A mutual redundancy dual-motor drive axle and a control method thereof

Abstract

The present application relates to a kind of mutual redundancy dual-motor drive axle and control method thereof, belong to electric vehicle technical field, mutual redundancy dual-motor drive axle includes drive axle housing assembly;Reducer assembly is installed on drive axle housing assembly;Wheel end half shaft, is installed in reducer assembly both ends, wheel end half shaft one end is connected with reducer assembly through spline, the other end penetrates drive axle housing assembly and extends to outside;Wheel end assembly, is installed in wheel end half shaft and extends drive axle housing assembly one end;Brake assembly is installed on wheel end assembly.The present application adopts the design scheme of dual motor, can independently and accurately control the rotational speed and torque of each drive wheel, can avoid unnecessary power loss, improve the utilization efficiency of energy, can realize the performance of electronic differential, improve the steering stability and driving safety of whole vehicle.And in the case where one motor cannot work, realize the function of mutual redundancy, by another motor independent drive two side wheels.

Description

Technical Field

[0001] This invention relates to the field of electric vehicle technology, specifically to a mutually redundant dual-motor drive axle and its control method. Background Technology

[0002] In the context of the electrification of new energy vehicles, electric drive axles have been widely applied and developed. Currently, electric drive axles are mainly divided into two categories: one type uses a single motor to replace the original engine as the new power source. This single motor is integrated with different types of reducers and differentials to form various forms of single-motor integrated drive axle devices. The other type combines two motors with different types of reduction mechanisms to provide power to different drive wheels. This type of drive axle eliminates the need for a differential and allows for independent control of the torque and speed of each drive wheel.

[0003] It is worth noting that when the power source of a single-motor driven axle fails, the entire vehicle will lose its ability to move. A dual-motor drive axle can solve this problem; if one motor fails, the other motor can still independently drive one drive wheel. However, if only one drive wheel is powered, it will affect the stability and safety of the entire vehicle.

[0004] Therefore, this invention proposes a redundant dual-motor drive axle device. Under normal driving conditions, the two motors can each drive one drive wheel, achieving electronic differential. When one motor fails, the other motor simultaneously drives both drive wheels, and the two drive wheels maintain differential speed reliably through a mechanical differential. Summary of the Invention

[0005] The purpose of this invention is to provide a mutually redundant dual-motor drive bridge and its control method to solve the problems mentioned in the background art.

[0006] To achieve the above objectives, the present invention provides the following technical solution:

[0007] A mutually redundant dual-motor drive bridge includes:

[0008] Drive axle housing assembly;

[0009] The reducer assembly is mounted on the drive axle housing assembly;

[0010] The wheel end half shaft is installed at both ends of the reducer assembly. One end of the wheel end half shaft is connected to the reducer assembly via a spline, and the other end passes through the drive axle housing assembly and extends to the outside.

[0011] The wheel end assembly is installed at one end of the wheel end half-shaft that extends out of the drive axle housing assembly;

[0012] A brake assembly is mounted on the wheel end assembly.

[0013] As a further technical solution of the present invention, the reducer assembly includes:

[0014] The first main reducer is fixedly installed at one end of one side of the drive axle housing assembly;

[0015] The second main reducer is fixedly installed at the end of the drive axle housing assembly away from the first main reducer and cooperates with the first main reducer. The second main reducer is arranged in a mirror symmetrical manner with the first main reducer.

[0016] The linkage mechanism is connected at one end to the first main reducer and at the other end to the second main reducer.

[0017] As a further technical solution of the present invention, the first main reducer includes:

[0018] First main reducer housing

[0019] The first main reducer end cover is fixedly installed on one side of the first main reducer housing;

[0020] The first permanent magnet synchronous motor is fixedly mounted on the housing of the first main reducer;

[0021] The first driving helical gear is rotatably connected to the housing of the first main reducer and the end cover of the first main reducer via a first tapered roller bearing. One end of the first driving helical gear is connected to the output shaft of the first permanent magnet synchronous motor via a spline.

[0022] The non-locking side housing of the first differential is rotatably connected to the main reducer housing via a first bearing seat cover and a second tapered roller bearing;

[0023] The first differential lock-up side housing is rotatably connected to the main reducer housing via a first bearing seat cover and a second tapered roller bearing;

[0024] The first driven helical gear is sleeved on the outside of the first differential non-locking side housing and the first differential locking side housing and meshes with the first driving helical gear;

[0025] The first mandrel is sleeved in the mandrel hole of the first differential lock-side housing, and the first mandrel passes through the first differential lock-side housing;

[0026] The first mandrel bushing is sleeved on the outside of both ends of the first mandrel and abuts against the inner wall of the locking side housing of the first differential;

[0027] The first planetary gear is sleeved on the outside of both ends of the first mandrel, and its back cone side abuts against the first mandrel liner;

[0028] The first half-shaft gear is installed on both sides of the first spindle and meshes with the first planetary gear. The back cone side shafts of the two first half-shaft gears are respectively fitted with first half-shaft gear bushings. The two first half-shaft gear bushings are respectively rotatably fitted inside the non-locking side housing and the locking side housing of the first differential.

[0029] The first wave spring is sleeved inside the locking side housing of the first differential, and one end of it abuts against the first half-shaft gear.

[0030] The first locking gear ring is sleeved on the outside of the wave spring. One end of the first locking gear ring abuts against the end of the first wave spring away from the first half-shaft gear, and meshes with one end of the locking side housing of the first differential through the external spline. The internal spline of the first locking gear ring is constantly meshed with the wheel end half-shaft.

