CN203796867U

CN203796867U - Dual-motor two-level speed changer for electric car

Info

Publication number: CN203796867U
Application number: CN201420201663.5U
Authority: CN
Inventors: 高炳钊; 段京良; 陈虹; 岳汉奇; 窦玉
Original assignee: Jilin University
Current assignee: Jilin University
Priority date: 2014-04-19
Filing date: 2014-04-19
Publication date: 2014-08-27
Anticipated expiration: 2024-04-19

Abstract

The utility model discloses a dual-motor two-level speed changer for an electric car, which comprises two electric motors and a mechanical auto speed changer, wherein a gearwheel I is fixedly connected to an output shaft of the speed changer; a gearwheel II and a gearwheel III are sleeved on an input shaft I of the speed changer in an empty way; a gearwheel IV is fixedly connected to an output shaft II of the speed changer; an output shaft of the electric motor I is connected to the input shaft I of the speed changer; an output shaft of the electric motor II is connected to the input shaft II of the speed changer; an engagement sleeve I is sleeved and fixed on the input shaft I of the speed changer so as to be combined with or be separated from the gearwheel II; an engagement sleeve II is sleeved and fixed on the output shaft I of the speed changer so as to combined with or be separated from the gearwheel III; an engagement sleeve III is fixed on the output shaft II of the speed changer so as to combined with or be separated from the gearwheel IV. According to the utility model, the structure is simple; the acceleration and gradeability are relatively high; the gear shift is smooth; uninterrupted power is also ensured; and kinetic energy produced by driving a vehicle can be converted partly into electrical energy during braking.

Description

Double-motor two-gear transmission for electric vehicle

Technical Field

The utility model belongs to the technical field of the electric automobile transmission, concretely relates to double-motor two-gear transmission for electric motor car and gear shifting control method thereof.

Background

How to reduce the energy consumption and environmental pollution of automobiles becomes the main melody of the current automobile industry development. In recent two years, the development of pure electric vehicles in China is rapid, and a plurality of enterprises have already put out the pure electric vehicles on the market, so that the pure electric vehicles have already entered the industrialization.

The drive mechanism of the pure electric vehicle has various types, such as a conventional drive train equipped with a multi-gear transmission and a clutch, a clutch-less single-gear transmission, two independent motors and a fixed-gear transmission with a drive shaft. Conventional drivetrains equipped with multi-speed transmissions and clutches have multiple gears with good acceleration, but power interruption during shifting; the clutch-less single-gear transmission device can realize stepless speed change, but has poor acceleration and climbing capability, and the efficiency of the motor is not fully exerted. It can be seen that for a common electric car, an automatic transmission with high transmission efficiency and without power interruption is urgently needed, and research shows that the suitable gear number is 2-3 gears.

On the other hand, the automobile has different requirements on power in an acceleration driving stage, a low-speed driving stage and a high-speed driving stage, and if the automobile is driven by a single motor, the motor is difficult to work in a high-efficiency operation area all the time, so that the waste of electric energy is easily caused.

Disclosure of Invention

In order to overcome the defects of the prior art, the utility model provides a double-motor two-gear transmission of an electric vehicle, which is provided with two motors and a two-gear mechanical automatic transmission, has simple structure, convenient arrangement, higher acceleration and climbing capacity, smooth gear shifting and capability of ensuring that the power is not interrupted, and ensures that the power required by running is continuously generated in the gear shifting process; meanwhile, kinetic energy generated by vehicle running can be converted into partial electric energy during braking, and partial electric energy loss is saved, so that the battery cost is reduced, and the driving range of the electric vehicle is increased.

The utility model aims at realizing through the following technical scheme:

the utility model provides a bi-motor two-gear transmission for electric vehicle, including motor I3, motor II 11 and mechanical type automatic transmission, mechanical type automatic transmission includes the one that constitutes by the meshing of gear I1 and gear II 4 keeps off the gear pair, two keep off the gear pair that constitutes by the meshing of gear III 7 and gear IV 9, clutch collar I5, clutch collar II 6, clutch collar III 12, transmission input shaft I8, transmission input shaft II 10 and transmission output shaft 2; the gear I1 is fixedly connected with the transmission output shaft 2; the gear II 4 and the gear III 7 are sleeved on the transmission input shaft I8 in a hollow mode, the gear IV 9 is fixedly connected to the transmission input shaft II 10, the output shaft of the motor I3 is connected with the transmission input shaft I8, and the output shaft of the motor II 11 is connected with the transmission input shaft II 10; the clutch sleeve I5 is fixedly sleeved on the transmission input shaft I8 and is adjacent to the gear II 4, the clutch sleeve I5 can be combined with or separated from the gear II 4, the clutch sleeve II 6 is fixedly sleeved on the transmission input shaft I8 and is adjacent to the gear III 7, the clutch sleeve II 6 can be combined with or separated from the gear III 7, the clutch sleeve III 12 is fixedly arranged on the transmission input shaft II 10 and is adjacent to the gear IV 9, and the clutch sleeve III 12 can be combined with or separated from the gear IV 9.

As the utility model provides an improvement scheme of two keep off derailleurs of bi-motor for electric motor car, mechanical type automatic transmission still include the three-gear pair of constituteing by gear V13 and gear VI 14 meshing, and gear V13 empty cover just is located between clutch collar I5 and clutch collar II 6 on transmission input shaft I8, and clutch collar I5 can be selective combine with gear II 4 or gear V13, and gear VI 14 links firmly with derailleur output shaft 2.

The utility model provides a shift control method of two fender derailleurs of bi-motor for electric motor car: mechanical type automatic gearbox provides 2 fender positions for motor I3, motor II 11's power take off, through the coupling to motor I3, motor II 11 and mechanical type automatic gearbox, when two motor drive and battery electric quantity are sufficient, can realize the conversion of 2 effective fender positions, 2 fender positions are two motor low-speed gears and two motor high-speed gears respectively.

