A dual-motor electric drive axle

Abstract

The present invention discloses a dual-motor electric drive axle, belonging to the technical field of new energy vehicle powertrains. The tenth transmission gear is connected to the motor rotor and meshes with the ninth transmission gear; the third transmission gear and the fourth transmission gear are connected to the output end of the shift actuator, and the second drive motor is connected to the input end of the shift actuator; the seventh transmission gear is connected to the differential; the left and right half shafts are connected to the output end of the differential; the third transmission gear meshes with the seventh transmission gear; the fourth transmission gear meshes with the input gear outside the differential; the eighth transmission gear is connected to the ninth transmission gear and meshes with the seventh transmission gear or the input gear outside the differential. The second drive motor can selectively intervene and cooperate with the main power system for auxiliary drive to increase the driving power. Through the dual-motor combination method and different dual-motor coupling control strategies, the motor load rate is increased, the motor operation efficiency is improved, and the vehicle energy consumption level is reduced.

Description

Technical Field

[0001] The invention belongs to the technical field of new energy vehicle powertrains, and specifically relates to a dual-motor electric drive axle. Background Art

[0002] The technology of new energy vehicle electric drive systems is generally developing towards the integration and integration of power systems. Through integrated design, on the one hand, the volume and weight of the assembly can be further reduced, and the power, volume, and torque density of the system can be improved; on the other hand, through integrated and refined matching, the NVH level of the electric drive assembly can be improved, facilitating serialization and mass production, improving the versatility of the product, and reducing development and production costs.

[0003] Currently, most new energy commercial vehicle electric drive axles adopt solutions such as single electric motors for electric vehicles matching AMT gearboxes, single electric motors matching reducers, dual electric motors matching reducers, and dual electric motors matching AMT gearboxes, and most are single-motor solutions, with relatively low system integration, specifically manifested as: the powertrain occupies a large space and has a large weight. To meet complex working conditions, single electric motors consider a large design margin and mostly use large-power motors. However, in most actual operating situations, the required power is small, resulting in a low actual load rate of the motor and the driving motor running in a low-efficiency area for a long time, causing high energy consumption of the whole vehicle. The dual-motor matching solution mainly uses in-wheel motors and has no central differential. For electric vehicles with high speeds and frequent steering, the stability is poor and the tire wear is serious. The dual-motor matching AMT solution has not been widely promoted and applied yet, and most use two sets of motors to match two sets of AMT methods respectively, with a large weight, poor shift reliability, and high system control difficulty. Summary of the Invention

[0004] To solve the above problems, the invention provides a dual-motor electric drive axle. By integrating the motor and the axle deeply into one body, the weight of the axle assembly is greatly reduced, the energy consumption of the whole vehicle is reduced, and the space of the whole vehicle is increased; the dual motors are beneficial to realizing the modularization of the drive motor system, reducing the development difficulty of high-power and high-torque motors, reducing the types of motors, facilitating the different couplings of driving forces and real-time power distribution at different vehicle speeds and different loads, and realizing the serialization expansion of axles of different tonnages.

[0005] The invention is realized by the following technical solutions:

[0006] A dual-motor electric drive axle includes a left half shaft, a right half shaft, a second drive motor, a first drive motor, a tenth transmission gear, a ninth transmission gear, an eighth transmission gear, a seventh transmission gear, a third transmission gear, a fourth transmission gear, a shift execution mechanism, and a differential, which are integrally installed in the vehicle body axle housing;

[0007] The tenth transmission gear is connected to the motor rotor of the first driving motor and meshes with the ninth transmission gear;

[0008] The third transmission gear and the fourth transmission gear are respectively connected to the two output ends of the shift actuator, and the second driving motor is drivingly connected to the input end of the shift actuator;

[0009] The seventh transmission gear is connected to the differential;

[0010] The left half shaft slidably penetrates through the middle parts of the motor rotor, the tenth transmission gear and the seventh transmission gear, and is connected to one output end of the differential; the right half shaft is connected to the other output end of the differential; and a left tire and a right tire are respectively connected to the left half shaft and the right half shaft;

[0011] The third transmission gear meshes with the seventh transmission gear; the fourth transmission gear meshes with the input gear outside the differential;

[0012] The eighth transmission gear is connected to the ninth transmission gear and meshes with the seventh transmission gear or the input gear outside the differential.

