CN2478837Y - Dual motor differential transmission - Google Patents

Abstract

A dual-motor differential speed variator is composed of a casing, the main and auxiliary motors in the casing, a gear set with a sun gear driven by said auxiliary motor, several planetary gears engaged with said sun gear and driven by said main motor, and an external gear engaged with said planetary gears and fixed to an output frame. The utility model discloses not only increase the convenience of the rider, more can ensure that the rotational speed and the torsion of motor output are at optimum state, fully practice thrift the duration of electric energy, increase electric motor car.

Description

Dual motor differential transmission

The utility model relates to a differential speed change device, in particular to a dual-motor differential speed change device for an electric vehicle.

Electric motors are the core of electric vehicles such as electric bicycles or electric motorcycles. The torque that the motor can provide dominates the acceleration and climbing ability of electric vehicles. For uphill terrain, it is generally expected that the motor can provide high torque at low speed.

In an ideal situation, although it can be assumed that the input energy of the motor should be equal to the speed of the motor multiplied by the torque; , and then reduce the torque to increase the speed, but unfortunately, the actual operation of the motor does not follow the above-mentioned linear inverse relationship, but has a special operating range with the best conversion efficiency. If the selected motor has the best range of energy conversion efficiency Especially at a place with a high speed, even if a large amount of electric energy is input and the motor speed is forced to be lowered, the motor will heat up needlessly due to the serious loss of energy synchronization. Not only cannot the torque be greatly increased as required, but the life of the motor will be reduced. To meet the above-mentioned requirements, choose a motor with the best energy conversion efficiency at low speed and provide high torque at the same time, and the electric vehicle will fall into the dilemma that it is only suitable for low-speed driving and it is not easy to increase the driving speed; even if the power input is forced to increase, it will Because it is far away from the operating range with the best conversion efficiency, the energy conversion efficiency of the motor is greatly reduced. Even if the vehicle speed is barely increased, the battery life of the electric vehicle will be reduced due to excessive waste of electric energy.

This dilemma has undoubtedly become a nightmare for electric vehicle manufacturers. Therefore, increasing the power of the motor, increasing the capacity of the battery, etc. will increase the weight and cost of the vehicle, and the performance is still poor. The electric locomotives produced are far inferior to any locomotives using gasoline engines in terms of climbing performance and endurance. , the rider will naturally be forced to increase the switch, causing the torque of the motor to rise rapidly, and the speed of the motor rises synchronously with the torque, causing the electric vehicle to burst. At present, most riders of electric bicycles, motorcycles and even electric scooters It is old and weak women and children, and this design seriously affects the safety of riders.

In order to solve the above problems, some operators have installed a transmission device on the electric vehicle. By selecting different motors and gear ratios, the output device can adjust the torque output in response to various road conditions, as shown in Figure 1 and Figure 2 The speed change device 10 of the general electric bicycle 1 includes a carrier plate 12 installed on the vehicle frame 11, two motors 13 respectively arranged on the carrier plate 12, and a floating motor 13 arranged on the carrier plate 12 and linked by the motors 13. Planetary gear set 14, one end of which extends out of the transmission shaft 15 outside the bearing plate 12, and a toothed plate 112 mounted on the rear wheel 111 and driven by the transmission shaft 15, the planetary gear set 14 can be linked to two different diameters. In addition, the shift shaft 15 is fixed with two transmission gears 17, 17' that can mesh with the corresponding shift gears 16, 16' respectively. At the same time, the shift shaft 15 The end is provided with a bevel gear 18 meshing with the toothed disc 112 .

When starting, climbing and other road conditions that require high torque, the user controls the shift shaft 15 to move down by operating a controller (not shown in the figure), and a transmission gear 17' on the shift shaft 15 and The speed change gear 16' meshes so that the speed change shaft 15 drives the electric bicycle 1 in a low-speed, high-torque mode; Mesh with the speed change gear 16, so that the speed change shaft 15 rotates at high speed, the speed of the electric bicycle 1 is increased, and the torque is therefore reduced; in addition, when the transmission gears 17, 17' of the speed change shaft 15 are not meshed with the speed change gears 16, 16' The gear is in neutral, and the user shifts gears in good time according to the driving road conditions, so that the electric bicycle 1 can obtain the most appropriate speed and torque while consuming less power.