The control method of the double-motor two-gear transmission for the electric vehicle in the double-motor low-speed mode comprises the following steps: the joint sleeve I5 is combined with the gear II 4, so that the gear II 4 is fixedly connected with the transmission input shaft I8, the joint sleeve II 6 is combined with the gear III 7, so that the gear III 7 is fixedly connected with the transmission input shaft I8, the joint sleeve III 12 is not combined with the gear IV 9, and the rotating speeds and the rotating directions of the motor I3 and the motor II 11 are the same; the power transmission route in this mode is: the power output by the motor I3 is output by the transmission output shaft 2 after passing through the transmission input shaft I8, the joint sleeve I5, the gear II 4 and the gear I1; the power output by the motor II 11 is output by the transmission output shaft 2 through the transmission input shaft II 10, the gear IV 9, the gear III 7, the engaging sleeve II 6, the transmission input shaft I8, the engaging sleeve I5, the gear II 4 and the gear I1.

The control method of the double-motor two-gear transmission for the electric vehicle in the double-motor high-speed mode comprises the following steps: the joint sleeve II 6 is combined with the gear III 7, so that the gear III 7 is fixedly connected with the transmission input shaft I8, the joint sleeve III 12 is combined with the gear IV 9, the gear IV 9 is fixedly connected with the transmission output shaft 2, the joint sleeve I5 is not combined with the gear II 4, the gear II 4 idles, and the rotating speed and the rotating direction of the motor I3 and the motor II 11 are the same; the power transmission route in this mode is: the power output by the motor I3 is output by the transmission output shaft 2 after passing through the transmission input shaft I8, the joint sleeve II 6, the gear III 7, the gear IV 9 and the joint sleeve III 12; the power output by the motor II 11 is output by the transmission output shaft 2 through the transmission input shaft II 10, the gear IV 9 and the engaging sleeve III 12.

The gear shifting control process of the double-motor two-gear transmission for the electric vehicle from the double-motor low-speed gear to the double-motor high-speed gear comprises the following steps:

step one, transition from a double-motor low-speed gear to a motor I3 to independently work in a low-speed gear: the engaging sleeve II 6 is separated from the gear III 7, so that the gear III 7 idles; the power transmission route at this time is: the power is output by a motor I3, passes through a transmission input shaft I8, a joint sleeve I5, a gear II 4 and a gear I1, and is output by a transmission output shaft 2;

step two, the motor I3 is independently operated in a low gear to be transited to the motor I3 is operated in a low gear, and the motor II 11 is operated in a high gear: adjusting the rotating speed of the motor II 11, and when the rotating speed of the motor II is the same as that of the transmission output shaft 2, combining the joint sleeve III 12 with the gear IV 9 to fixedly connect the gear IV 9 with the transmission output shaft 2; the power transmission route is as follows: the power output by the motor I3 is output by the transmission output shaft 2 through the transmission input shaft I8, the joint sleeve I5, the gear II 4 and the gear I1; the power output by the motor II 11 is output by the transmission output shaft 2 after passing through the transmission input shaft II 10, the gear IV 9 and the joint sleeve III 12;

step three, the transition from the mode that the motor I3 works in a low gear and the motor II 11 works in a high gear to the mode that the motor II 11 works in the high gear independently: the engaging sleeve I5 is separated from the gear II 4, and the gear II 4 idles; the power transmission route is as follows: the power is output by the motor II 11, passes through the transmission input shaft II 10, the gear IV 9 and the joint sleeve III 12, and is output by the transmission output shaft 2;

step four, the motor II 11 independently works in a high-speed gear to transit to a double-motor high-speed gear, the rotating speed of the motor I3 is adjusted, and when the rotating speed of the motor II 11 is the same as that of the motor II 11, the joint sleeve II 6 is combined with the gear III 7, so that the gear III 7 is fixedly connected with the transmission input shaft I8; the power transmission route is as follows: the power output by the motor I3 is output by the transmission output shaft 2 through the transmission input shaft I8, the joint sleeve II 6, the gear III 7, the gear IV 9 and the joint sleeve III 12; the power output by the motor II 11 is output by the transmission output shaft 2 through the transmission input shaft II 10, the gear IV 9 and the engaging sleeve III 12.

The gear shifting control process for changing the dual-motor two-gear transmission for the electric vehicle from the dual-motor high-speed gear to the dual-motor low-speed gear comprises the following steps:

step one, the double-motor high-speed gear is transited to a motor II 11 to independently work in the high-speed gear: the clutch sleeve II 6 is disengaged from the gear III 7, and the gear III 7 idles. The power transmission route is as follows: the power is output by the motor II 11, passes through the transmission input shaft II 10, the gear IV 9 and the joint sleeve III 12, and is output by the transmission output shaft 2;

step two, the motor II 11 works in a high-speed gear alone to be transited to the motor I3 works in a low-speed gear, and the motor II 11 works in a high-speed gear: the rotating speed of the motor I3 is adjusted, and when the ratio of the rotating speed of the motor to the rotating speed of the output shaft of the transmission is just equal to the low-gear transmission ratio, the engaging sleeve I5 is combined with the gear II 4; the power transmission route is as follows: the power output by the motor I3 is output by the transmission output shaft 2 through the transmission input shaft I8, the joint sleeve I5, the gear II 4 and the gear I1; the power output by the motor II 11 is output by the transmission output shaft 2 through the transmission input shaft II 10, the gear IV 9 and the engaging sleeve III 12;

step three, the motor I3 works in a low-speed gear and the motor II 11 works in a high-speed gear, and the motor I3 works in a low-speed gear independently: the engaging sleeve III 12 is separated from the gear IV 9; the power transmission route at this time is: the power is output by a motor I3, passes through a transmission input shaft I8, a joint sleeve I5, a gear II 4 and a gear I1, and is output by a transmission output shaft 2;

step four, the motor I3 independently works at a low-speed gear to transition to a double-motor low-speed gear: adjusting the rotating speed of the motor II 11, and combining the joint sleeve II 6 with the gear III 7 when the rotating speed of the motor II is equal to that of the motor I3; the power transmission route at this time is: the power output by the motor I3 is output by the transmission output shaft 2 through the transmission input shaft I8, the joint sleeve I5, the gear II 4 and the gear I1; the power output by the motor II 11 is output by the transmission output shaft 2 through the transmission input shaft II 10, the gear IV 9, the gear III 7, the engaging sleeve II 6, the transmission input shaft I8, the engaging sleeve I5, the gear II 4 and the gear I1.