[0013] A further improvement of the present invention is that it further includes a second transmission gear connected to the input end of the shift actuator; a first transmission gear meshing with the second transmission gear is installed on the input end of the second driving motor; the second driving motor is arranged in parallel with the first driving motor.

[0014] A further improvement of the present invention is that a power take-off is further connected to the input end of the shift actuator.

[0015] A further improvement of the present invention is that the left tire is connected to the left half shaft through a left wheel side reduction module; the right tire is connected to the right half shaft through a right wheel side reduction module.

[0016] A further improvement of the present invention is that the left wheel side reduction module includes a left wheel side reduction module sun gear, a left wheel side reduction module planet gear connected and installed by a left wheel side reduction module planet carrier, and a left wheel side reduction module ring gear that are meshed with each other in sequence from inside to outside. The left wheel side reduction module planet carrier is connected to the left tire, and the left wheel side reduction module sun gear is connected to the left half shaft;

[0017] The right wheel side reduction module includes a right wheel side reduction module sun gear, a right wheel side reduction module planet gear connected and installed by a right wheel side reduction module planet carrier, and a right wheel side reduction module ring gear that are meshed with each other in sequence from inside to outside. The right wheel side reduction module planet carrier is connected to the right tire, and the right wheel side reduction module sun gear is connected to the right half shaft.

[0018] A further improvement of the present invention is that the left wheel side reduction module includes a left wheel side reduction module sun gear, a left wheel side reduction module planet gear connected and installed by the left wheel side reduction module planet carrier, and a left wheel side reduction module ring gear that are engaged with each other from the inside to the outside. The left wheel side reduction module ring gear is connected to the left tire, and the left wheel side reduction module sun gear is connected to the left half shaft.

[0019] The right wheel side reduction module includes a right wheel side reduction module sun gear, a right wheel side reduction module planet gear connected and installed by the right wheel side reduction module planet carrier, and a right wheel side reduction module ring gear that are engaged with each other from the inside to the outside. The right wheel side reduction module ring gear is connected to the right tire, and the right wheel side reduction module sun gear is connected to the right half shaft.

[0020] A further improvement of the present invention is that a first sleeve for the left half shaft to slide through is provided in the middle of the motor rotor. The first sleeve is connected and installed to the vehicle body bridge housing through a bearing, and the tenth transmission gear is sleeved on the first sleeve.

[0021] A further improvement of the present invention is that the ninth transmission gear and the eighth transmission gear are connected by a first core shaft. The first core shaft is installed on the vehicle body bridge housing through a bearing; support bearings connected and installed to the vehicle body bridge housing are respectively installed on the two output gears of the differential.

[0022] A further improvement of the present invention is that the motor stator of the first drive motor is rigidly integrally connected to the vehicle body bridge housing; a cooling water channel surrounding the motor stator is provided in the vehicle body bridge housing, and the cooling water channel is connected to a cooling circulation component.

[0023] From the above technical solutions, it can be seen that the beneficial effects of the present invention are:

[0024] The first driving motor serves as the main power system and is in constant mesh; the power of the second driving motor is transmitted to the shift actuator, and different states can be selected through the shift actuator: neutral gear, connected to the third transmission gear, and connected to the fourth transmission gear, enabling different coupling forms of power to be transmitted to the differential, and the power is distributed to the two half shafts through the differential and finally transmitted to the tires. The power transmission of the second driving motor serves as an auxiliary power system and can selectively intervene and cooperate with the main power system for auxiliary driving. When the two cooperate, the driving speeds of the differential are the same to increase the driving power. The dual motors can be configured differently according to the vehicle tonnage and load. The differential configuration mainly means that the power, torque, and efficiency distribution of the motors can be different. According to different transmission paths and power combination methods, distributed drive of the motors and power transmission coupling can be achieved. Through the modular dual-motor combination method and different dual-motor coupling control strategies, compared with single-motor drive, the motor load rate can be effectively increased, the motor operation efficiency can be improved, the mass of the power assembly can be reduced, and the energy consumption level of the whole vehicle can be reduced; the modular structure can shorten the product design and development cycle, reduce the development cost, simplify the design of the whole vehicle chassis, save chassis space, and reduce noise. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] In order to more clearly illustrate the technical solutions of the present invention, the drawings required for description will be briefly introduced below. Obviously, the drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0026] Figure 1 Schematic diagram of Embodiment 1 of the specific embodiment of the present invention.