[0031] The first electromagnet assembly is fixedly installed on the housing of the first main reducer, with one end of the first electromagnet assembly abutting against the end of the first locking gear ring away from the first wave spring;

[0032] When the first electromagnet is working, it pushes the first locking gear ring into the locking side housing of the first differential and engages with it through the external spline. At this time, the first locking gear ring locks the wheel end half shaft and the locking side housing of the first differential. When the first permanent magnet synchronous motor is working, it drives the first driven helical gear to rotate through the first driving helical gear, thereby driving the first planetary gear and the first half shaft gear to rotate through the non-locking side housing of the first differential and the locking side housing of the first differential, and then driving the wheel end half shaft to rotate.

[0033] As a further technical solution of the present invention, the second main reducer includes:

[0034] Second main reducer housing,

[0035] The second main reducer end cover is fixedly installed on one side of the second main reducer housing;

[0036] The second permanent magnet synchronous motor is fixedly mounted on the housing of the second main reducer;

[0037] The second driving helical gear is rotatably connected to the housing of the second main reducer and the end cover of the second main reducer via a third tapered roller bearing. One end of the second driving helical gear is connected to the output shaft of the second permanent magnet synchronous motor via a spline.

[0038] The second differential non-locking side housing is rotatably connected to the main reducer housing via a second bearing seat cover and a fourth tapered roller bearing;

[0039] The second differential lock-up housing is rotatably connected to the main reducer housing via a second bearing seat cover and a fourth tapered roller bearing.

[0040] The second driven helical gear is sleeved on the outside of the non-locking side housing and the locking side housing of the second differential and meshes with the second driving helical gear.

[0041] The second spindle is fitted into the spindle hole of the second differential lock-side housing, and the second spindle penetrates the second differential lock-side housing;

[0042] The second spindle bushing is sleeved on the outside of both ends of the second spindle and abuts against the inner wall of the locking side housing of the second differential;

[0043] The second planetary gear is sleeved on the outside of both ends of the second spindle, and its back cone side abuts against the second spindle liner;

[0044] The second half-shaft gear is installed on both sides of the second spindle and meshes with the second planetary gear. The back cone side shafts of the two second half-shaft gears are respectively fitted with second half-shaft gear bushings. The two second half-shaft gear bushings are respectively rotatably fitted inside the non-locking side housing of the second differential and the locking side housing of the second differential.

[0045] The second wave spring is sleeved inside the locking side housing of the second differential, and one end of it abuts against the second half-shaft gear;

[0046] The second locking gear ring is sleeved on the outside of the wave spring. One end of the second locking gear ring abuts against the end of the second wave spring away from the second half-shaft gear, and meshes with one end of the locking side housing of the second differential through the external spline. The internal spline of the second locking gear ring is constantly meshed with the wheel end half-shaft.

[0047] The second electromagnet assembly is fixedly installed on the housing of the second main reducer, with one end of the second electromagnet assembly abutting against the end of the second locking gear ring away from the second wave spring;

[0048] When the second electromagnet is working, it pushes the second locking gear ring into the locking side housing of the second differential and engages with it through the external spline. At this time, the second locking gear ring locks the wheel end half shaft and the locking side housing of the second differential. When the second permanent magnet synchronous motor is working, it drives the second driven helical gear to rotate through the second driving helical gear, thereby driving the second planetary gear and the second half shaft gear to rotate through the non-locking side housing of the second differential and the locking side housing of the second differential, and then driving the wheel end half shaft to rotate.

[0049] As a further technical solution of the present invention, the linkage mechanism includes:

[0050] The first intermediate half-shaft has one end meshing with the first half-shaft gear inside the non-locking side housing of the first differential via a spline;

[0051] The second intermediate half-shaft has one end meshing with the second half-shaft gear inside the non-locking side housing of the second differential through a spline, and the second intermediate half-shaft and the first intermediate half-shaft have a certain gap at their respective ends.

[0052] The third electromagnet is fixedly installed on the housing of the first main reducer, and the third electromagnet is sleeved outside the first intermediate half shaft;

[0053] The third locking gear ring is sleeved on the outside of the first intermediate half-shaft and meshes with it through a spline. One end of the third locking gear ring abuts against the third electromagnet, and the other end abuts against the second half-shaft gear in the non-locking side housing of the second differential through the third wave spring. When the third electromagnet is working, it pushes the third locking gear ring, so that the third locking gear ring meshes with the first intermediate half-shaft and the second intermediate half-shaft at the same time.

[0054] As a further technical solution of the present invention, the first electromagnet, the second electromagnet, and the third electromagnet each include:

[0055] The electromagnet housing has a left end cover installed at one end and a right end cover installed at the other end.

[0056] A push rod is fitted inside the left end cover of the electromagnet. One end of the push rod is equipped with a flat needle roller bearing, and the other end extends to the outside of the right end cover of the electromagnet.

[0057] An armature is sleeved on the outside of the end of the push rod away from the flat needle roller bearing, and the armature is sleeved inside the right end cover of the electromagnet;

[0058] A coil frame is sleeved between the armature and the electromagnet housing, and the coil frame is located between the left end cover and the right end cover of the electromagnet.

[0059] Copper wire is wound around the coil frame.

[0060] A control method for a mutually redundant dual-motor drive bridge includes the following steps:

[0061] Check the motor fault flag to determine if the motor is faulty;

[0062] If the motor is fault-free, control the operation of the first electromagnet assembly and the second electromagnet assembly.

[0063] If the motor malfunctions, check if the first permanent magnet synchronous motor is faulty.

[0064] If the first permanent magnet synchronous motor fails, the first and third electromagnet assemblies are controlled to work; if one wheel slips, the second electromagnet assembly is controlled to work.

[0065] If the first permanent magnet synchronous motor is fault-free, it controls the second and third electromagnet assemblies to work. If one wheel slips, it controls the first electromagnet assembly to work.