The control steps of the double-motor two-gear transmission for the electric vehicle in the reverse gear mode are as follows: when the reverse gear is performed, the motor I3 works independently, the motor I3 rotates reversely, the joint sleeve I5 is combined with the gear II 4, the gear II 4 is fixedly connected with the transmission input shaft I8, the joint sleeve II 6 is separated from the gear III 7, the gear III 7 idles, and the joint sleeve III 12 is not combined with the gear IV 9; the power transmission route at this time is: power is output by a motor I3, passes through a transmission input shaft I8, a joint sleeve I5, a gear II 4 and a gear I1, and is output by a transmission output shaft 2.

The brake control of the double-motor two-gear transmission for the electric vehicle in each gear mode comprises the following steps:

when the automobile runs in the dual-motor low-gear mode, the brake pedal is stepped to brake, and the power transmission route is as follows: after input power sequentially passes through a transmission output shaft 2, a gear I1, a gear II 4 and a joint sleeve I5, one path of power passes through a transmission input shaft I8 and then drags a motor I3 to generate power; the other path of the power is transmitted to a transmission input shaft I8, a joint sleeve II 6, a gear III 7, a gear IV 9 and a transmission input shaft II 10, and a dragging motor II 11 generates power. When the battery is fully charged, mechanical braking is changed;

when the automobile runs in the dual-motor high-speed gear mode, the brake pedal is stepped to brake, and the power transmission route is as follows: after input power sequentially passes through the transmission output shaft 2 and the joint sleeve III 12, one path of power passes through the gear IV 9, the gear III 7, the joint sleeve II 6 and the transmission input shaft I8 to drag the motor I3 to generate power; the other path of the power is dragged by a motor II 11 to generate power through a gear IV 10 and a transmission input shaft II 10; when the battery is fully charged, mechanical braking is changed.

Compared with the prior art, the utility model has the advantages that:

1. the efficient operation area of the motor can be effectively utilized, no power interruption is caused during gear shifting, the climbing and accelerating capability is good, the structure is simple, and the cost is low.

2. The mechanical automatic transmission is set to two gears, the acceleration performance and the climbing capability of an automobile are improved, power output is reasonably allocated, and power is fully utilized, so that the purposes of saving energy, protecting environment and reducing use cost are achieved, and the two-gear transmission is simple and compact in structure.

3. The double-motor drive is adopted, so that the motor always works in a high-efficiency operation area by mode switching of single-motor drive and double-motor drive no matter the automobile is in an acceleration working condition, a low-speed working condition or a high-speed working condition, and the waste of electric energy is avoided.

4. The motor I3 can rotate forward and backward, when backing a car, the reverse rotation of the motor I3 with one gear is engaged to realize the running of backing a car, and at the moment, the motor II 11 can not work.

5. When braking, the braking energy is recovered, namely the output end is the original input end, namely the motor; the input end is the original output end, namely the rotating speed of the wheel, the motor is changed from a driving state to a power generation state, and energy is recovered from the wheel to the motor. Therefore, the energy loss of the battery can be reduced, the cost of the battery can be reduced, and the driving range of the electric vehicle is improved.

6. The utility model discloses a shift control method adaptability is stronger, if increase a pair of gear again on original two keep off the basis of derailleur, just can increase a fender position so under the condition that does not increase control mechanism, becomes three and keeps off the derailleur.

Drawings

Fig. 1 is a schematic diagram of a two-gear structure of a dual-motor two-gear transmission for an electric vehicle according to the present invention;

FIG. 2 is a power transmission route diagram of a dual-motor two-speed transmission for an electric vehicle in a dual-motor low-speed mode;

FIG. 3 is a power transmission route diagram of a dual-motor two-speed transmission for an electric vehicle in a dual-motor high-speed mode;

FIG. 4 is a power transmission route diagram of a dual-motor two-gear transmission for an electric vehicle during shifting;

wherein,

FIG. 4a is a power transmission route diagram of a dual-motor two-gear transmission for an electric vehicle when a motor I3 alone operates in a low gear during a gear shifting process;

FIG. 4b is a power transmission route diagram of the dual-motor two-gear transmission for the electric vehicle when the motor I3 operates in a low gear and the motor II 11 operates in a high gear during shifting;

FIG. 4c is a power transmission route diagram of the dual-motor two-gear transmission for the electric vehicle when the motor II 11 alone works in a high gear during shifting;

FIG. 5 is a power transmission route change process for a dual-motor two-speed transmission for an electric vehicle to change from a dual-motor low-speed gear to a dual-motor high-speed gear;

FIG. 6 is a power transmission route change process for a dual-motor two-speed transmission for an electric vehicle to change from a dual-motor high-speed gear to a dual-motor low-speed gear;

FIG. 7 is a power transmission route diagram of a dual-motor two-speed transmission for an electric vehicle in reverse mode;

FIG. 8 is a diagram of a dual-motor two-speed transmission braking power transmission route for an electric vehicle at a dual-motor low-speed gear;

FIG. 9 is a diagram of a dual-motor two-speed transmission braking power transmission route for an electric vehicle at a dual-motor high-speed gear;

fig. 10 is a schematic structural diagram of a three-gear structure of the improved dual-motor two-gear transmission for the electric vehicle provided by the present invention;

FIG. 11 is a power transmission route diagram of an improved three-speed structure of a dual-motor two-speed transmission for an electric vehicle in a first-speed mode;

fig. 12 is a power transmission route diagram of an improved three-gear structure of a dual-motor two-gear transmission for an electric vehicle in a two-gear mode;

FIG. 13 is a power transmission route diagram of an improved three-speed structure of a dual-motor two-speed transmission for an electric vehicle in a three-speed mode;

fig. 14 is a schematic diagram of a power transmission route changing process of a modified three-gear structure of a dual-motor two-gear transmission for an electric vehicle from a first gear to a second gear;

fig. 15 is a schematic diagram of a power transmission route changing process of a three-gear structure after an improved two-motor two-gear transmission for an electric vehicle from two gears to one gear.