The speed change device of the electric bicycle 1 is designed to regulate the rotational speed and torque output by the electric bicycle 1 through two-speed transmission, and to save power consumption. In practice, it still has the following deficiencies, which are detailed below:

1. The range of output torque and rotational speed of the motor is limited: in the general transmission device 10, the gears 17, 17' that control the transmission shaft 15 are meshed with the transmission gears 16, 16' to determine the transmission shaft. The output speed and torque of the lever 15, that is to say, the transmission shaft 15 cannot automatically change the output torque and rotational speed according to the environmental requirements.

2. The gears are easy to wear: when the general speed changer shifts gears, it is caused by the meshing of the transmission gears 17, 17' on the transmission shaft rod 15 with the transmission gears 16, 16', but because the transmission gears 17, 17' and There is no clutch between the transmission gears 16 and 16', and when switching from a slow gear to a high speed gear, it will first go through a temporary state of neutral gear, which can be judged reasonably. 13 After the speed increases, the gear is automatically (or manually) switched, and the motor 13 changes from a high-load state with a low gear ratio to a no-load state. The 16th gear of the transmission gear with a higher gear ratio, similarly, also needs to go through a period of neutral gear without load state when decelerating and shifting gears, so when the transmission gear is shifted, the transmission gears 17, 17' will be accelerated in neutral gear, and then forcibly The shifting gears 16 and 16' must be pushed hard every time to engage with each other, which not only causes vibration and noise when shifting gears, but also damages the shifting gears 16 and 16' early in years of use.

3. Large power consumption: the motor 13 consumes the most power in the electric bicycle 1, and the design of this speed change device, because the two motors 13 must continue to run, just choose which motor to drive according to the situation The gear shift shaft 15 rotates, so the double power consumption of the two motors 13 cannot be reduced.

The purpose of this utility model is to provide a dual-motor differential speed change device, which can control the output torque change by changing the differential speed of the two motors, thereby reducing gear wear and saving energy, and can achieve stepless speed change and increase the operating time. It is selective and makes the speed change process smooth; it can also automatically feedback and control the motor torque and speed according to the vehicle speed, so that the motor output torque and speed can be kept at the optimum state, effectively saving energy, increasing battery life, and increasing the convenience of user control.

According to the above-mentioned purpose, the utility model provides a dual-motor differential transmission device, which includes a housing with accommodating space, a main motor and an auxiliary motor respectively arranged in the housing, and a main motor and an auxiliary motor arranged in the accommodating space. The gear set driven by the motor and the output shaft extending out of the housing at one end are characterized in that the gear set has a sun gear driven by the auxiliary motor, several planetary gears meshed with the sun gear and driven by the main motor , and an external gear meshed with the planetary gear, the external gear is fixed on an output frame, and the output frame is fixed on the output shaft located in the housing space.

The dual-motor differential transmission device is characterized in that:

The output shaft of the main motor is fixed with a transmission gear, and the aforementioned main motor drives the support of the planetary gear through the transmission gear. The support extends with shafts corresponding to the planetary gears, and each shaft is connected to the corresponding planetary gear. The gear is pivotally connected, and the output shaft of the secondary motor is directly connected to the sun gear.

The dual-motor differential transmission device of the present invention mainly lies in that the main motor and the auxiliary motor can simultaneously drive the gear set, and by means of the auxiliary motor rotating fast, slow and stopping, a differential speed is generated with the main motor, and then the output of the gear set is controlled. The speed and torque output by the shaft can achieve a smooth stepless speed change effect. At the same time, because there is no action of engaging or disengaging between the gears, the gears are not easy to wear, and because the auxiliary motor can be automatically adjusted by the speed of the electric vehicle. The speed not only increases the convenience of the rider, but also ensures that the speed and torque output by the motor are in the best state.