[0066] Compared with the prior art, the beneficial effects of the present invention are:

[0067] 1. The dual-motor design allows for independent and precise control of the speed and torque of each drive wheel, avoiding unnecessary power loss, improving energy utilization efficiency, achieving electronic differential performance, and enhancing the vehicle's handling stability and driving safety.

[0068] 2. The redundant structural design enables the car to maintain good driving ability even if one motor fails, effectively preventing the danger of only one wheel having driving force.

[0069] 3. The electromagnet operating mechanism makes switching drive modes more convenient and simplifies the differential lock operating mechanism. Attached Figure Description

[0070] Figure 1 A schematic diagram of a mutually redundant dual-motor drive bridge;

[0071] Figure 2 This is a partial cross-sectional view of a mutually redundant dual-motor drive axle;

[0072] Figure 3 An exploded view of the reducer assembly in a mutually redundant dual-motor drive axle;

[0073] Figure 4 This is a cross-sectional view of the first main reducer in a mutually redundant dual-motor drive axle.

[0074] Figure 5 An exploded view of the second main reducer in a mutually redundant dual-motor drive axle;

[0075] Figure 6 An exploded view of the electromagnet assembly in a mutually redundant dual-motor drive bridge;

[0076] Figure 7 This is a cross-sectional view of the electromagnet assembly in a mutually redundant dual-motor drive axle.

[0077] Figure 8 This is a schematic diagram of the electromagnet assembly in a mutually redundant dual-motor drive bridge.

[0078] Figure 9 Control flowchart for a mutually redundant dual-motor drive bridge;

[0079] Figure 10 This is a power transmission route diagram for dual-motor drive.

[0080] Figure 11This is a power transmission route diagram for the second permanent magnet synchronous motor.

[0081] Figure 12 This is a power transmission route diagram for the first permanent magnet synchronous motor.

[0082] In the diagram: 1-Drive axle housing assembly; 2-Reducer assembly; 21-First main reducer; 2101-First main reducer end cover; 2102-First tapered roller bearing; 2103-First driving helical gear; 2104-First main reducer housing; 2105-Second tapered roller bearing; 2106-First bearing housing cover; 2107-First driven helical gear; 2108-First differential non-locking side housing; 2109-First half-shaft gear liner; 2110-First half-shaft gear; 21 11-First mandrel bushing, 2112-First mandrel, 2113-First planetary gear, 2114-First differential locking side housing, 2115-First wave spring, 2116-First locking gear ring, 2117-First electromagnet, 2118-First permanent magnet synchronous motor; 22-Second main reducer, 2201-Second main reducer end cover, 2202-Third tapered roller bearing, 2203-Second driving helical gear, 2204-Second main reducer housing, 2205-Fourth Tapered roller bearing, 2206-Second bearing housing cover, 2207-Second driven helical gear, 2208-Second differential non-locking side housing, 2209-Second half-shaft gear liner, 2210-Second half-shaft gear, 2211-Second spindle liner, 2212-Second spindle, 2213-Second planetary gear, 2214-Second differential locking side housing, 2215-Second wave spring, 2216-Second locking gear ring, 2217-Second electromagnet, 2218-Second permanent magnet Synchronous motor; 23-Linkage mechanism, 231-Third electromagnet, 2311-Planar needle roller bearing, 2312-Left end cover of electromagnet, 2313-Push rod, 2314-Armature, 2315-Coil frame, 2316-Electromagnet housing, 2317-Right end cover of electromagnet, 2318-Copper wire; 232-Third locking gear ring, 233-Third wave spring, 234-First intermediate half shaft, 235-Second intermediate half shaft; 3-Wheel end assembly; 4-Wheel end half shaft; 5-Brake assembly. Detailed Implementation

[0083] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention.

[0084] The embodiments of the present invention are implemented as follows, such as... Figures 1 to 8 The shown mutually redundant dual-motor drive bridge includes:

[0085] Drive axle housing assembly 1;

[0086] The reducer assembly 2 is mounted on the drive axle housing assembly 1;

[0087] The wheel end half shaft 4 is installed at both ends of the reducer assembly 2. One end of the wheel end half shaft 4 is connected to the reducer assembly 2 via a spline, and the other end passes through the drive axle housing assembly 1 and extends to the outside.

[0088] The wheel end assembly 3 is installed at one end of the wheel end half-shaft 4 that extends out of the drive axle housing assembly 1;

[0089] Brake assembly 5 is mounted on the wheel end assembly 3;

[0090] The reducer assembly 2 includes:

[0091] The first main reducer 21 is fixedly installed at one end of one side of the drive axle housing assembly 1;

[0092] The second main reducer 22 is fixedly installed at the end of the drive axle housing assembly 1 away from the first main reducer 21 and cooperates with the first main reducer 21. The second main reducer 22 is arranged in a mirror symmetrical manner with the first main reducer 21.

[0093] The linkage mechanism 23 is connected at one end to the first main reducer 21 and at the other end to the second main reducer 22.

[0094] In practical applications, the first main reducer 21 and the second main reducer 22 cooperate through the linkage mechanism 23 to form a mutually redundant structural design, which enables the vehicle to still have good driving ability even if one main reducer fails, and can effectively prevent the danger of only one wheel having driving force.

[0095] The electromagnet's operating mechanism makes switching drive modes more convenient and simplifies the differential lock's operating mechanism.