In the figure: 1. a gear I; 2. a transmission output shaft; 3. a motor I; 4. a gear II; 5. a joint sleeve I; 6. a joint sleeve II; 7. a gear III; 8. a transmission input shaft I; 9. a gear IV; 10. a transmission input shaft II; 11. a motor II; 12. a joint sleeve III; 13. a gear V; 14. and a gear VI.

Detailed Description

The details of the present invention and its operation will be further described with reference to the examples shown in the drawings.

Referring to fig. 1, the utility model provides a two motor two keep off derailleur for electric motor car, including two electric power and a power take off end. Embodied as two electric motors, i.e., motor i 3, motor ii 11, and a mechanical automatic transmission. The mechanical automatic transmission comprises a first gear pair formed by meshing a gear I1 and a gear II 4, a second gear pair formed by meshing a gear III 7 and a gear IV 9, a joint sleeve I5, a joint sleeve II 6, a joint sleeve III 12, a transmission input shaft I8, a transmission input shaft II 10 and a transmission output shaft 2. The gear I1 is fixedly connected with the transmission output shaft 2; the gear II 4 and the gear III 7 are sleeved on the transmission input shaft I8 in an empty mode; the gear IV 9 is fixedly connected to a transmission input shaft II 10; the gear III 7 and the gear IV 9 have the same number of teeth. An output shaft of the motor I3 is connected with an input shaft I8 of the transmission; an output shaft of the motor II 11 is connected with a transmission input shaft II 10; the joint sleeve I5 is fixedly sleeved on the transmission input shaft I8 and is adjacent to the gear II 4, and the joint sleeve I5 can be combined with or separated from the gear II 4, so that the connection or disconnection of the gear II 4 and the transmission input shaft I8 is realized; the joint sleeve II 6 is fixedly sleeved on the transmission input shaft I8 and is adjacent to the gear III 7, and the joint sleeve II 6 can be combined with or separated from the gear III 7, so that the connection or disconnection of the gear III 7 and the transmission input shaft I8 is realized; the engaging sleeve III 12 is fixed on the transmission input shaft II 10 and is adjacent to the gear IV 9, and the engaging sleeve III 12 can be combined with or separated from the gear IV 9, so that the gear IV 9 is connected with or separated from the transmission input shaft II 10; the gear shifting of the transmission can be realized by controlling the separation and combination of the joint sleeve I5, the joint sleeve II 6 and the joint sleeve III 12 and the corresponding gear and adjusting the rotating speed of the motor I3 and the motor II 11.

The mechanical automatic transmission provides 2 gears for power output of the motor I3 and the motor II 11, and each motor can work independently and meets the actual working requirement of the motor.

The utility model discloses a to two motors and a mechanical type automatic gearbox's coupling, when two motor drive and battery power are sufficient, can realize two effective conversions that keep off the position, and the unpowered interrupt of in-process of shifting gears. The two gears are a double-motor low-speed gear and a double-motor high-speed gear respectively.

The following description specifically describes the utility model discloses control method under two kinds of fender mode that double-motor two-gear transmission for electric motor car provided:

as shown in fig. 2, in the dual-motor low-speed drive mode, the engaging sleeve i 5 is combined with the gear ii 4, so that the gear ii 4 is fixedly connected with the transmission input shaft i 8, the engaging sleeve ii 6 is combined with the gear iii 7, so that the gear iii 7 is fixedly connected with the transmission input shaft i 8, the engaging sleeve iii 12 is not combined with the gear iv 9, and the rotating speeds and the rotating directions of the motor i 3 and the motor ii 11 are the same. The power transmission route at this time is: the power output by the motor I3 is output by the transmission output shaft 2 after passing through the transmission input shaft I8, the joint sleeve I5, the gear II 4 and the gear I1; the power output by the motor II 11 is output by the transmission output shaft 2 through the transmission input shaft II 10, the gear IV 9, the gear III 7, the engaging sleeve II 6, the transmission input shaft I8, the engaging sleeve I5, the gear II 4 and the gear I1.

As shown in fig. 3, in the dual-motor high-speed gear driving mode, the engaging sleeve ii 6 is combined with the gear iii 7, so that the gear iii 7 is fixedly connected with the transmission input shaft i 8, the engaging sleeve iii 12 is combined with the gear iv 9, so that the gear iv 9 is fixedly connected with the transmission output shaft 2, the engaging sleeve i 5 is not combined with the gear ii 4, the gear ii 4 idles, and the rotating speeds of the motor i 3 and the motor ii 11 are the same as the rotating direction. The power transmission route is as follows: the power output by the motor I3 is output by the transmission output shaft 2 after passing through the transmission input shaft I8, the joint sleeve II 6, the gear III 7, the gear IV 9 and the joint sleeve III 12; the power output by the motor II 11 is output by the transmission output shaft 2 through the transmission input shaft II 10, the gear IV 9 and the engaging sleeve III 12.

The following description specifically describes the utility model discloses process control method that shifts of two motor two-gear derailleur for electric motor car:

as shown in fig. 5, during the process of changing from the dual-motor low-speed gear to the dual-motor high-speed gear, three transition states, namely, the motor i 3 works in the low-speed gear alone, the motor i 3 works in the low-speed gear and the motor ii 11 works in the high-speed gear alone, are experienced in the middle, and finally, the low-speed gear is changed into the high-speed gear. The power transmission route changing process of the shifting process is shown in fig. 5.

As shown in fig. 4a, when the transition from the two-motor low gear to the motor i 3 alone is made to operate in the low gear, the clutch collar ii 6 is disengaged from the gear iii 7, and the gear iii 7 is caused to idle. The power transmission route at this time is: power is output by a motor I3, passes through a transmission input shaft I8, a joint sleeve I5, a gear II 4 and a gear I1, and is output by a transmission output shaft 2.