From the above description, and compare the utility model with the prior art, it can be learned that the utility model has the following advantages and effects:

1. The output torque and speed of the motor can be changed according to the demand: the dual-motor differential transmission device can be used to adjust the output speed and torque conversion through the differential speed control, and the output torque and speed of the output shaft can be adjusted according to the environmental demand through the control of the auxiliary motor. .

2. The adjustment process is smooth and the gears are not easy to wear: As mentioned above, since this adjustment does not go through mechanical engagement or disengagement, the process is extremely smooth, and the gears will not be seriously worn out, which effectively increases the service life of the motor and reduces maintenance costs. need.

3. Automatic feedback control, increasing the convenience of user regulation: The speed signal feedback is used to control the speed of the auxiliary motor, so as to control the output of the output shaft, which can make the electric vehicle using the motor of the utility model easy to control, and due to the low speed at low speed , reduce the chance of bursting, improve the safety of electric vehicles, and increase the endurance without increasing energy consumption when driving at high speed.

The dual-motor differential transmission device of the present utility model is described in detail below through the best embodiment and accompanying drawings. In the accompanying drawings:

Figure 1 is a schematic diagram of a general electric bicycle.

Fig. 2 is an enlarged schematic diagram of a transmission device of a general electric bicycle.

Fig. 3 is a schematic diagram of the use state of a better embodiment of the utility model.

Figure 4 is a schematic diagram of a better embodiment of the utility model.

Fig. 5 is a schematic view of the operating state of a better embodiment of the present invention.

Fig. 6 is a schematic diagram of another preferred embodiment of the utility model.

Fig. 7 is a schematic diagram of the operating state of another preferred embodiment of the present invention.

As shown in Fig. 3, Fig. 4 and Fig. 5, for the purpose of illustration in this embodiment, the dual-motor differential transmission device 3 of the present utility model is installed on an electric bicycle 5, and is used to drive the bicycle via chains 52, 53. The rotation of the rear wheel 54 of the electric bicycle 5, the dual-motor differential transmission device 3 includes a housing 31 with an accommodating space 311 and is installed on the vehicle frame 51, the main motor 33 and the Auxiliary motor 32, a gear set 34 arranged in the accommodation space 311 and linked by the main motor 33, and an output shaft 35 with one end extending out of the casing 31, the gear set 34 has a sun gear 341, and several A planetary gear 342 meshed with the sun gear 341, and an external gear 343 meshed with the planetary gears 342, the external gear 343 is connected and fixed on an output frame 344, and the output frame 344 is extended with an output shaft 35 , the output shaft 331 of the main motor 33 is fixedly provided with a transmission gear 332, which is used to drive the bracket 322 of the planetary gear 342, and the shaft rod 345 corresponding to the planetary gears 342 extends on the bracket 322, and makes each shaft The rod 345 is pivotally connected to the corresponding planetary gear 342 , and the output shaft 321 of the auxiliary motor 32 is directly connected to the sun gear 341 .

Similarly, when the auxiliary motor 32 does not move, the sun gear 341 is stagnant, the planetary gear 342 is actuated by the main motor 33 to revolve, and then transmitted to the external gear 343, so that the output shaft connected to the external gear 343 rotates in the same direction relative to the planetary gear 342 , when the auxiliary motor 32 and the main motor 33 rotate in opposite directions, the sun gear 341 and the planetary gear 342 rotate in the opposite direction, causing the planetary gear 342 to rotate by itself and reduce the revolution, and the external gear 343 and the output shaft 35 to reduce the speed and increase the torque. On the contrary Ground, in the other extreme state, when the auxiliary motor 32 and the main motor 33 rotate in the same direction, the sun gear 341 and the planetary gear 342 rotate in the opposite direction, and the external gear 342 is actuated by the rotation and revolution of the planetary gear 342, driving the output shaft 35 The speed increases and the torque decreases. Of course, in actual use, the simplification of the control mechanism can also be considered. The auxiliary motor 32 adopts segmental regulation from the reverse rotation with the main motor 33 to zero, and reduces the control of the auxiliary motor 32. Costly.