[0096] like Figure 3 , Figure 4 As shown, in a preferred embodiment of the present invention, the first main reducer 21 includes:

[0097] First main reducer housing 2104,

[0098] The first main reducer end cover 2101 is fixedly installed on one side of the first main reducer housing 2104;

[0099] The first permanent magnet synchronous motor 2118 is fixedly installed on the housing 2104 of the first main reducer;

[0100] The first driving helical gear 2103 is rotatably connected to the first main reducer housing 2104 and the first main reducer end cover 2101 via the first circumferential roller bearing 2102. One end of the first driving helical gear 2103 is connected to the output shaft of the first permanent magnet synchronous motor 2118 via a spline.

[0101] The first differential non-locking side housing 2108 is rotatably connected to the main reducer housing via the first bearing seat cover 2106 and the second tapered roller bearing 2105.

[0102] The first differential lock-up side housing 2114 is rotatably connected to the main reducer housing via the first bearing seat cover 2106 and the second tapered roller bearing 2105.

[0103] The first driven helical gear 2107 is sleeved on the outside of the first differential non-locking side housing 2108 and the first differential locking side housing 2114 and meshes with the first driving helical gear 2103.

[0104] The first spindle 2112 is sleeved in the spindle hole of the first differential locking side housing 2114, and the first spindle 2112 penetrates the first differential locking side housing 2114.

[0105] The first spindle bushing 2111 is sleeved on the outside of both ends of the first spindle 2112 and abuts against the inner wall of the first differential locking side housing 2114;

[0106] The first planetary gear 2113 is sleeved on the outside of both ends of the first spindle 2112, and its back cone side abuts against the first spindle liner 2111;

[0107] The first half-shaft gear 2110 is installed on both sides of the first spindle 2112 and meshes with the first planetary gear 2113. The two first half-shaft gears 2110 are respectively fitted with first half-shaft gear bushings 2109 on the outside of the back cone side shaft. The two first half-shaft gear bushings 2109 are respectively rotatably fitted in the first differential non-locking side housing 2108 and the first differential locking side housing 2114.

[0108] The first wave spring 2115 is sleeved inside the first differential locking side housing 2114, and one end of it abuts against the first half-shaft gear 2110.

[0109] The first locking gear ring 2116 is sleeved outside the first wave spring 2115. One end of the first locking gear ring 2116 abuts against the end of the first wave spring 2115 away from the first half-shaft gear 2110, and meshes with one end of the first differential locking side housing 2114 through the external spline. The internal spline of the first locking gear ring 2116 is constantly meshed with the wheel end half-shaft 4.

[0110] The first electromagnet 2117 assembly is fixedly installed on the first main reducer housing 2104. One end of the first electromagnet 2117 assembly abuts against the end of the first locking gear ring 2116 that is away from the first wave spring 2115.

[0111] When the first electromagnet 2117 is working, it pushes the first locking gear ring 2116 into the first differential locking side housing 2114 and engages with it through the external spline. At this time, the first locking gear ring 2116 locks the wheel end half shaft 4 and the first differential locking side housing 2114, and the differential does not differential. When the first permanent magnet synchronous motor 2118 is working, it drives the first driven helical gear 2107 to rotate through the first driving helical gear 2103, thereby driving the first planetary gear 2113 and the first half shaft gear 2110 to rotate through the first differential non-locking side housing 2108 and the first differential locking side housing 2114, and then driving the wheel end half shaft 4 to rotate.

[0112] The second main reducer 22 includes:

[0113] Second main reducer housing 2204,

[0114] The second main reducer end cover 2201 is fixedly installed on one side of the second main reducer housing 2204;

[0115] The second permanent magnet synchronous motor 2218 is fixedly installed on the housing 2204 of the second main reducer;

[0116] The second driving helical gear 2203 is rotatably connected to the second main reducer housing 2204 and the second main reducer end cover 2201 via the third tapered roller bearing 2202. One end of the second driving helical gear 2203 is connected to the output shaft of the second permanent magnet synchronous motor 2218 via a spline.

[0117] The second differential non-locking side housing 2208 is rotatably connected to the main reducer housing via the second bearing seat cover 2206 and the fourth tapered roller bearing 2205.

[0118] The second differential lock-side housing 2214 is rotatably connected to the main reducer housing via the second bearing seat cover 2206 and the fourth tapered roller bearing 2205.

[0119] The second driven helical gear 2207 is sleeved on the outside of the second differential non-locking side housing 2208 and the second differential locking side housing 2214 and meshes with the second driving helical gear 2203.

[0120] The second spindle 2212 is sleeved in the spindle hole of the second differential lock-side housing 2214, and the second spindle 2212 passes through the second differential lock-side housing 2214.

[0121] The second spindle bushing 2211 is sleeved on the outside of both ends of the second spindle 2212 and abuts against the inner wall of the second differential locking side housing 2214;

[0122] The second planetary gear 2213 is sleeved on the outside of both ends of the second spindle 2212, and its back cone side abuts against the second spindle bushing 2211;

[0123] The second half-shaft gear 2210 is installed on both sides of the second spindle 2212 and meshes with the second planetary gear 2213. The back cone side shafts of the two second half-shaft gears 2210 are respectively fitted with second half-shaft gear bushings 2209. The two second half-shaft gear bushings 2209 are respectively rotatably fitted in the non-locking side housing 2208 and the locking side housing 2214 of the second differential.

[0124] The second wave spring 2215 is sleeved inside the second differential locking side housing 2214, and one end of it abuts against the second half-shaft gear 2210;

[0125] The second locking gear ring 2216 is sleeved outside the second wave spring 2215. One end of the second locking gear ring 2216 abuts against the end of the second wave spring 2215 away from the second half-shaft gear 2210, and meshes with one end of the second differential locking side housing 2214 through the external spline. The internal spline of the second locking gear ring 2216 is constantly meshed with the wheel end half-shaft 4.

