CN206485191U - A kind of novel electric vehicle electric drive axle system - Google Patents

Abstract

The utility model discloses a novel electric drive axle system for an electric vehicle, which comprises a central double-rotor motor, a left drive mechanism, a left drive wheel, a first auxiliary drive mechanism, a right drive mechanism, a right drive wheel, and a second auxiliary drive mechanism. , the two output shafts of the double-rotor motor in the middle are respectively connected to the left transmission mechanism and the right transmission mechanism, and the left transmission mechanism is connected to the left drive wheel, the right transmission mechanism is connected to the right drive wheel, and the first auxiliary drive mechanism , The second auxiliary driving mechanism is respectively connected with the left transmission mechanism and the right transmission mechanism in a clutchable transmission manner. The new electric vehicle electric drive axle system can not only effectively form an efficient electric drive system for electric vehicles, but also realize joint drive, energy recovery, on-vehicle power generation, and electronic differential functions according to actual needs, so it can not only effectively replenish the vehicle drive Torque, but also maximize the use of motor kinetic energy, save energy, reduce the waste of motor kinetic energy, and save costs.

Description

A New Electric Vehicle Electric Drive Axle System

Technical field:

The utility model relates to a novel electric drive axle system of an electric vehicle, and relates to the technical field of new energy vehicles.

Background technique:

Pure electric vehicles are the future development direction of automobiles that can alleviate energy and environmental problems. More and more scientific research institutions, universities and enterprises have increased their investment in the research of pure electric vehicles. New pure electric vehicles mainly use electric drive, which is different from traditional Compared with mechanical transmission, electric transmission has many advantages, such as vehicle structure layout, infinitely variable speed, and improved vehicle power performance and economic performance. However, due to the limitation of motor and its control technology, pure electric vehicles cannot maximize their advantages. There will be problems such as energy recovery not reaching the expected effect and poor differential speed control effect.

Utility model content:

The technical problem to be solved by the utility model is to provide a new electric drive axle system for electric vehicles that can effectively realize the functions of vehicle drive, combined drive, energy recovery, on-vehicle power generation, and electronic differential speed.

In order to solve the above technical problems, the utility model is achieved through the following technical solutions:

A new electric drive axle system for electric vehicles, comprising a central double-rotor motor, a left transmission mechanism, a left drive wheel, a first auxiliary drive mechanism, a right transmission mechanism, a right drive wheel, and a second auxiliary drive mechanism. The two output shafts of the rotor motor are respectively connected to the left transmission mechanism and the right transmission mechanism, and the left transmission mechanism is connected to the left drive wheel, and the right transmission mechanism is connected to the right drive wheel. The first auxiliary drive mechanism, the second The auxiliary driving mechanism is respectively connected with the left transmission mechanism and the right transmission mechanism in a clutchable transmission manner.

Preferably, the dual-rotor motor is configured as a counter-rotating dual-rotor motor, including an inner rotor assembly and an outer rotor assembly placed inside the motor housing, an inner rotor power output shaft and an outer rotor power output shaft, and the inner rotor power The output shaft and the rotating shaft ends of the power output shaft of the outer rotor are respectively placed at the left and right ends of the motor housing, the power output shaft of the inner rotor is connected to the left rotating mechanism, and the power output shaft of the outer rotor is connected to the right Side transmission mechanism transmission connection.

Preferably, the left transmission mechanism includes a left gear transmission mechanism and a left linkage transmission mechanism. Transmission structure, left driving wheel transmission connection.

Preferably, the right transmission mechanism includes a right gear transmission mechanism and a right link transmission mechanism, the right gear transmission mechanism is connected to the power output shaft of the outer rotor, and the right link transmission mechanism is connected to the right gear respectively. Transmission structure, right driving wheel transmission connection.

Preferably, the left gear transmission mechanism includes a left constant velocity transmission gear driving wheel and a left constant velocity transmission gear driven wheel that mesh with each other, and the right gear transmission mechanism includes a right constant velocity transmission gear driving wheel and a left constant velocity transmission gear that mesh with each other. Right side constant velocity transmission gear driven wheel.

