speed reducer, a left wheel (7) with a left half shaft (6) transmission and a right wheel (12) with a right half shaft (13) transmission, characterized in that, The system also includes a motor M1 (1) and a motor M2 (5) integrally fixed to both sides of the reducer housing (3) via bolts. The reducer housing (3) is equipped with a The shaft (6) and the left transmission assembly of the motor M2 (5) and the right transmission assembly for realizing the transmission of the right half shaft (13) and the motor M1 (1). 2. A dual-motor distributed drive system for an electric vehicle according to claim 1, characterized in that, the left transmission assembly includes a first-stage deceleration driving gear (4) of the motor M2 and a first-stage reduction drive gear (4) of the motor M2, which are connected in sequence. The reduction driven gear (9) and the motor M2 two-stage reduction planetary gear set (8), the motor M2 primary reduction driving gear (4) is fixedly connected to the output shaft of the motor M2 (5), and the motor M2 The two-stage deceleration planetary gear set (8) is connected with one end of the left half shaft (6) through a universal joint (A) at the upper end of the left half shaft. 3. A kind of electric vehicle dual-motor distributed drive system according to claim 2, characterized in that, the other end of the left half shaft (6) is connected to the left wheel (7) through the universal joint (B) at the lower end of the left half shaft ) transmission connection. 4. A dual-motor distributed drive system for an electric vehicle according to claim 1, characterized in that, the right transmission assembly includes a first-stage deceleration driving gear (2) of the motor M1 and a first-stage reduction drive gear (2) of the motor M1, which are connected in sequence. The reduction driven gear (10) and the motor M1 secondary reduction planetary gear set (11), the motor M1 primary reduction driving gear (2) is fixedly connected to the output shaft of the motor M1 (1), and the motor M1 The two-stage deceleration planetary gear set (11) is connected with one end of the right half shaft (13) through a universal joint (D) at the upper end of the right half shaft. 5. A kind of electric vehicle dual-motor distributed drive system according to claim 4, is characterized in that, the other end of described right axle shaft (13) connects right wheel ( 12) Transmission connection. 6 . A distributed drive system with dual motors for an electric vehicle according to claim 1 , wherein the reducer, the motor M1 ( 1 ) and the motor M2 ( 5 ) are all arranged on the vehicle body. 7. A dual-motor distributed drive system for electric vehicles according to claim 1, characterized in that the system is jointly driven by dual motors, specifically: The power of the motor M1 (1) is output to the right half shaft through the two-stage deceleration of the motor M1 first-stage deceleration driving gear (2), the motor M1 first-stage deceleration driven gear (10), and the motor M1 two-stage deceleration planetary gear set (11) (13), then pass to the right wheel (12) by the universal joint (C) at the lower end of the right half shaft; The power of the motor M2 (5) is output to the left half shaft through the two-stage deceleration of the motor M2 first-stage deceleration driving gear (4), the motor M2 first-stage deceleration driven gear (9), and the motor M2 two-stage deceleration planetary gear set (8). (6), then pass to the left wheel (7) by the universal joint (B) at the lower end of the left half shaft.