[0126] The second electromagnet 2217 assembly is fixedly installed on the second main reducer housing 2204. One end of the second electromagnet 2217 assembly abuts against the end of the second locking gear ring 2216 away from the second wave spring 2215.

[0127] When the second electromagnet 2217 is working, it pushes the second locking gear ring 2216 into the second differential locking side housing 2214 and engages with it through the external spline. At this time, the second locking gear ring 2216 locks the wheel end half shaft 4 and the second differential locking side housing 2214, and the differential does not differential. When the second permanent magnet synchronous motor 2218 is working, it drives the second driven helical gear 2207 to rotate through the second driving helical gear 2203, which in turn drives the second planetary gear 2213 and the second half shaft gear 2210 to rotate through the second differential non-locking side housing 2208 and the second differential locking side housing 2214, and in turn drives the wheel end half shaft 4 to rotate.

[0128] The linkage mechanism 23 includes:

[0129] The first intermediate half-shaft 234 has one end meshed with the first half-shaft gear 2110 inside the non-locking side housing 2108 of the first differential via a spline;

[0130] The second intermediate half-shaft 235 has one end meshing with the second half-shaft gear 2210 inside the non-locking side housing 2208 of the second differential through a spline, and the second intermediate half-shaft 235 and the first intermediate half-shaft 234 are close to each other with a certain gap.

[0131] The third electromagnet 231 is fixedly installed on the first main reducer housing 2104, and the third electromagnet 231 is sleeved on the outside of the first intermediate half-shaft 234.

[0132] The third locking gear ring 232 is sleeved on the outside of the first intermediate half-shaft 234 and meshes with it through a spline. One end of the third locking gear ring 232 abuts against the third electromagnet 231, and the other end abuts against the second half-shaft gear 2210 in the non-locking side housing 2208 of the second differential through the third wave spring 233. When the third electromagnet 231 is working, it pushes the third locking gear ring 232, so that the third locking gear ring 232 meshes with the first intermediate half-shaft 234 and the second intermediate half-shaft 235 at the same time.

[0133] In one embodiment, the first differential non-locking side housing 2108 is pressed into the first driven helical gear hole from the left side of the first driven helical gear 2107, with an interference fit between the two; the first half-shaft gear bushing 2109 on one side of the first spindle 2112 is installed in the half-shaft bushing groove of the first differential non-locking side housing 2108, and the first half-shaft gear 2110 is rotatably installed in the differential non-locking side housing, with the back cone end of the first half-shaft gear 2110 in contact with the first half-shaft gear bushing 2109; the first half-shaft gear bushing 2109 on the other side of the first spindle 2112 is installed in the half-shaft bushing groove of the first differential locking side housing 2114, and the first half-shaft gear 2110 is rotatably installed in the first differential locking side housing 2114, with the back cone end of the first half-shaft gear 2110 in contact with the first half-shaft gear bushing 2109; Half-shaft gear liner 2109 is fitted; two first planetary gear liners 2111 are respectively installed in two planetary liner slots of the first differential locking side housing 2114, two first planetary gears 2113 mesh with the first half-shaft gear 2110, and their back cone surfaces are respectively fitted with the two first planetary gear liners 2111, the first spindle 2112 passes through the spindle hole of the first differential locking side housing 2114, the spindle holes of the first planetary gear liners 2111 and the first planetary gear 2113; the right side of the first driven helical gear 2107 is pressed into the first driven helical gear hole, the two are interference fit, until the left end face of the first differential locking side housing 2114 is fitted with the right end face of the first differential non-locking side housing 2108, and the two first planetary gears 2113 mesh with the first half-shaft gear 2110.

[0134] Furthermore, the above-mentioned structure constitutes a differential and is rotatably mounted on the first main reducer housing 2104. The left end shaft of the non-locking side housing 2108 of the first differential is engaged with the inner ring of the second tapered roller bearing 2105, the locking side housing 2114 of the first differential is engaged with the inner ring of the second tapered roller bearing 2105, and the outer rings of the second tapered roller bearings 2105 at both ends are engaged with the bearing seats of the first main reducer housing 2104. The two first bearing seat covers 2106 are engaged with the two second tapered roller bearings 2105 respectively, and the first bearing seat covers 2106 are fastened to the first main reducer housing 2104 by bolts.

[0135] Furthermore, the first driving helical gear 2103 is rotatably mounted in the first main reducer housing 2104, meshing with the first driven helical gear 2107. Its two sides are respectively engaged with the inner rings of two first circumferential roller bearings 2102. The outer ring of one side of the first circumferential roller bearing 2102 is installed in the bearing hole of the first main reducer housing 2104, and the other side of the first circumferential roller bearing 2102 is installed in the bearing hole of the first main reducer end cover 2101. The first main reducer end cover 2101 is connected to the first main reducer housing 2104 by bolts.

[0136] Similarly, since the structure of the second main reducer 22 is mirrored that of the first main reducer 21, its connection method is the same as that of the first main reducer 21, and will not be described again here.

[0137] Preferably, the first electromagnet 2117, the second electromagnet 2217, and the third electromagnet 231 each include:

[0138] The electromagnet housing 2316 has a left end cover 2312 installed at one end and a right end cover 2317 installed at the other end.

[0139] Push rod 2313 is sleeved inside the left end cover 2312 of the electromagnet. One end of push rod 2313 is equipped with a flat needle roller bearing 2311, and the other end extends to the outside of the right end cover 2317 of the electromagnet.

[0140] An armature 2314 is sleeved on the outside of the end of the push rod 2313 away from the flat needle roller bearing 2311, and the armature 2314 is sleeved inside the right end cover 2317 of the electromagnet.

[0141] The coil frame 2315 is sleeved between the armature 2314 and the electromagnet housing 2316, and the coil frame 2315 is disposed between the left end cover 2312 and the right end cover 2317 of the electromagnet.