[0027] Figure 2 Schematic diagram of Embodiment 2 of the specific embodiment of the present invention.

[0028] Figure 3 Schematic diagram of the structure of the first driving motor of the specific embodiment of the present invention.

[0029] Figure 4 Schematic diagram of the structure of an embodiment of the wheel reduction module of the specific embodiment of the present invention.

[0030] Figure 5 Schematic diagram of the structure of another embodiment of the wheel reduction module of the specific embodiment of the present invention.

[0031] Figure 6 Schematic diagram of the working mode of the specific embodiment of the present invention.

[0032] In the accompanying drawings: 1. Second driving motor; 2. Left wheel side reduction module; 2-1. Sun gear of left wheel side reduction module; 2-2. Ring gear of left wheel side reduction module; 2-3. Planet carrier of left wheel side reduction module; 3. Second transmission gear; 4. Third transmission gear; 5. Shift actuator; 6. Fourth transmission gear; 7. Fifth transmission gear; 8. Sixth transmission gear; 9. Right wheel side reduction module; 9-1. Sun gear of right wheel side reduction module; 9-2. Ring gear of right wheel side reduction module; 9-3. Planet carrier of right wheel side reduction module; 10. Right tire; 11. Right half shaft; 12. Differential; 13. Seventh transmission gear; 14. Eighth transmission gear; 15. Ninth transmission gear; 16. Tenth transmission gear; 17. First driving motor; 17-1. Motor stator; 17-2. Motor rotor; 18. Left half shaft; 19. First transmission gear; 20. Left tire; 21. Power take-off. Detailed implementation mode

[0033] In order to make the objectives, features and advantages of the present invention more obvious and understandable, the technical solutions in the present invention will be clearly and completely described below with reference to the accompanying drawings in the specific embodiments of the present invention. Obviously, the embodiments described below are only a part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments in this patent, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of this patent.

[0034] Embodiment 1

[0035] As Figure 1 shown, the present invention discloses a dual-motor electric drive axle, including a left half shaft 18, a right half shaft 11, and a second driving motor 1, a first driving motor 17, a tenth transmission gear 16, a ninth transmission gear 15, an eighth transmission gear 14, a seventh transmission gear 13, a third transmission gear 4, a fourth transmission gear 6, a shift actuator 5 and a differential 12 integrally installed in the vehicle body axle housing;

[0036] The tenth transmission gear 16 is connected to the motor rotor 17-2 of the first driving motor 17 and meshes with the ninth transmission gear 15;

[0037] The third transmission gear 4 and the fourth transmission gear 6 are respectively connected to the two output ends of the shift actuator 5, and the second driving motor 1 is drivingly connected to the input end of the shift actuator 5;

[0038] The seventh transmission gear 13 and the differential 12 are connected through a second sleeve, and the second sleeve is connected and installed to the vehicle body axle housing through a bearing; the structure is simple, the disassembly and assembly are convenient, and the accuracy and stability of the transmission are ensured.

[0039] The left half shaft 18 slides through the middle parts of the motor rotor 17-2, the tenth transmission gear 16, the seventh transmission gear 13, and the second sleeve in sequence, and is connected to the left output end of the differential 12; the right half shaft 11 is connected to the right output end of the differential 12; and the left tire 20 and the right tire 10 are respectively connected to the left half shaft 18 and the right half shaft 11.