As shown in fig. 4b, when the electric motor i 3 is operated in the low gear alone, the electric motor i 3 is operated in the low gear, and the electric motor ii 11 is operated in the high gear, the rotation speed of the electric motor ii 11 is adjusted, and when the rotation speed is the same as the rotation speed of the transmission output shaft 2, the engaging sleeve iii 12 is combined with the gear iv 9, so that the gear iv 9 is fixedly connected with the transmission output shaft 2. The power transmission route is as follows: the power output by the motor I3 is output by the transmission output shaft 2 through the transmission input shaft I8, the joint sleeve I5, the gear II 4 and the gear I1; the power output by the motor II 11 is output by the transmission output shaft 2 after passing through the transmission input shaft II 10, the gear IV 9 and the engaging sleeve III 12.

As shown in fig. 4c, when the motor i 3 is operated in the low gear and the motor ii 11 is operated in the high gear, and the transition is made from the operation of the motor ii 11 alone in the high gear, the sleeve i 5 is disengaged from the gear ii 4, and the gear ii 4 idles. The power transmission route is as follows: power is output by the motor II 11, passes through the transmission input shaft II 10, the gear IV 9 and the joint sleeve III 12, and is output by the transmission output shaft 2.

When the motor II 11 works in a high-speed gear alone and is transited to a double-motor high-speed gear, the rotating speed of the motor I3 is adjusted, and when the rotating speed of the motor II 11 is the same as that of the motor II 11, the joint sleeve II 6 is combined with the gear III 7, so that the gear III 7 is fixedly connected with the transmission input shaft I8. The power transmission route is as follows: the power output by the motor I3 is output by the transmission output shaft 2 through the transmission input shaft I8, the joint sleeve II 6, the gear III 7, the gear IV 9 and the joint sleeve III 12; the power output by the motor II 11 is output by the transmission output shaft 2 through the transmission input shaft II 10, the gear IV 9 and the engaging sleeve III 12.

The utility model discloses two keep off the process that the derailleur changed two motor low-speed gears by two motor high-speed gears for electric motor car, the centre will experience that II 11 works alone in high-speed gear of motor, I3 works in low-speed gear and II 11 works in high-speed gear of motor, I3 works alone in the three transition state of low-speed gear of motor, accomplishes the conversion that two motor high-speed gears go to two motor low-speed gears at last. The power transmission route changing process of the shifting process is shown in fig. 6.

When the dual-motor high-speed gear is transited to the motor II 11 to independently work in the high-speed gear, the joint sleeve II 6 is separated from the gear III 7, and the gear III 7 idles. The power transmission route is as follows: power is output by the motor II 11, through the transmission input shaft II 10, the gear IV 9 and the engaging sleeve III 12, and is output by the transmission output shaft 2, as shown in FIG. 4 c.

When the motor II 11 works in a high gear alone to transit to the motor I3 works in a low gear and the motor II 11 works in the high gear, the rotating speed of the motor I3 is adjusted, and when the ratio of the rotating speed of the motor I3 to the rotating speed of the output shaft of the transmission is just equal to the transmission ratio of the low gear, the engaging sleeve I5 is combined with the gear II 4. The power transmission route is as follows: the power output by the motor I3 is output by the transmission output shaft 2 through the transmission input shaft I8, the joint sleeve I5, the gear II 4 and the gear I1; the power output by the electric motor ii 11 is output by the transmission output shaft 2 via the transmission input shaft ii 10, the gear iv 9, and the engaging sleeve iii 12, as shown in fig. 4 b.

When the motor I3 works in a low gear and the motor II 11 works in a high gear and the motor I3 works in a low gear alone, the joint sleeve III 12 is separated from the gear IV 9. The power transmission route at this time is: power is output by the motor I3, passes through the transmission input shaft I8, the joint sleeve I5, the gear II 4 and the gear I1, and is output by the transmission output shaft 2, as shown in figure 4 a.

When the motor I3 singly works in a low-speed gear to transit to a double-motor low-speed gear, the rotating speed of the motor II 11 is adjusted, and when the rotating speed of the motor II is equal to that of the motor I3, the engaging sleeve II 6 is combined with the gear III 7. The power transmission route at this time is: the power output by the motor I3 is output by the transmission output shaft 2 through the transmission input shaft I8, the joint sleeve I5, the gear II 4 and the gear I1; the power output by the motor II 11 is output by the transmission output shaft 2 through the transmission input shaft II 10, the gear IV 9, the gear III 7, the engaging sleeve II 6, the transmission input shaft I8, the engaging sleeve I5, the gear II 4 and the gear I1.

The following description specifically describes the utility model discloses control method of two motor two-gear transmission for electric motor car under reverse gear mode:

as shown in fig. 7, in the reverse gear, the motor i 3 operates alone, the motor i 3 rotates in reverse, the engaging sleeve i 5 is engaged with the gear ii 4, the gear ii 4 is fixedly connected with the transmission input shaft i 8, the engaging sleeve ii 6 is disengaged from the gear iii 7, the gear iii 7 idles, and the engaging sleeve iii 12 is not engaged with the gear iv 9. The power transmission route at this time is: power is output by a motor I3, passes through a transmission input shaft I8, a joint sleeve I5, a gear II 4 and a gear I1, and is output by a transmission output shaft 2.

The following description specifically describes the braking control method of the present invention in each gear mode:

as shown in fig. 8, when the vehicle is driven and driven in the two-motor low-speed mode, the brake pedal is stepped on to perform braking, and the power transmission route is as follows: after input power sequentially passes through a transmission output shaft 2, a gear I1, a gear II 4 and a joint sleeve I5, one path of power passes through a transmission input shaft I8 and then drags a motor I3 to generate power; the other path of the power is transmitted to a transmission input shaft I8, a joint sleeve II 6, a gear III 7, a gear IV 9 and a transmission input shaft II 10, and a dragging motor II 11 generates power. When the battery is fully charged, mechanical braking is changed.