[0142] Copper wire 2318 is wound around the coil frame 2315.

[0143] During installation, the boss of the right end cover 2317 of the electromagnet is interference-fitted with the right end hole of the electromagnet housing 2316; the copper wire 2318 is wound in the groove of the coil frame 2315, and the coil frame 2315 is interference-fitted in the electromagnet housing 2316; the push rod 2313 is interference-fitted in the armature 2314, and the right ends of the two are aligned; the armature 2314 is clearance-fitted in the hole of the coil frame 2315; the left end cover 2312 of the electromagnet is interference-fitted in the left end of the electromagnet housing 2316; the right end face of the flat needle roller bearing 2311 is in contact with the left end face of the left end cover 2312 of the electromagnet; when the electromagnet is not energized, there is a certain gap between the right end face of the left end cover 2312 of the electromagnet and the left end face of the armature 2314; when energized, the two are tightly in contact.

[0144] Furthermore, the output shaft of the first permanent magnet synchronous motor 2118 is splined to the driving helical gear of the first main reducer 21, and the housing of the first permanent magnet synchronous motor 2118 is bolted to the main reducer housing of the first main reducer 21; the first wave spring 2115 is installed in the differential locking side housing hole of the first main reducer 21, and the right end of the first wave spring 2115 is in close contact with the back cone end of the locking side half shaft gear of the first main reducer 21, and the first wave spring 2115 is in a constantly compressed state; the right end face of the first locking gear ring 2116 is in contact with the first wave spring. The left end face of 2115 is in close contact with the spline of its outer surface, which meshes with the spline of the differential locking side housing of the first main reducer 21, and the two are in a normally meshed state; the right end face of the flat needle roller bearing 2311 at the right end of the first electromagnet 2117 is in close contact with the left end face of the first locking gear ring 2116, and the electromagnet housing 2316 is fixed to the main reducer housing of the first main reducer 21 by bolts, and the first electromagnet 2117 is in a normally energized working state; one end of the first intermediate half-shaft 234 is in contact with the first half-shaft gear 2110 on the non-locking side of the first differential of the first main reducer 21 through a spline. The mirror-symmetrical parts will not be described in detail.

[0145] Furthermore, the right end face of the third wave spring 233 is in close contact with the back cone end of the second half-shaft gear 2210 on the non-locking side of the second differential of the second main reducer 22; the third electromagnet 231 is sleeved on the first intermediate half-shaft 234, and the electromagnet housing 2316 of the third electromagnet 231 is bolted to the first main reducer housing 2104 of the first main reducer 21, and the third electromagnet 231 is normally in a non-working state; the third locking gear ring 232 is in constant mesh with one end of the first intermediate half-shaft 234 through a spline, and the left end face of the third locking gear ring 232 is in contact with the right end face of the planar needle roller bearing 2311 of the third electromagnet 231; the right end face of the third locking gear ring 232 is in contact with the left end face of the third wave spring 233. The first main reducer housing 2104 and the second main reducer housing 2204 are bolted to the drive axle housing assembly 1; there is a certain gap between the first intermediate half-shaft 234 and the second intermediate half-shaft 235; one wheel-end half-shaft 4 passes through the drive axle housing assembly 1, one end is bolted to the wheel-end assembly 3, and the other end is always engaged with the first half-shaft gear 2110 and the first locking gear ring 2116 on the first differential lock side of the first main reducer 21 through a spline; the other wheel-end half-shaft 4 passes through the drive axle housing assembly 1, one end is bolted to the wheel-end assembly 3, and the other end is always engaged with the second half-shaft gear 2210 and the second locking gear ring 2216 on the second differential lock side of the second main reducer 22 through a spline.

[0146] This embodiment provides a control method for a mutually redundant dual-motor drive bridge, such as... Figure 9 As shown, it includes the following steps:

[0147] The vehicle controller detects the motor fault flag to determine if the motor is faulty. If it is normal, the fault flag is 11. If one motor is faulty, the fault flag is 01 or 10. The controller then determines which motor is faulty. If the first motor is faulty, the flag is 01, and if the second motor is faulty, the flag is 10. Finally, the controller makes a control decision to switch the drive mode.

[0148] If one motor fails, in a single-motor drive configuration, the rotational speeds of the two drive wheels are compared. If the rotational speed of one wheel is significantly higher than that of the other, it is assumed that one drive wheel is slipping, and a decision is made regarding the slipping drive wheel, as follows:

[0149] 1. No fault occurred, flag 11 (e.g.) Figure 10 (As shown)

[0150] The first electromagnet 2117 and the second electromagnet 2217 are energized and in working condition. The armature 2314 is attracted by the left end cover 2312 of the electromagnet, which drives the push rod 2313 to push the flat needle roller bearing 2311, thereby pushing the first locking gear ring 2116 and the second locking gear ring 2216, compressing the first wave spring 2115 and the second wave spring 2215, so that the external splines of the first locking gear ring 2116 and the second locking gear ring 2216 are engaged with the locking side housing 21 of the first differential. 14. The second differential locking side housing 2214 is engaged; at this time, the differentials of the two main reducers are locked and do not perform differential function; the third electromagnet 231 is in a non-working state, and the third wave spring 233 abuts against the third locking gear ring 232, so that it only engages with the first intermediate half shaft 234 and not with the second intermediate half shaft 235; at this time, the two permanent magnet synchronous motors drive one side drive wheel respectively, and can independently control the torque and speed of each drive wheel to achieve electronic differential performance.