The left connecting rod transmission structure includes a first transmission shaft, and the first transmission shaft is connected to the left driving wheel and the left constant velocity transmission gear driven wheel through the left universal joint mechanism. The structure includes a second transmission shaft, and the second transmission shaft is in drive connection with the right drive wheel and the right constant velocity transmission gear driving wheel through the right universal joint mechanism.

The left universal joint mechanism includes a left constant velocity universal joint and a left transmission universal joint placed at both ends of the first transmission shaft, and the left constant velocity universal joint is connected to the driven wheel of the left constant velocity transmission gear , the left transmission universal joint is connected with the rotating shaft of the left driving wheel, and the right universal joint mechanism includes the right constant velocity universal joint and the right transmission universal joint placed at both ends of the second transmission shaft, the right The constant velocity universal joint is in transmission connection with the constant velocity transmission gear driving wheel on the right side, and the right transmission universal joint is in transmission connection with the rotating shaft of the right drive wheel.

Preferably, the first auxiliary drive mechanism includes a first auxiliary motor and a first clutch, and the first auxiliary motor is connected to the driven wheel of the left constant speed transmission gear through the first clutch.

Preferably, the second auxiliary driving mechanism includes a second auxiliary motor and a second clutch, and the second auxiliary motor is connected to the driven wheel of the right constant speed transmission gear through the second clutch.

Preferably, both the first auxiliary motor and the second auxiliary motor are set as ISG motors and both are externally connected to an energy storage device.

Compared with the prior art, the utility model is beneficial in that: the electric drive axle system of the new electric vehicle adopts the counter-rotating double-rotor motor and the auxiliary motor to drive the left and right drive wheels of the vehicle, and then not only can effectively form the high-efficiency The electric drive system can also realize joint drive, energy recovery, and on-vehicle power generation according to actual needs, so it can not only effectively replenish the drive torque of the vehicle, but also maximize the use of motor kinetic energy, save energy, reduce the waste of motor kinetic energy, and save energy. In addition, the electronic differential function can be effectively realized, and the control process of the electronic differential is more stable, so the overall structure has high practicability and economic benefits.

Description of drawings:

Below in conjunction with accompanying drawing, the utility model is further described:

Fig. 1 is a schematic diagram of the front structure of the utility model.

detailed description:

The following will clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, not all of them. Based on the embodiments of the present utility model, all other embodiments obtained by persons of ordinary skill in the art without creative work all belong to the protection scope of the present utility model:

A new type of electric drive axle system for electric vehicles as shown in Figure 1 includes a central double-rotor motor, a left drive mechanism, a left drive wheel 1, a first auxiliary drive mechanism, a right drive mechanism, a right drive wheel 2, a second Auxiliary drive mechanism, the two output shafts of the double-rotor motor in the middle are respectively connected to the left transmission mechanism and the right transmission mechanism, and the left transmission mechanism is connected to the left drive wheel 1, and the right transmission mechanism is connected to the right drive wheel 2. The first auxiliary drive mechanism and the second auxiliary drive mechanism are respectively connected to the left transmission mechanism and the right transmission mechanism in a clutchable transmission manner.

In practical applications, the middle dual-rotor motor drives the left transmission mechanism and the right transmission mechanism respectively, and then drives the left drive wheel and the right drive wheel to drive the vehicle to drive normally, while the first auxiliary drive mechanism and the second auxiliary drive mechanism As an auxiliary mechanism, the clutchable transmission connects the left transmission mechanism and the right transmission mechanism. Through the clutch process of the first auxiliary drive mechanism and the second auxiliary drive mechanism, the joint drive mode with the double-rotor motor can be effectively realized. In addition, it can be achieved through The first auxiliary drive mechanism and the second auxiliary drive mechanism are set as an integrated drive and generator, and then energy recovery, on-board power generation and electronic differential functions can be stably realized.