As shown in fig. 9, when the automobile is driven and driven in the dual-motor high-speed gear mode, the brake pedal is stepped on to brake, and the power transmission route is as follows: after input power sequentially passes through the transmission output shaft 2 and the joint sleeve III 12, one path of power passes through the gear IV 9, the gear III 7, the joint sleeve II 6 and the transmission input shaft I8 to drag the motor I3 to generate power; the other path of the power is dragged by a motor II 11 to generate power through a gear IV 10 and a transmission input shaft II 10. When the battery is fully charged, mechanical braking is changed.

At the moment, two gears of the mechanical automatic transmission are subjected to speed ratio optimization design, so that the running efficiency of the motor is improved, and the dynamic property and the economical efficiency of the whole vehicle are superior to those of a single-gear electric vehicle. When the vehicle runs in the urban area, the power requirement is low, so the mode can completely meet the requirement of the vehicle running on the road surface of the urban area, including realizing starting, accelerating and climbing of the vehicle. Meanwhile, the motor I3 and the motor II 11 are matched with each other to shift gears, so that unpowered interruption in the gear shifting process can be realized, the gear shifting quality is improved, and the driving smoothness of the vehicle is improved. The motor I3 can realize forward rotation and reverse rotation by changing the direction of the input voltage, and when the motor I3 rotates reversely, the vehicle can be driven in the mode.

It can be seen from the above description that the utility model discloses the power coupling of two motors has been realized with the higher in-line gear transmission's of transmission efficiency structure, provides 2 fender positions for the power take off of motor, accords with the actual work demand of motor. And through the conversion of various operation modes, the speed characteristic and the high-efficiency operation area of the motor can be effectively utilized. The device has simple structure and lower cost, can realize active synchronous speed regulation and unpowered interruption control during gear shifting, and improves the dynamic property and the economical efficiency of the automobile.

The following is the improved technical proposal of the utility model:

referring to fig. 10, if the utility model discloses if increase a pair of gear in mechanical automatic transmission on the basis of aforementioned scheme, gear V13 and gear VI 14 promptly, gear V13 and gear VI 14 mesh and constitute three-gear pair, gear V13 empty cover is on transmission input shaft I8, clutch collar I5 can be selective combine with gear II 4 or gear V13, gear VI 14 links firmly with transmission output shaft 2, adopt this improvement scheme, just can increase a fender position under the condition that does not increase control mechanism, become three-gear transmission.

The control method of the improved scheme under each gear mode is described in detail as follows:

as shown in fig. 11, in the first gear mode, the power transmission route is the same as the two-motor low-speed power transmission route of the two-speed transmission.

As shown in fig. 12, in the second gear mode, the engaging sleeve i 5 is engaged with the gear v 13, so that the gear v 13 is fixedly connected with the transmission input shaft i 8, the engaging sleeve ii 6 is engaged with the gear iii 7, so that the gear iii 7 is fixedly connected with the transmission input shaft i 8, the engaging sleeve iii 12 is not engaged with the gear iv 9, and the rotation speeds and the rotation directions of the motor i 3 and the motor ii 11 are the same. The power transmission route at this time is: the power output by the motor I3 is output by the transmission output shaft 2 through the transmission input shaft I8, the engaging sleeve I5, the gear V13 and the gear VI 14; the power output by the motor II 11 is output by the transmission output shaft 2 through the transmission input shaft II 10, the gear IV 9, the gear III 7, the engaging sleeve II 6, the transmission input shaft I8, the engaging sleeve I5, the gear V13 and the gear VI 14.

As shown in fig. 13, in the third gear mode, the power transmission route is the same as the two-motor high-speed gear power transmission route of the two-gear transmission.

Fig. 14 shows a control process for changing the first gear to the second gear: the joint sleeve II 6 is separated from the gear III 7, so that the gear III 7 idles, and the motor I3 outputs power independently; adjusting the rotating speed of the motor II 11, and when the rotating speed of the motor II 11 is the same as that of the transmission output shaft 2, combining the joint sleeve III 12 with the gear IV 9 to enable the gear IV 9 to be fixedly connected with the transmission output shaft 2, wherein the motor I3 and the motor II 11 output power simultaneously; the joint sleeve I5 is separated from the gear II 4, the gear II 4 idles, and the motor II 11 outputs power independently at the moment; the rotating speed of the motor I3 is adjusted, when the ratio of the rotating speed of the motor I3 to the rotating speed of the output shaft 2 of the transmission is just two-gear transmission ratio, the engaging sleeve I5 is combined with the gear V13 at the moment, the gear V13 is fixedly connected with the input shaft I8 of the transmission, and the motor I3 and the motor II 11 output power at the same time; the engaging sleeve III 12 is separated from the gear IV 9, and the motor I3 outputs power independently at the moment; and adjusting the rotating speed of the motor II 11, and when the rotating speed of the motor II 11 is the same as that of the motor I3, combining the joint sleeve II 6 with the gear III 7 to ensure that the gear III 7 is fixedly connected with the input shaft I8 of the transmission, and simultaneously outputting power by the motor I3 and the motor II 11 to complete the process of shifting from one gear to two gears.

The gear shifting control process of changing the two gears into the three gears is the same as the gear shifting control process of changing the double-motor low-speed gear into the double-motor high-speed gear of the two-gear gearbox.

The gear shifting control strategy for changing the three-gear into the two-gear is the same as the gear shifting control process for changing the double-motor high-speed gear into the double-motor low-speed gear of the two-gear gearbox.