[0040] The third transmission gear 4 meshes with the seventh transmission gear 13; the fourth transmission gear 6 meshes with the input gear outside the differential 12.

[0041] The eighth transmission gear 14 is connected to the ninth transmission gear 15 and meshes with the input gear outside the differential 12.

[0042] The first drive motor 17 is the main motor, and the second drive motor 1 is the auxiliary motor.

[0043] The motor rotor 17-2 of the first drive motor 17 rotates, and is transmitted to the input gear outside the differential 12 through the tenth transmission gear 16, the ninth transmission gear 15, and the eighth transmission gear 14. The power is distributed to the two half shafts (the left half shaft 18 and the right half shaft 11) through the differential 12, and finally transmitted to the tires (the left tire 20 and the right tire 10) to achieve power transmission. As the main power system, the first drive motor 17 is in constant mesh; the power of the second drive motor 1 is transmitted to the shift actuator 5, and different states can be selected through the shift actuator 5: neutral gear, connected to the third transmission gear 4, connected to the fourth transmission gear 6, which can realize different coupling forms of power, transmitted to the differential 12, and the power is distributed to the two half shafts through the differential 12 and finally transmitted to the tires. The power transmission of the second drive motor 1 is used as the auxiliary power system, which can selectively intervene and cooperate with the main power system for auxiliary drive. When the two cooperate, the driving speed of the differential 12 is the same (controlled by the controller in a linked manner) to increase the driving power. The two motors can be configured differently according to the vehicle tonnage and load. The different configuration mainly means that the power, torque, and efficiency distribution of the motors can be different. According to different transmission paths and power combination methods, distributed drive and power transmission coupling of the motors can be realized. Through the modular dual-motor combination method and different dual-motor coupling control strategies, compared with single-motor drive, the motor load rate is effectively increased, the motor operation efficiency is improved, the mass of the power assembly is reduced, and the energy consumption level of the whole vehicle is reduced; the modular structure can shorten the product design and development cycle, reduce the development cost, simplify the design of the whole vehicle chassis, save the chassis space, and reduce the noise.

[0044] Embodiment 2

[0045] As Figure 2As shown in the figure, the structure of this embodiment is basically the same as that of Embodiment 1, and the difference lies in that: the eighth transmission gear 14 is connected to the ninth transmission gear 15 and meshes with the seventh transmission gear 13. The first driving motor 17 serves as the main power system, and its power is sequentially transmitted through the tenth transmission gear 16, the ninth transmission gear 15, the eighth transmission gear 14, and the seventh transmission gear 13. The power is distributed to two half shafts (the left half shaft 18 and the right half shaft 11) through the differential 12 and finally transmitted to the tires (the left tire 20 and the right tire 10) to achieve the transmission of power.

[0046] As Figure 1-2 shown in the figure, this dual-motor electric drive axle further includes a second transmission gear 3 connected to the input end of the shift actuator 5; a first transmission gear 19 meshing with the second transmission gear 3 is installed on the input end of the second driving motor 1; the second driving motor 1 is arranged in parallel with the first driving motor 17. The power of the second driving motor 1 is decelerated at the first stage, that is, the transmission meshing between the first transmission gear 19 and the second transmission gear 3, which can achieve the smooth transmission of power. The second driving motor 1 is arranged in parallel with the first driving motor 17, effectively reducing the space occupation and the volume of the axle housing of the whole vehicle body.

[0047] According to the functional requirements of the whole vehicle, a power take-off 21 can be optionally installed; if the power take-off 21 is not installed, a corresponding sealing cover plate is installed at this part of the axle housing assembly.

[0048] Among them, in one embodiment, as Figure 1 shown in the figure, the input end of the shift actuator 5 is directly connected to the power take-off 21. The power of the second driving motor 1 is sequentially transmitted through the first transmission gear 19 and the second transmission gear 3 and directly transmitted to the power take-off 21, which can realize the power take-off application of the power take-off 21, such as being applied to multi-functional vehicles such as sanitation vehicles.