For more convenient and stable output of motor kinetic energy, the dual-rotor motor is set as a counter-rotating dual-rotor motor, including an inner rotor assembly 3 placed inside the motor housing, an outer rotor assembly 4, and an inner rotor power output shaft 5 And the outer rotor power output shaft 6, the shaft ends of the inner rotor power output shaft 5 and the outer rotor power output shaft 6 are respectively placed on the left and right ends of the motor housing, the inner rotor power output shaft 5 and the left rotating mechanism Transmission connection, the outer rotor power output shaft 6 is in transmission connection with the right transmission mechanism, so in practical applications, the inner and outer rotor motors can operate independently of each other without interfering with each other, and then output kinetic energy more stably.

Further, the left transmission mechanism includes a left gear transmission mechanism and a left connecting rod transmission mechanism. The left gear transmission mechanism is connected to the power output shaft 5 of the inner rotor. Gear transmission structure, left driving wheel 1 transmission connection. As a preferred embodiment, in order to more conveniently and stably control the transmission between kinetic energy, the right transmission mechanism includes a right gear transmission mechanism, a right connecting rod transmission mechanism, and the right gear transmission mechanism is connected to the outer rotor power output shaft 6 for transmission. connected, the right side link transmission mechanism is respectively connected with the right gear transmission structure and the right drive wheel 2, and the left gear transmission mechanism includes the left side constant velocity transmission gear driving wheel 7 and the left constant velocity transmission Gear driven wheel 8, the right gear transmission mechanism includes the right side constant velocity transmission gear driving wheel 9 and the right side constant velocity transmission gear driven wheel 10 meshed with each other, in addition, the left side link transmission structure includes the first transmission shaft 11. The first transmission shaft 11 is transmission-connected to the left drive wheel 1 and the left constant-velocity transmission gear driven wheel 8 through the left universal joint mechanism, and the right-side link transmission structure includes the second transmission shaft 12, so The second power transmission shaft 12 is connected to the right drive wheel 2 and the right constant speed transmission gear driving wheel 9 through the right universal joint mechanism. Side constant velocity universal joint 17 and left transmission universal joint 18, left constant velocity universal joint 17 and left constant velocity transmission gear driven wheel 8 transmission connection, left transmission universal joint 18 and left driving wheel 1 Rotary shaft transmission connection, the right universal joint mechanism includes the right constant velocity universal joint 19 and the right transmission universal joint 20 placed at the two ends of the second transmission shaft 12, the right constant velocity universal joint 19 and the right side Constant velocity transmission gear driving wheel 9 transmission connections, the right side transmission universal joint 20 is connected with the rotating shaft transmission of right drive wheel 2. Therefore, in practice, the inner rotor power output shaft 5 drives the left constant velocity transmission gear driving wheel 7 to rotate, and then drives the left constant velocity transmission gear driven wheel 8 to rotate together, and then the left constant velocity transmission gear driven wheel 8 passes through Drive the left constant velocity universal joint, the first transmission shaft, and the left drive universal joint, and then drive the left drive wheel to rotate. In addition, drive the right constant velocity transmission gear drive wheel to rotate through the external rotor power output shaft 6, and then The driving wheel of the constant velocity transmission gear on the right side passes through the right constant velocity universal joint, the second transmission shaft, and the right transmission universal joint, and then drives the right drive wheel to rotate.

In this embodiment, for the convenience of control, the first auxiliary driving mechanism includes a first auxiliary motor 13 and a first clutch 14, and the first auxiliary motor 13 and the left constant speed transmission gear driven wheel 8 are connected through the first clutch. 14 can be clutched and connected, and the second auxiliary drive mechanism includes a second auxiliary motor 15 and a second clutch 16, and the second auxiliary motor 15 and the right constant speed transmission gear driven wheel 10 can be connected through the second clutch 16 , In addition, both the first auxiliary motor 13 and the second auxiliary motor 15 are set as ISG motors and both are externally connected to energy storage devices.

Therefore, in practical applications, in the normal driving mode: the counter-rotating dual-rotor motor outputs corresponding torque according to the torque demand of the vehicle, the first clutch and the second clutch are in the disengaged state, and the first auxiliary motor and the second auxiliary motor are not connected. When working, the torque output by the inner rotor is transmitted to the driving wheel of the left constant velocity transmission gear through the output shaft of the inner rotor, and then transmitted to the left constant velocity universal joint, the first The transmission shaft and the left transmission universal joint are finally transmitted to the left driving wheel; the torque output by the outer rotor is transmitted to the driving wheel of the constant velocity transmission gear on the right through the output shaft of the external rotor. At this time, the driven wheel of the constant velocity transmission gear on the right is at In the idling state, the torque is delivered from the right constant velocity transmission gear driving wheel to the right constant velocity universal joint, the second transmission shaft, the right transmission universal joint, and finally to the right driving wheel.