[0151] II. When a fault occurs, and the first permanent magnet synchronous motor 2118 is abnormal, flag 01 (e.g.) Figure 11 (As shown)

[0152] The first electromagnet 2117 is still in operation. The third electromagnet 231 starts working. When the electromagnet is energized, the armature 2314 is attracted by the left end cover 2312 of the electromagnet, which drives the push rod 2313 to push the flat needle roller bearing 2311, and then pushes the third locking gear ring 232, compressing the third wave spring 233, so that the internal spline of the third locking gear ring 232 simultaneously meshes with the first intermediate half shaft 234 and the second intermediate half shaft 235. The second electromagnet 2217 is de-energized and stops working. The second wave spring 2215 pushes the second locking gear ring 2216, so that the second locking gear ring 216 separates from the second differential locking side housing 2214, and then separates the armature 2314 from the left end cover 2312 of the electromagnet. At this time, the mechanical differential of the second main reducer 22 starts to work. The power is transmitted from the second permanent magnet synchronous motor 2218 to the two wheels through the second main reducer 22, and the two wheels achieve mechanical differential.

[0153] The drive wheel speed is constantly monitored and compared. If the speed of one wheel is much greater than that of the other wheel, the second electromagnet 2217 starts to work, the differential locks, and helps the car get out of trouble.

[0154] 3. When a fault occurs, and it is an abnormality in the third permanent magnet synchronous motor, flag 10 (e.g.) Figure 12 (As shown)

[0155] The second electromagnet 2217 remains operational. The third electromagnet 231 begins operation, energizing the electromagnet. The armature 2314 is attracted by the left end cover 2312 of the electromagnet, driving the push rod 2313 to push the flat needle roller bearing 2311, which in turn pushes the third locking gear ring 232, compressing the third wave spring 233. This causes the internal spline of the third locking gear ring 232 to simultaneously mesh with the first intermediate half shaft 234 and the second intermediate half shaft 235. The first electromagnet 2117 is de-energized and stops operating. The first wave spring 2115 pushes the first locking gear ring 2116, causing the first locking gear ring 2116 to separate from the locking side housing 2114 of the first differential, thereby separating the armature 2314 from the left end cover 2312 of the electromagnet. At this time, the mechanical differential of the first main reducer 21 begins to function, and power is transmitted from the first permanent magnet synchronous motor 2118 through the first main reducer 21 to the wheels on both sides, achieving mechanical differential between the wheels.

[0156] The speed of the drive wheels is constantly monitored and compared. If the speed of one wheel is much greater than that of the other wheel, the first electromagnet 2117 starts to work, the differential locks, and helps the car get out of trouble.

[0157] It will be apparent to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above, and that the invention can be implemented in other specific forms without departing from its spirit or essential characteristics. Therefore, the embodiments should be considered in all respects as exemplary and non-limiting, and the scope of the invention is defined by the appended claims rather than the foregoing description. Thus, all variations falling within the meaning and scope of equivalents of the claims are intended to be included within the present invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

[0158] Furthermore, it should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This narrative style is merely for clarity. Those skilled in the art should consider the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. A mutually redundant dual-motor drive bridge, characterized in that, include: Drive axle housing assembly; The reducer assembly is mounted on the drive axle housing assembly; The wheel end half shaft is installed at both ends of the reducer assembly. One end of the wheel end half shaft is connected to the reducer assembly via a spline, and the other end passes through the drive axle housing assembly and extends to the outside. The wheel end assembly is installed at one end of the wheel end half-shaft that extends out of the drive axle housing assembly; A brake assembly is mounted on the wheel end assembly; The reducer assembly includes: The first main reducer is fixedly installed at one end of one side of the drive axle housing assembly; The second main reducer is fixedly installed at the end of the drive axle housing assembly away from the first main reducer and cooperates with the first main reducer. The second main reducer is arranged in a mirror symmetrical manner with the first main reducer. The linkage mechanism is connected at one end to the first main reducer and at the other end to the second main reducer; The first main reducer includes: First main reducer housing The first main reducer end cover is fixedly installed on one side of the first main reducer housing; The first permanent magnet synchronous motor is fixedly mounted on the housing of the first main reducer; The first driving helical gear is rotatably connected to the housing of the first main reducer and the end cover of the first main reducer via a first tapered roller bearing. One end of the first driving helical gear is connected to the output shaft of the first permanent magnet synchronous motor via a spline. The non-locking side housing of the first differential is rotatably connected to the main reducer housing via a first bearing seat cover and a second tapered roller bearing; The first differential lock-up side housing is rotatably connected to the main reducer housing via a first bearing seat cover and a second tapered roller bearing; The first driven helical gear is sleeved on the outside of the first differential non-locking side housing and the first differential locking side housing and meshes with the first driving helical gear; The first mandrel is sleeved in the mandrel hole of the first differential lock-side housing, and the first mandrel passes through the first differential lock-side housing; The first mandrel bushing is sleeved on the outside of both ends of the first mandrel and abuts against the inner wall of the locking side housing of the first differential; The first planetary gear is sleeved on the outside of both ends of the first mandrel, and its back cone side abuts against the first mandrel liner; The first half-shaft gear is installed on both sides of the first spindle and meshes with the first planetary gear. The back cone side shafts of the two first half-shaft gears are respectively fitted with first half-shaft gear bushings. The two first half-shaft gear bushings are respectively rotatably fitted inside the non-locking side housing and the locking side housing of the first differential. The first wave spring is sleeved inside the locking side housing of the first differential, and one end of it abuts against the first half-shaft gear. The first locking gear ring is sleeved on the outside of the wave spring. One end of the first locking gear ring abuts against the end of the first wave spring away from the first half-shaft gear, and meshes with one end of the locking side housing of the first differential through the external spline. The internal spline of the first locking gear ring is constantly meshed with the wheel end half-shaft. The first electromagnet assembly is fixedly installed on the housing of the first main reducer, with one end of the first electromagnet assembly abutting against the end of the first locking gear ring away from the first wave spring; When the first electromagnet is working, it pushes the first locking gear ring into the locking side housing of the first differential and engages with it through the external spline. At this time, the first locking gear ring locks the wheel end half shaft and the locking side housing of the first differential. When the first permanent magnet synchronous motor is working, it drives the first driven helical gear to rotate through the first driving helical gear, thereby driving the first planetary gear and the first half shaft gear to rotate through the non-locking side housing of the first differential and the locking side housing of the first differential, and then driving the wheel end half shaft to rotate.