[0049] In another embodiment, as Figure 2 shown in the figure, a sixth transmission gear 8 is connected to the input end of the shift actuator 5, and a fifth transmission gear 7 meshing with the sixth transmission gear 8 is connected to the power take-off 21. The second transmission gear 3 and the sixth transmission gear 8 are connected by a second core shaft. The second core shaft is fixedly connected to the input end of the shift actuator 5 and is installed on the axle housing of the vehicle body through bearings. The power of the second driving motor 1 is sequentially transmitted through the first transmission gear 19, the second transmission gear 3, the second core shaft, the sixth transmission gear 8, and the fifth transmission gear 7 to the power take-off 21, which can realize the power take-off application of the power take-off 21, such as being applied to multi-functional vehicles such as road sweepers.

[0050] As Figure 6 shown in the figure, according to the different positions of the shift fork of the shift actuator 5, the following four working modes can be realized:

[0051] EV1 mode: The shift fork of the shift actuator 5 is in the middle position, which is in the neutral position at this time; the first drive motor 17 is constantly meshed for driving, and the second drive motor 1 does not participate in driving. The second drive motor 1 only provides power for the power take-off 21. Applicable working conditions: no-load start (no slope or small slope), full-load cruise (flat road), and low-speed operation (optional PTO).

[0052] EV2 mode: The shift fork of the shift actuator 5 is on one side of the third transmission gear 4, so that the power at the input end of the shift actuator 5 is directly transmitted to the third transmission gear 4. It is meshed with the third transmission gear 4 through the seventh transmission gear 13 to realize the auxiliary drive of the differential 12. The transmission ratio between the third transmission gear 4 and the seventh transmission gear 13 is relatively small, which is 2:1; the first drive motor 17 is constantly meshed for driving. Applicable working conditions: full-load start (no slope or small slope), no-load start (steep slope), full-load high speed (no slope or small slope), and high-speed overtaking.

[0053] EV3 mode: The shift fork of the shift actuator 5 is on one side of the fourth transmission gear 6, so that the power at the input end of the shift actuator 5 is directly transmitted to the fourth transmission gear 6. It is meshed with the fourth transmission gear 6 through the input gear outside the differential 12 to realize the auxiliary drive of the differential 12. The transmission ratio between the fourth transmission gear 6 and the input gear outside the differential 12 is relatively large, which is 5:1, and it has greater auxiliary power compared with the EV2 mode; the first drive motor 17 is constantly meshed for driving. Applicable working conditions: full-load start (steep slope) and medium-low speed climbing (steep slope).

[0054] Reverse gear mode: The first drive motor 17 and the second drive motor 1 rotate in reverse, which is applicable to the above EV1, EV2 and EV3.

[0055] As Figure 2 shown, the left tire 20 is connected to the left half shaft 18 through the left wheel side reduction module 2; the right tire 10 is connected to the right half shaft 11 through the right wheel side reduction module 9. After the transmitted speed and torque are reduced in speed and increased in torque by the wheel side reduction module, they are then transmitted to the tire, so that under the reaction of the ground adhesion force of the tire, a greater driving force is generated, thereby reducing the force on each part in front of the wheel side reduction module.

[0056] Among them, in one embodiment, as Figure 4As shown in the figure, the left wheel side reduction module 2 includes a left wheel side reduction module sun gear 2-1, a left wheel side reduction module planet gear connected and installed by a left wheel side reduction module planet carrier 2-3, and a left wheel side reduction module ring gear 2-2 that are meshed in sequence from the inside to the outside. The left wheel side reduction module planet carrier 2-3 is connected to the left tire 20, and the left wheel side reduction module sun gear 2-1 is connected to the left half shaft 18; the right wheel side reduction module 9 includes a right wheel side reduction module sun gear 9-1, a right wheel side reduction module planet gear connected and installed by a right wheel side reduction module planet carrier 9-3, and a right wheel side reduction module ring gear 9-2 that are meshed in sequence from the inside to the outside. The right wheel side reduction module planet carrier 9-3 is connected to the right tire 10, and the right wheel side reduction module sun gear 9-1 is connected to the right half shaft 11. The power on the shaft is transmitted to the sun gear, and the tire connected to the planet carrier is driven to rotate through the planetary transmission method, so as to achieve the purpose of speed reduction and torque increase drive.