In the combined drive mode: when the maximum output torque of the counter-rotating dual-rotor motor is less than the required torque of the vehicle, the first auxiliary motor and the second auxiliary motor are required to intervene to supply torque for the vehicle drive system. First, according to the current speed of the counter-rotating dual-rotor motor, the first auxiliary motor and the second auxiliary motor are controlled to increase the speed. The electromagnetic valve of the second clutch makes the first clutch and the second clutch from the disengaged state to the combined state, and the first auxiliary motor and the second auxiliary motor realize the power connection with the drive system. The output torque of the second auxiliary motor, after the power coupling, the electric drive axle is in the joint drive mode, and the left output torque is coupled by the left gear transmission mechanism and then transmitted to the left constant velocity drive wheel by the left constant velocity transmission gear driven wheel The knuckle, the first transmission shaft, the left transmission universal joint, and finally transmitted to the left drive wheel; the torque output on the right is coupled by the right gear transmission mechanism, and then delivered to the right by the constant velocity transmission gear driving wheel on the right Constant velocity joint, second drive shaft, right drive joint, and finally to the right drive wheel.

In braking energy recovery mode: when the vehicle is in coasting or braking mode, part of the energy is recovered in order to save energy, and the electric drive axle of the utility model recovers braking energy by the auxiliary motor. First, according to the current speed of the counter-rotating dual-rotor motor, control the speed of the first auxiliary motor and the second auxiliary motor. When the speed of the first auxiliary motor and the second auxiliary motor is close to the speed of the counter-rotating dual-rotor motor, drive and control the first clutch 1. The electromagnetic valve of the second clutch makes the first clutch and the second clutch change from the separated state to the combined state, and the first auxiliary motor and the second auxiliary motor realize the power connection with the drive system. The torque of the left driving wheel is transmitted to the left constant velocity transmission gear driven wheel through the left constant velocity universal joint, the first transmission shaft and the left transmission universal joint, and then transmitted to the first auxiliary motor through the first clutch, and the second An auxiliary motor is used as a generator mode, and part of the torque is converted into electrical energy by the principle of electromagnetic induction and stored in an energy storage device. The energy storage device here can be set as a battery, a super capacitor bank, or a composite power supply, but is not limited to these energy storage devices For the device type, the torque of the right driving wheel is transmitted to the right constant velocity transmission gear driving wheel through the right constant velocity universal joint, the second transmission shaft, and the right transmission universal joint, and then through the right constant velocity transmission gear driven wheel, The second clutch is transmitted to the second auxiliary motor, and the second auxiliary motor is used as a generator mode. The electromagnetic induction principle converts part of the torque into electric energy and stores it in the energy storage device. Together, it provides braking torque for the entire vehicle and reduces the speed of the vehicle at the same time. Realize braking energy recovery.

In vehicle power generation mode: when the required torque of the vehicle is less than the output torque of the counter-rotating dual-rotor motor, the electric drive axle of the utility model can store the remaining torque through the power generation mode of the auxiliary motor to realize the power generation in the vehicle. power generation mode. The counter-rotating dual-rotor motor drives the vehicle in the normal mode. At the same time, according to the current speed of the counter-rotating dual-rotor motor, the first auxiliary motor and the second auxiliary motor are controlled to increase the speed. When the speed of the motor is close, the electromagnetic valves of the first clutch and the second clutch are driven and controlled, so that the first clutch and the second clutch are changed from a disengaged state to a combined state, and the first auxiliary motor and the second auxiliary motor realize power connection with the drive system. The left constant velocity transmission gear driven wheel is connected with the left constant velocity universal joint, the left constant velocity universal joint is connected with the first transmission shaft, the first transmission shaft is connected with the left transmission universal joint, and the left transmission universal joint The joint is connected to the left drive wheel, and the excess torque is transmitted to the first auxiliary motor through the left constant speed transmission gear driven wheel and the first clutch, and the first auxiliary motor is used as a generator mode to convert the excess torque into The electric energy is stored in the energy storage device; the output torque on the right is transmitted to the driving wheel of the constant velocity transmission gear on the right, the constant velocity universal joint on the right, the second transmission shaft, the transmission universal joint on the right through the output shaft of the outer rotor, and finally The excess torque is transmitted to the right drive wheel, and the excess torque is transmitted to the second auxiliary motor through the right constant speed transmission gear driven wheel and the second clutch. The second auxiliary motor is used as a generator mode, and the excess torque is converted into electric energy and stored in the In the energy storage device, the vehicle-on-vehicle power generation mode is realized.