2. The mutually redundant dual-motor drive bridge according to claim 1, characterized in that, The second main reducer includes: Second main reducer housing, The second main reducer end cover is fixedly installed on one side of the second main reducer housing; The second permanent magnet synchronous motor is fixedly mounted on the housing of the second main reducer; The second driving helical gear is rotatably connected to the housing of the second main reducer and the end cover of the second main reducer via a third tapered roller bearing. One end of the second driving helical gear is connected to the output shaft of the second permanent magnet synchronous motor via a spline. The second differential non-locking side housing is rotatably connected to the main reducer housing via a second bearing seat cover and a fourth tapered roller bearing; The second differential lock-up housing is rotatably connected to the main reducer housing via a second bearing seat cover and a fourth tapered roller bearing. The second driven helical gear is sleeved on the outside of the non-locking side housing and the locking side housing of the second differential and meshes with the second driving helical gear. The second spindle is fitted into the spindle hole of the second differential lock-side housing, and the second spindle penetrates the second differential lock-side housing; The second spindle bushing is sleeved on the outside of both ends of the second spindle and abuts against the inner wall of the locking side housing of the second differential; The second planetary gear is sleeved on the outside of both ends of the second spindle, and its back cone side abuts against the second spindle liner; The second half-shaft gear is installed on both sides of the second spindle and meshes with the second planetary gear. The back cone side shafts of the two second half-shaft gears are respectively fitted with second half-shaft gear bushings. The two second half-shaft gear bushings are respectively rotatably fitted inside the non-locking side housing of the second differential and the locking side housing of the second differential. The second wave spring is sleeved inside the locking side housing of the second differential, and one end of it abuts against the second half-shaft gear; The second locking gear ring is sleeved on the outside of the wave spring. One end of the second locking gear ring abuts against the end of the second wave spring away from the second half-shaft gear, and meshes with one end of the locking side housing of the second differential through the external spline. The internal spline of the second locking gear ring is constantly meshed with the wheel end half-shaft. The second electromagnet assembly is fixedly installed on the housing of the second main reducer, with one end of the second electromagnet assembly abutting against the end of the second locking gear ring away from the second wave spring; When the second electromagnet is working, it pushes the second locking gear ring into the locking side housing of the second differential and engages with it through the external spline. At this time, the second locking gear ring locks the wheel end half shaft and the locking side housing of the second differential. When the second permanent magnet synchronous motor is working, it drives the second driven helical gear to rotate through the second driving helical gear, thereby driving the second planetary gear and the second half shaft gear to rotate through the non-locking side housing of the second differential and the locking side housing of the second differential, and then driving the wheel end half shaft to rotate.

3. The mutually redundant dual-motor drive bridge according to claim 2, characterized in that, The linkage mechanism includes: The first intermediate half-shaft has one end meshing with the first half-shaft gear inside the non-locking side housing of the first differential via a spline; The second intermediate half-shaft has one end meshing with the second half-shaft gear inside the non-locking side housing of the second differential through a spline, and the second intermediate half-shaft and the first intermediate half-shaft have a certain gap at their respective ends. The third electromagnet is fixedly installed on the housing of the first main reducer, and the third electromagnet is sleeved outside the first intermediate half shaft; The third locking gear ring is sleeved on the outside of the first intermediate half-shaft and meshes with it through a spline. One end of the third locking gear ring abuts against the third electromagnet, and the other end abuts against the second half-shaft gear in the non-locking side housing of the second differential through the third wave spring. When the third electromagnet is working, it pushes the third locking gear ring, so that the third locking gear ring meshes with the first intermediate half-shaft and the second intermediate half-shaft at the same time.

4. The mutually redundant dual-motor drive bridge according to claim 3, characterized in that, The first electromagnet, the second electromagnet, and the third electromagnet each include: The electromagnet housing has a left end cover installed at one end and a right end cover installed at the other end. A push rod is fitted inside the left end cover of the electromagnet. One end of the push rod is equipped with a flat needle roller bearing, and the other end extends to the outside of the right end cover of the electromagnet. An armature is sleeved on the outside of the end of the push rod away from the flat needle roller bearing, and the armature is sleeved inside the right end cover of the electromagnet; A coil frame is sleeved between the armature and the electromagnet housing, and the coil frame is located between the left end cover and the right end cover of the electromagnet. Copper wire is wound around the coil frame.

5. The control method for a mutually redundant dual-motor drive bridge as described in any one of claims 1-4, characterized in that, Includes the following steps: Check the motor fault flag to determine if the motor is faulty; If the motor is fault-free, control the operation of the first electromagnet assembly and the second electromagnet assembly. If the motor malfunctions, check if the first permanent magnet synchronous motor is faulty. If the first permanent magnet synchronous motor fails, the first and third electromagnet assemblies are controlled to work; if one wheel slips, the second electromagnet assembly is controlled to work. If the first permanent magnet synchronous motor is fault-free, it controls the second and third electromagnet assemblies to work. If one wheel slips, it controls the first electromagnet assembly to work.

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