[0057] Among them, in another embodiment, as Figure 5 shown, the left wheel side reduction module 2 includes a left wheel side reduction module sun gear 2-1, a left wheel side reduction module planet gear connected and installed by a left wheel side reduction module planet carrier 2-3, and a left wheel side reduction module ring gear 2-2 that are meshed in sequence from the inside to the outside. The left wheel side reduction module ring gear 2-2 is connected to the left tire 20, and the left wheel side reduction module sun gear 2-1 is connected to the left half shaft 18; the right wheel side reduction module 9 includes a right wheel side reduction module sun gear 9-1, a right wheel side reduction module planet gear connected and installed by a right wheel side reduction module planet carrier 9-3, and a right wheel side reduction module ring gear 9-2 that are meshed in sequence from the inside to the outside. The right wheel side reduction module ring gear 9-2 is connected to the right tire 10, and the right wheel side reduction module sun gear 9-1 is connected to the right half shaft 11. The power on the half shaft is transmitted to the sun gear, and the tire connected to the ring gear is driven to rotate through the planetary transmission method, so as to achieve the purpose of speed reduction and torque increase drive.

[0058] As Figure 1-3 shown, a first sleeve for the left half shaft 18 to slide through is provided in the middle of the motor rotor 17-2. The first sleeve is connected and installed to the vehicle body bridge housing through a bearing. The tenth transmission gear 16 is sleeved on the first sleeve and is positioned and installed through a spline. The tenth transmission gear 16 is reliably connected to the motor rotor 17-2 through the first sleeve, ensuring the accuracy and reliability of the transmission.

[0059] Among them, the ninth transmission gear 15 and the eighth transmission gear 14 are connected by a first core shaft. The first core shaft is installed on the vehicle body bridge housing through a bearing. Through the coaxial and parallel arrangement of the ninth transmission gear 15 and the eighth transmission gear 14, two-stage speed reduction is achieved, ensuring the reliability of the transmission; support bearings connected and installed to the vehicle body bridge housing are respectively installed on the two output gears of the differential 12, and the half shafts bear the load on the vehicle body bridge housing, ensuring the smoothness of the vehicle driving.

[0060] Among them, the vehicle body axle housing includes a main axle housing and a sub-axle housing. The main axle housing wraps and mounts the wheel side reduction module, half shafts, the first drive motor 17, the tenth transmission gear 16, and the seventh transmission gear 13. The main axle housing and the two half shafts are supported and installed through support bearings, and are respectively connected and installed with the first sleeve and the second sleeve through bearings. The sub-axle housing wraps and mounts the ninth transmission gear 15, the eighth transmission gear 14, the second drive motor 1, the first transmission gear 19, the second transmission gear 3, the third transmission gear 4, the shift execution mechanism 5, the fourth transmission gear 6, the sixth transmission gear 8, and the fifth transmission gear 7. The sub-axle housing is respectively connected and installed with the first mandrel and the second mandrel through bearings, and is connected and installed with the second drive motor 1. The main axle housing and the sub-axle housing are correspondingly provided with transmission connection channels and are connected and installed through bolts. It realizes a highly integrated design. Each bearing, as a load-bearing part connected and installed with the vehicle body axle housing, ensures the reliability of transmission. The split design makes disassembly and assembly convenient and maintenance easy.