Fig. 15 shows a shift control process for changing from two gears to one gear: the joint sleeve II 6 is separated from the gear III 7, so that the gear III 7 idles, and the motor I3 outputs power independently; adjusting the rotating speed of the motor II 11, and when the rotating speed of the motor II 11 is exactly equal to that of the output shaft 2 of the transmission, combining the joint sleeve III 12 with the gear IV 9 to enable the gear IV 9 to be fixedly connected with the output shaft 2 of the transmission, wherein the motor I3 and the motor II 11 output power at the same time; the engaging sleeve I5 is disengaged from the gear V13, so that the gear V13 idles, and the motor II 11 outputs power independently at the moment; the rotating speed of the motor I3 is adjusted, when the ratio of the rotating speed of the motor I3 to the rotating speed of the output shaft 2 of the transmission is just the first-gear transmission ratio, the engaging sleeve I5 is combined with the gear II 4, the gear II 4 is fixedly connected with the input shaft I8 of the transmission, and the motor I3 and the motor II 11 output power at the same time; the engaging sleeve III 12 is separated from the gear IV 9, and the motor I3 outputs power independently at the moment; and adjusting the rotating speed of the motor II 11, and when the rotating speed of the motor II 11 is equal to that of the motor I3, combining the joint sleeve II 6 with the gear III 7 to ensure that the gear III 7 is fixedly connected with the input shaft I8 of the transmission, and simultaneously outputting power by the motor I3 and the motor II 11 to complete the process from two gears to one gear. It can be seen from the above description that the utility model discloses a control strategy adaptability is stronger, if increase a pair of gear again on the basis of original two keep off the derailleur, just so can increase one under the condition that does not increase control mechanism and keep off the position, become three and keep off the derailleur.

Claims

1. A double-motor two-gear transmission for an electric vehicle comprises a motor I (3), a motor II (11) and a mechanical automatic transmission, and is characterized in that the mechanical automatic transmission comprises a first gear pair formed by meshing a gear I (1) and a gear II (4), a second gear pair formed by meshing a gear III (7) and a gear IV (9), a joint sleeve I (5), a joint sleeve II (6), a joint sleeve III (12), a transmission input shaft I (8), a transmission input shaft II (10) and a transmission output shaft (2); the gear I (1) is fixedly connected with a transmission output shaft (2); the gear II (4) and the gear III (7) are sleeved on the transmission input shaft I (8) in a hollow mode, the gear IV (9) is fixedly connected to the transmission input shaft II (10), the output shaft of the motor I (3) is connected with the transmission input shaft I (8), and the output shaft of the motor II (11) is connected with the transmission input shaft II (10); the clutch sleeve I (5) is fixedly sleeved on the transmission input shaft I (8) and is adjacent to the gear II (4), the clutch sleeve I (5) can be combined with or separated from the gear II (4), the clutch sleeve II (6) is fixedly sleeved on the transmission input shaft I (8) and is adjacent to the gear III (7), the clutch sleeve II (6) can be combined with or separated from the gear III (7), the clutch sleeve III (12) is fixedly arranged on the transmission input shaft II (10) and is adjacent to the gear IV (9), and the clutch sleeve III (12) can be combined with or separated from the gear IV (9).

2. The dual-motor two-gear transmission for the electric vehicle as claimed in claim 1, wherein the mechanical automatic transmission further comprises a three-gear pair formed by meshing a gear v (13) and a gear vi (14), the gear v (13) is freely sleeved on the transmission input shaft i (8) and is positioned between the engaging sleeve i (5) and the engaging sleeve ii (6), the engaging sleeve i (5) can be selectively combined with the gear ii (4) or the gear v (13), and the gear vi (14) is fixedly connected with the transmission output shaft (2).

3. The dual-motor two-gear transmission for the electric vehicle as claimed in claim 1, wherein the mechanical automatic transmission provides 2 gears for the power output of the motor i (3) and the motor ii (11), and through the coupling of the motor i (3), the motor ii (11) and the mechanical automatic transmission, when the dual-motor drive is performed and the battery power is sufficient, the conversion of 2 effective gears can be realized, and the 2 gears are respectively a dual-motor low-speed gear and a dual-motor high-speed gear.

4. The dual-motor two-gear transmission for the electric vehicle as claimed in claim 3, wherein when the dual-motor two-gear transmission for the electric vehicle is in a dual-motor low-speed mode, the joint sleeve I (5) is combined with the gear II (4), so that the gear II (4) is fixedly connected with the transmission input shaft I (8), the joint sleeve II (6) is combined with the gear III (7), so that the gear III (7) is fixedly connected with the transmission input shaft I (8), the joint sleeve III (12) is not combined with the gear IV (9), and the rotating speeds of the motor I (3) and the motor II (11) are the same as the rotating direction; the power transmission route in this mode is: the power output by the motor I (3) is output by the transmission output shaft (2) after passing through the transmission input shaft I (8), the joint sleeve I (5), the gear II (4) and the gear I (1); the power output by the motor II (11) is output by the transmission output shaft (2) through the transmission input shaft II (10), the gear IV (9), the gear III (7), the joint sleeve II (6), the transmission input shaft I (8), the joint sleeve I (5), the gear II (4) and the gear I (1).

5. The dual-motor two-gear transmission for the electric vehicle as claimed in claim 3, wherein when the dual-motor two-gear transmission for the electric vehicle is in a dual-motor high-speed mode, the engaging sleeve II (6) is combined with the gear III (7) to fixedly connect the gear III (7) with the transmission input shaft I (8), the engaging sleeve III (12) is combined with the gear IV (9) to fixedly connect the gear IV (9) with the transmission output shaft (2), the engaging sleeve I (5) is not combined with the gear II (4), the gear II (4) idles, and the rotating speeds of the motor I (3) and the motor II (11) are the same as the rotating direction; the power transmission route in this mode is: the power output by the motor I (3) is output by the transmission output shaft (2) after passing through the transmission input shaft I (8), the joint sleeve II (6), the gear III (7), the gear IV (9) and the joint sleeve III (12); the power output by the motor II (11) is output by the transmission output shaft (2) through the transmission input shaft II (10), the gear IV (9) and the engaging sleeve III (12).