In the specific implementation and process of the electronic differential function, when the vehicle turns, the required torques of the left and right drive wheels are different, and the difference between the inner and outer torque requirements is determined by the vehicle structural parameters and the vehicle steering angle. Compared with the electric drive axle with only dual-rotor motors as the power output, the electric drive axle of the technical solution of the utility model can realize the torque difference change in a wide range. Taking the vehicle turning left as an example, the required torque on the left side is smaller than that on the right side. side demand torque, the counter-rotating dual-rotor motor drives the vehicle in the normal mode, and at the same time controls the first auxiliary motor and the second auxiliary motor to speed up according to the current speed of the counter-rotating dual-rotor motor. When the speed of the counter-rotating dual-rotor motor is close to that of the counter-rotating dual-rotor motor, the electromagnetic valves of the first clutch and the second clutch are driven and controlled, so that the first clutch and the second clutch are changed from the separated state to the combined state, and the first auxiliary motor and the second auxiliary motor are realized and driven. The power connection of the system, the left constant velocity transmission gear driven wheel is connected with the left constant velocity universal joint, the left constant velocity universal joint is connected with the first transmission shaft, the first transmission shaft is connected with the left transmission universal joint, The left drive universal joint is connected to the left driving wheel, and the torque that needs to be reduced is transmitted to the first auxiliary motor through the left constant speed transmission gear driven wheel and the first clutch. The first auxiliary motor is used as a generator mode, and the The excess torque is converted into electrical energy and stored in the energy storage device; the second auxiliary motor and the counter-rotating dual-rotor motor are jointly driven to increase the output torque, and the output torque on the right is coupled by the right gear transmission mechanism. The driving wheel of the constant velocity transmission gear on the right is delivered to the right constant velocity universal joint, the second transmission shaft, the right transmission universal joint, and finally to the right drive wheel. In this way, the torque on the left side becomes smaller and the torque on the right side becomes larger, which meets the requirements of the vehicle differential speed condition and realizes the electronic differential speed function.

The above-mentioned new electric drive axle system for electric vehicles adopts counter-rotating dual-rotor motors and auxiliary motors to drive the left and right drive wheels of the vehicle, which can not only effectively form an efficient electric drive system for electric vehicles, but also realize joint drive, energy recovery, In-vehicle power generation, so it can not only effectively supply the driving torque of the vehicle, but also maximize the use of motor kinetic energy, save energy, reduce the waste of motor kinetic energy, and save costs. In addition, it can effectively realize the function of electronic differential and the control of electronic differential The process is more stable.

It should be emphasized that: the above are only preferred embodiments of the present utility model, and are not intended to limit the present utility model in any form. Any simple modification, equivalent change and Modifications still belong to the scope of the technical solution of the utility model.