[0061] Among them, the motor stator 17-1 of the first drive motor 17 is rigidly integrally connected with the vehicle body axle housing; a cooling water channel surrounding the motor stator 17-1 is provided in the vehicle body axle housing, and the cooling water channel is connected with a cooling circulation component; the first drive motor 17 is a permanent magnet synchronous motor. The integration of the motor stator 17-1 and the main axle housing reduces the space occupied by the first drive motor 17. Integrating various components with the vehicle body axle housing deeply into one body significantly reduces the weight of the axle assembly, reduces the energy consumption of the whole vehicle, and improves the space of the whole vehicle. The cooling of the first drive motor 17 is realized by circulating the coolant in the cooling water channel through the cooling circulation driving component, ensuring the reliability of the operation of the first drive motor 17. The structure is simple, the integration degree is high, and the space occupation is saved. The permanent magnet synchronous motor uses permanent magnets to provide excitation, making the motor structure relatively simple, reducing the processing and assembly costs, and eliminating the slip rings and brushes that are prone to problems, improving the reliability of the motor operation; and because there is no need for excitation current and no excitation loss, the efficiency and power density of the motor are improved. The permanent magnet synchronous motor has the following advantages: high power efficiency, high power factor, no gearbox, light weight of the whole transmission system, and small heat generation; adopting a fully enclosed structure, no wear of transmission gears, no noise of transmission gears, no lubricating oil required, and no maintenance required; allowing a large overload current, high reliability; high magnetic energy product, obtaining a higher air gap magnetic flux density, and when the capacity is the same, the motor has a smaller volume and lighter weight; the rotor has no copper loss and iron loss, nor the friction loss of slip rings and brushes, and has a high operating efficiency; small moment of inertia, allowing a large pulse torque, obtaining a higher acceleration, good dynamic performance, compact structure, and reliable operation.

[0062] In this dual-motor electric drive axle, the first drive motor serves as the main power system and is in constant mesh; the power of the second drive motor is transmitted to the shift actuator, and different states can be selected through the shift actuator: neutral gear, connected to the third transmission gear, and connected to the fourth transmission gear, enabling different coupling forms of power, which is transmitted to the differential, and the power is distributed to the two half shafts through the differential and finally transmitted to the tires. The power transmission of the second drive motor serves as an auxiliary power system and can selectively intervene and cooperate with the main power system for auxiliary drive. When the two cooperate, the driving speeds of the differential are the same to increase the driving power. The dual motors can be configured differently according to the vehicle tonnage and load. The different configurations mainly refer to the different distributions of the motor power, torque, and efficiency. According to different transmission paths and power combination methods, distributed motor drive and power transmission coupling can be achieved. Through the modular dual-motor combination method and different dual-motor coupling control strategies, compared with single-motor drive, the motor load rate is effectively increased, the motor operation efficiency is improved, the mass of the power assembly is reduced, and the vehicle energy consumption level is reduced; the modular structure can shorten the product design and development cycle, reduce the development cost, simplify the vehicle chassis design, save chassis space, and reduce noise.

[0063] The various embodiments in this specification are described in a progressive manner. Each embodiment focuses on the differences from other embodiments. For the same and similar parts among the various embodiments, reference can be made to each other.

[0064] Terms such as "upper", "lower", "outer side", "inner side", etc. in the specification, claims, and above-mentioned drawings of the present invention, if any, are used to distinguish the relative relationships in position and do not need to be given qualitative definitions. It should be understood that such used data can be interchanged under appropriate circumstances so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "comprising" and "having" and any variations thereof are intended to cover non-exclusive inclusion.