6. The shift control method of a two-motor two-speed transmission for an electric vehicle according to claim 3, wherein when the two-motor two-speed transmission for the electric vehicle changes from the two-motor low-speed gear to the two-motor high-speed gear:

the dual-motor low-speed gear is transited to the motor I (3) to independently work in the low-speed gear, and the joint sleeve II (6) is separated from the gear III (7) to enable the gear III (7) to idle; the power transmission route at this time is: the power is output by a motor I (3), and is output by a transmission output shaft (2) through a transmission input shaft I (8), a joint sleeve I (5), a gear II (4) and a gear I (1);

when the motor I (3) is in low-speed gear transition from the mode that the motor I (3) is in low-speed gear and the motor II (11) is in high-speed gear, when the rotating speed of the motor II (11) is the same as that of the transmission output shaft (2), the engaging sleeve III (12) is combined with the gear IV (9), so that the gear IV (9) is fixedly connected with the transmission output shaft (2); the power transmission route is as follows: the power output by the motor I (3) is output by the transmission output shaft (2) through the transmission input shaft I (8), the joint sleeve I (5), the gear II (4) and the gear I (1); the power output by the motor II (11) is output by the transmission output shaft (2) after passing through the transmission input shaft II (10), the gear IV (9) and the engaging sleeve III (12);

when the motor I (3) works in a low-speed gear and the motor II (11) works in a high-speed gear to transit to the motor II (11) to work in a high-speed gear independently, the engaging sleeve I (5) is separated from the gear II (4), and the gear II (4) idles; the power transmission route is as follows: the power is output by the motor II (11), and is output by the transmission output shaft (2) through the transmission input shaft II (10), the gear IV (9) and the joint sleeve III (12);

when the motor II (11) works in a high-speed gear alone and is transited to a double-motor high-speed gear, when the rotating speed of the motor I (3) is the same as that of the motor II (11), the joint sleeve II (6) is combined with the gear III (7), so that the gear III (7) is fixedly connected with the transmission input shaft I (8); the power transmission route is as follows: the power output by the motor I (3) is output by the transmission output shaft (2) through the transmission input shaft I (8), the joint sleeve II (6), the gear III (7), the gear IV (9) and the joint sleeve III (12); the power output by the motor II (11) is output by the transmission output shaft (2) through the transmission input shaft II (10), the gear IV (9) and the engaging sleeve III (12).

7. The dual-motor two-gear transmission for the electric vehicle according to claim 3, wherein when the dual-motor two-gear transmission for the electric vehicle is changed from the dual-motor high gear to the dual-motor low gear:

when the dual-motor high-speed gear is transited to the motor II (11) to independently work in the high-speed gear, the engaging sleeve II (6) is separated from the gear III (7), and the gear III (7) idles; the power transmission route is as follows: the power is output by the motor II (11), and is output by the transmission output shaft (2) through the transmission input shaft II (10), the gear IV (9) and the joint sleeve III (12);

when the motor II (11) is independently operated in a high-speed gear to be transited to the motor I (3) to be operated in a low-speed gear and the motor II (11) is operated in the high-speed gear, when the ratio of the rotating speed of the motor I (3) to the rotating speed of the output shaft of the speed changer is just equal to the transmission ratio of the low-speed gear, the engaging sleeve I (5) is combined with the gear II (4); the power transmission route is as follows: the power output by the motor I (3) is output by the transmission output shaft (2) through the transmission input shaft I (8), the joint sleeve I (5), the gear II (4) and the gear I (1); the power output by the motor II (11) is output by the transmission output shaft (2) through the transmission input shaft II (10), the gear IV (9) and the engaging sleeve III (12);

when the motor I (3) works in a low-speed gear and the motor II (11) works in a high-speed gear to transition to the motor I (3) to work in a low-speed gear independently, the engaging sleeve III (12) is separated from the gear IV (9); the power transmission route at this time is: the power is output by a motor I (3), and is output by a transmission output shaft (2) through a transmission input shaft I (8), a joint sleeve I (5), a gear II (4) and a gear I (1);

when the motor I (3) works in a low-speed gear alone to transition to a double-motor low-speed gear, when the rotating speed of the motor II (11) is equal to that of the motor I (3), the engaging sleeve II (6) is combined with the gear III (7); the power transmission route at this time is: the power output by the motor I (3) is output by the transmission output shaft (2) through the transmission input shaft I (8), the joint sleeve I (5), the gear II (4) and the gear I (1); the power output by the motor II (11) is output by the transmission output shaft (2) through the transmission input shaft II (10), the gear IV (9), the gear III (7), the joint sleeve II (6), the transmission input shaft I (8), the joint sleeve I (5), the gear II (4) and the gear I (1).

8. The dual-motor two-gear transmission for the electric vehicle as claimed in claim 3, wherein when the dual-motor two-gear transmission for the electric vehicle is in a reverse gear mode, the motor I (3) works alone, the motor I (3) rotates reversely, the joint sleeve I (5) is combined with the gear II (4) to enable the gear II (4) to be fixedly connected with the transmission input shaft I (8), the joint sleeve II (6) is separated from the gear III (7), the gear III (7) idles, and the joint sleeve III (12) is not combined with the gear IV (9); the power transmission route at this time is: power is output by the motor I (3), and is output by the transmission output shaft (2) through the transmission input shaft I (8), the joint sleeve I (5), the gear II (4) and the gear I (1).

9. The dual-motor two-gear transmission for the electric vehicle as claimed in claim 3, wherein when the vehicle drives the running brake in the dual-motor low-speed mode, the power transmission route is as follows: the input power sequentially passes through a transmission output shaft (2), a gear I (1), a gear II (4) and a joint sleeve I (5), and one path of the input power passes through a transmission input shaft I (8) and then drags a motor I (3) to generate electricity; the other path of the power is driven by a second motor (11) to generate power through a first transmission input shaft I (8), a second coupling sleeve II (6), a gear III (7), a gear IV (9) and a second transmission input shaft II (10); when the battery is fully charged, mechanical braking is changed; when the automobile drives to run and brake in the dual-motor high-speed gear mode, the power transmission route is as follows: after input power sequentially passes through a transmission output shaft (2) and a joint sleeve III (12), one path of the input power passes through a gear IV (9), a gear III (7), a joint sleeve II (6) and a transmission input shaft I (8) to drag a motor I (3) to generate electricity; the other path of the power is driven by a motor II (11) to generate power through a gear IV 10 and a transmission input shaft II (10).