Claims (10)

1. A new electric drive axle system for electric vehicles, characterized in that it includes a central double-rotor motor, a left drive mechanism, a left drive wheel (1), a first auxiliary drive mechanism, a right drive mechanism, and a right drive wheel (2 ), the second auxiliary drive mechanism, the two output shafts of the double-rotor motor in the middle are respectively connected to the left transmission mechanism and the right transmission mechanism, and the left transmission mechanism is connected to the left drive wheel (1), and the right transmission mechanism is connected to the left drive wheel (1). The mechanism transmission is connected to the right driving wheel (2), and the first auxiliary driving mechanism and the second auxiliary driving mechanism are respectively connected with the left transmission mechanism and the right transmission mechanism in a clutchable transmission manner. 2. A new electric drive axle system for electric vehicles according to claim 1, characterized in that: the dual-rotor motor is configured as a counter-rotating dual-rotor motor, including an inner rotor assembly ( 3) and the outer rotor assembly (4), the inner rotor PTO shaft (5) and the outer rotor PTO shaft (6), the shaft ends of the inner rotor PTO shaft (5) and the outer rotor PTO shaft (6) respectively Placed at the left and right ends of the motor housing, the inner rotor power output shaft (5) is in transmission connection with the left rotation mechanism, and the outer rotor power output shaft (6) is in transmission connection with the right transmission mechanism. 3. A new electric drive axle system for electric vehicles according to claim 2, characterized in that: the left transmission mechanism includes a left gear transmission mechanism, a left connecting rod transmission mechanism, and the left gear transmission mechanism is connected to the inner The rotor power output shaft (5) is in transmission connection, and the left connecting rod transmission mechanism is respectively in transmission connection with the left gear transmission structure and the left driving wheel (1). 4. A new electric drive axle system for electric vehicles according to claim 3, characterized in that: the right transmission mechanism includes a right gear transmission mechanism, a right connecting rod transmission mechanism, and the right gear transmission mechanism is connected to the outer The rotor power output shaft (6) is in transmission connection, and the right link transmission mechanism is respectively in transmission connection with the right gear transmission structure and the right drive wheel (2). 5. A new electric drive axle system for electric vehicles according to claim 4, characterized in that: the left gear transmission mechanism includes a left constant velocity transmission gear driving wheel (7) and a left constant velocity transmission gear that mesh with each other. A gear driven wheel (8), the right gear transmission mechanism includes a right constant velocity transmission gear driving wheel (9) and a right constant velocity transmission gear driven wheel (10) meshing with each other. 6. A new type of electric drive axle system for electric vehicles according to claim 4, characterized in that: the left connecting rod transmission structure includes a first transmission shaft (11), and the first transmission shaft (11) passes through The left universal joint mechanism is in transmission connection with the left driving wheel (1) and the left constant velocity transmission gear driven wheel (8). The right connecting rod transmission structure includes a second transmission shaft (12), and the second transmission The shaft (12) is transmission connected with the right drive wheel (2) and the right constant velocity transmission gear driving wheel (9) through the right universal joint mechanism. 7. A new electric drive axle system for electric vehicles according to claim 6, characterized in that: the left universal joint mechanism includes left constant velocity universal joints placed at both ends of the first transmission shaft (11) (17) and the left transmission universal joint (18), the left constant velocity universal joint (17) is in transmission connection with the left constant velocity transmission gear driven wheel (8), the left transmission universal joint (18) is connected with the left The rotating shaft of the driving wheel (1) is connected by transmission. The right universal joint mechanism includes the right constant velocity universal joint (19) and the right driving universal joint (20) placed at both ends of the second transmission shaft (12). , the right side constant velocity universal joint (19) is in transmission connection with the right constant velocity transmission gear driving wheel (9), and the right side transmission universal joint (20) is in transmission connection with the rotating shaft of the right drive wheel (2). 8. A new electric vehicle electric drive axle system according to claim 5, characterized in that: the first auxiliary drive mechanism includes a first auxiliary motor (13) and a first clutch (14), the first auxiliary motor (13 ) and the left side constant speed transmission gear driven wheel (8) can be clutched and connected through the first clutch (14). 9. A new electric vehicle electric drive axle system according to claim 8, characterized in that: the second auxiliary drive mechanism includes a second auxiliary motor (15) and a second clutch (16), the second auxiliary motor (15 ) and the right side constant velocity transmission gear driven wheel (10) can be clutched and connected through the second clutch (16). 10. A new type of electric drive axle system for electric vehicles according to claim 9, characterized in that: the first auxiliary motor (13) and the second auxiliary motor (15) are both set as ISG motors and are connected externally capable device.