[0065] The above description of the disclosed embodiments enables those skilled in the art to implement or use the present invention. Various modifications to these embodiments will be obvious to those skilled in the art. The general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention will not be limited to the embodiments shown herein, but will conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A dual-motor electric drive axle, characterized in that, It includes a left half shaft (18), a right half shaft (11), and a second drive motor (1), a first drive motor (17), a tenth transmission gear (16), a ninth transmission gear (15), an eighth transmission gear (14), a seventh transmission gear (13), a third transmission gear (4), a fourth transmission gear (6), a shift actuator (5), and a differential (12) that are integrally installed in the vehicle body axle housing; the tenth transmission gear (16) is connected to the motor rotor (17-2) of the first drive motor (17) and meshes with the ninth transmission gear (15); the third transmission gear (4) and the fourth transmission gear (6) are respectively connected to the two output ends of the shift actuator (5), the second drive motor (1) is drivingly connected to the input end of the shift actuator (5), and a power take-off (21) is also connected to the input end of the shift actuator (5); the seventh transmission gear (13) is connected to the differential (12); the left half shaft (18) slidably penetrates through the middle of the motor rotor (17-2), the middle of the tenth transmission gear (16), and the middle of the seventh transmission gear (13), and is connected to one output end of the differential (12); the right half shaft (11) is connected to the other output end of the differential (12); and a left tire (20) and a right tire (10) are respectively connected to the left half shaft (18) and the right half shaft (11), and the left tire (20) is connected to the left half shaft (18) through a left wheel side reduction module (2); the right tire (10) is connected to the right half shaft (11) through a right wheel side reduction module (9); the third transmission gear (4) meshes with the seventh transmission gear (13); the fourth transmission gear (6) meshes with the input gear outside the differential (12); the eighth transmission gear (14) is connected to the ninth transmission gear (15) and meshes with the seventh transmission gear (13) or the input gear outside the differential (12).

2. The dual-motor electric drive axle according to claim 1, wherein It further includes a second transmission gear (3) connected to the input end of the shift actuator (5); a first transmission gear (19) that meshes with the second transmission gear (3) is installed on the input end of the second drive motor (1); the second drive motor (1) is arranged in parallel with the first drive motor (17).

3. The dual-motor electric drive axle according to claim 1, wherein, The left wheel side reduction module (2) includes a left wheel side reduction module sun gear (2-1), a left wheel side reduction module planet gear and a left wheel side reduction module ring gear (2-2) that are connected and installed by a left wheel side reduction module planet carrier (2-3) and mesh with each other in sequence from inside to outside. The left wheel side reduction module planet carrier (2-3) is connected to the left tire (20), and the left wheel side reduction module sun gear (2-1) is connected to the left half shaft (18); the right wheel side reduction module (9) includes a right wheel side reduction module sun gear (9-1), a right wheel side reduction module planet gear and a right wheel side reduction module ring gear (9-2) that are connected and installed by a right wheel side reduction module planet carrier (9-3) and mesh with each other in sequence from inside to outside. The right wheel side reduction module planet carrier (9-3) is connected to the right tire (10), and the right wheel side reduction module sun gear (9-1) is connected to the right half shaft (11).

4. The dual-motor electric drive axle according to claim 1, wherein, The left wheel side reduction module (2) includes a left wheel side reduction module sun gear (2-1), a left wheel side reduction module planet carrier gear and a left wheel side reduction module ring gear (2-2) which are meshed in sequence from inside to outside. The left wheel side reduction module ring gear (2-2) is connected to the left tire (20), and the left wheel side reduction module sun gear (2-1) is connected to the left half shaft (18). The right wheel side reduction module (9) includes a right wheel side reduction module sun gear (9-1), a right wheel side reduction module planet carrier gear and a right wheel side reduction module ring gear (9-2) which are meshed in sequence from inside to outside. The right wheel side reduction module ring gear (9-2) is connected to the right tire (10), and the right wheel side reduction module sun gear (9-1) is connected to the right half shaft (11).

5. The dual-motor electric drive axle according to claim 1, characterized in that, A first sleeve for the left half shaft (18) to slide through is provided in the middle of the motor rotor (17-2). The first sleeve is connected and installed to the vehicle body bridge housing through bearings, and the tenth transmission gear (16) is sleeved on the first sleeve.

6. The dual-motor electric drive axle according to claim 1, characterized in that, The ninth transmission gear (15) and the eighth transmission gear (14) are connected by a first core shaft. The first core shaft is installed on the vehicle body bridge housing through bearings. Support bearings connected and installed to the vehicle body bridge housing are respectively installed on the two output gears of the differential (12).

7. The dual-motor electric drive axle according to claim 1, characterized in that, The motor stator (17-1) of the first drive motor (17) is rigidly and integrally connected to the vehicle body bridge housing. A cooling water channel surrounding the motor stator (17-1) is provided in the vehicle body bridge housing, and the cooling water channel is connected with a cooling circulation component.

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