When the motor of this embodiment is applied to the electric bicycle 6, in order to simplify the operation of the rider, a sensor (not shown) for detecting the speed of the vehicle can be additionally set up on the vehicle frame 61, and the motor speed can be adjusted according to the level of the speed of the vehicle. Control the forward and reverse rotation of the auxiliary motor 32 to regulate the speed and torque of the overall output. In this way, when the vehicle speed is low and requires high torque such as starting and climbing, the sensor controls the auxiliary motor 32 and the torque. The main motor 33 rotates in the opposite direction, and causes a speed difference between the auxiliary motor 32 and the main motor 33, and reacts to the planetary gear 342 in the gear set 34, so that the speed of the output shaft 35 decreases and the torque increases. On the contrary, when When the speed of the electric bicycle 6 is gradually increased, the sensor controls the reverse rotation speed of the auxiliary motor 32 to decrease, and the planetary gears 342 accelerate their revolution. When the electric bicycle 6 accelerates to a certain speed, the auxiliary motor 32 is controlled according to the sensor signal. The motor 32 stops rotating, and the rotating speed of the output shaft 35 is higher, and the torque tends to decrease.

Of course, in practical applications, the speed of the auxiliary motor 32 relative to the main motor 33 can go beyond the simple three-stage adjustment from negative to zero, and adopt multi-stage or even stepless changes, thereby increasing the flexibility of motor output. In this way, when the electric bicycle 6 starts and the rider increases the switch to increase the rotation speed of the main motor 33, by the reverse rotation of the auxiliary motor 32, it is not necessary to use a larger main motor 33 and battery power supply to obtain The high torque required for starting the electric bicycle 6, but the output shaft rotation 35 speed is reduced to ensure that the electric bicycle 6 will not burst and drive the electric bicycle 6 to start smoothly. After that, the sensor changes the auxiliary motor 32 according to the speed of the vehicle. In order to make the output shaft 35 output speed and torque suitable for the situation at that time, and achieve the optimal use of electric energy conversion, reduce power consumption and increase the endurance of the electric vehicle. In addition, it can also save energy. Higher driving speed is provided under the electric state, and the shortcoming that the electric bicycle 6 that uses a small power motor is not fast is improved.

As shown in Figure 6 and Figure 7, the transmission mode of the aforementioned main motor can also be driven by a belt 333 except through the transmission gear. Both can be used to achieve this transmission. In addition, by means of an alternator installed on the front wheel of an electric vehicle, AC output signals of different frequencies can be provided in response to the speed of the vehicle, and then the signal is sorted and amplified to regulate the auxiliary motor. The positive and negative rotation speed can be adapted to the needs of the terrain or driving conditions, effectively adjusting the rotation speed and torque of the overall output of the motor, providing high torque at low speeds to avoid bursting, and reducing torque at high speeds to save energy consumption and increase battery life. There is no engaging or disengaging action of the gears, and it provides a smooth transition effect.

Claims (2)

1. A dual-motor differential transmission device, comprising a housing with an accommodation space, a main motor and an auxiliary motor respectively arranged in the housing, a gear set arranged in the accommodation space and driven by the main motor, and One end of the output shaft extends out of the casing, and the feature is that the gear set has a sun gear driven by the auxiliary motor, several planetary gears meshed with the sun gear and driven by the main motor, and the planetary gears An external gear meshed, the external gear is fixed on an output frame, and the output frame is fixed on the output shaft located in the accommodating space of the casing. 2. The dual-motor differential transmission device according to claim 1, characterized in that: The output shaft of the main motor is fixed with a transmission gear, and the aforementioned main motor drives the support of the planetary gear through the transmission gear. The support extends with shafts corresponding to the planetary gears, and each shaft is connected to the corresponding planetary gear. The gear is pivotally connected, and the output shaft of the secondary motor is directly connected to the sun gear.

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