A new energy vehicle power uninterrupted system and method

Abstract

The present invention discloses a power uninterrupted system and method for new energy vehicles. It includes a first drive motor assembly, a second drive motor assembly and a gearbox, wherein the output end of the first drive motor assembly is connected to the input end of the gearbox, the output end of the gearbox is connected to the wheel through a transmission shaft, and the gearbox is provided with a gearbox input shaft, a gearbox intermediate shaft, a gearbox third shaft, a gearbox fourth shaft and a gearbox output shaft; the gearbox output shaft is provided with a fourth gear gear, a third gear gear, a second gear gear, a first gear gear, a floating gear, a fixed third shift coupling sleeve, and a gearbox output flange, the third shift coupling sleeve is combined or separated with the floating gear, and the gearbox output flange is connected with the transmission shaft, etc. The present invention realizes that power is uninterrupted when shifting, and the working speed of the power take-off cannot be decoupled from the vehicle speed, and at the same time, the performance and reliability of the whole vehicle are improved, and the weight and cost of the whole vehicle are reduced.

Description

Technical Field

[0001] The present invention belongs to the technical field of new energy vehicle powertrain, and in particular relates to a new energy vehicle power uninterrupted system and method. Background Art

[0002] The powertrain of pure electric vehicle technology consists of a drive motor assembly and a gearbox assembly. At present, the combination of a single drive motor assembly and a gearbox is mostly used, which can meet the needs of complex vehicle working conditions by switching between different gears. However, in special application conditions such as mining and heavy-load climbing, there is power interruption when shifting gears, which can easily lead to long shifting time or failure to shift gears. Therefore, a technical solution of a dual motor assembly and gearbox combination that can achieve uninterrupted power has emerged. The dual motor power uninterrupted system can achieve smooth shifting without power interruption, achieving an effect similar to that of a dual clutch gearbox of a fuel vehicle.

[0003] At the same time, for vehicles used in heavy engineering and slag applications, the gearbox needs to be equipped with a partial power take-off connected to a hydraulic device to provide auxiliary power for vehicles with special applications such as dump trucks. Due to the structural limitations of the gearbox power take-off, the power that the power take-off can provide is relatively small, and the speed of the power take-off, vehicle speed and drive motor speed are strongly related, and speed decoupling cannot be achieved; as a result, when driving and taking power, the gearbox cannot shift gears, and the power take-off cannot work alone. In view of the problems of the existing technical solutions, it is necessary not only to solve the problems of uninterrupted shifting power and power take-off, but also to consider the impact of the solution on manufacturing and cost.

[0004] like Figure 1 As shown, the existing dual-motor power uninterrupted system consists of a first drive motor assembly, a second drive motor assembly, and a gearbox; the power transmission chain of the pure electric vehicle is formed through the drive shaft, the rear axle, and the wheels; if the vehicle's upper body needs additional power, it is necessary to add a power take-off to the gearbox, and the hydraulic device of the vehicle upper body, the load drive shaft and the power take-off are connected to provide a power source for the upper body. Dual motors generally adopt a series input structure or a parallel input structure.

[0005] The above-mentioned existing dual-motor power uninterruptibility system has a significant change to the existing gearbox manufacturing process and has a high manufacturing cost; the existing dual-motor power uninterruptibility system, due to the different speed ratios of each motor and gearbox combination, causes the gearbox input torque to fail to reach the maximum torque and cannot exert the maximum capacity of the motor; the existing dual-motor power uninterruptibility system cannot achieve gear shifting in the driving power take-off, and the working speed of the power take-off cannot be decoupled from the vehicle speed; if one motor of the existing dual-motor power uninterruptibility system fails, the other motor can only be engaged in some gears, and the function is greatly restricted. Summary of the invention

[0006] The purpose of the present invention is to solve the deficiencies of the above-mentioned background technology and to provide a new energy vehicle power uninterrupted system and method.

[0007] The technical solution adopted by the present invention is: a new energy vehicle power uninterrupted system, including a first drive motor assembly, a second drive motor assembly and a gearbox, the output end of the first drive motor assembly is connected to the input end of the gearbox, the output end of the gearbox is connected to the wheels through the transmission shaft, and the rear axle is connected to the wheels.

[0008] The gearbox is provided with a gearbox input shaft, a gearbox intermediate shaft, a gearbox third shaft, a gearbox fourth shaft and a gearbox output shaft;

[0009] The first drive motor assembly is connected to the gearbox input shaft, the gearbox input shaft is equipped with a first planetary gear reduction mechanism, the sun gear of the first planetary gear reduction mechanism is fixedly connected to the gearbox input shaft, the planetary gear is locked, and power is output through the ring gear;

[0010] The gearbox output shaft is provided with a fourth gear, a third gear, a second gear, a first gear, a floating gear, a fixed third gear shift sleeve, and a gearbox output flange. The third gear shift sleeve is combined or separated with the floating gear, and the gearbox output flange is connected with the transmission shaft;

[0011] The gearbox intermediate shaft is provided with a first constant meshing gear, a second constant meshing gear, a fourth gear intermediate shaft floating gear, a third gear intermediate shaft floating gear, a second gear intermediate shaft floating gear, a first gear intermediate shaft floating gear, a first fixed shift coupling sleeve, and a second fixed shift coupling sleeve. The first shift coupling sleeve is used to be coupled with or separated from the fourth gear intermediate shaft floating gear or the third gear intermediate shaft floating gear, and the second shift coupling sleeve is coupled with or separated from the second gear intermediate shaft floating gear or the first gear intermediate shaft floating gear.

[0012] The first constantly meshed gear is meshed with the first planetary gear reduction mechanism, the fourth gear intermediate shaft floating gear is meshed with the fourth gear gear, the third gear intermediate shaft floating gear is meshed with the third gear gear, the second gear intermediate shaft floating gear is meshed with the second gear gear, and the first gear intermediate shaft floating gear is meshed with the first gear gear;

[0013] The third shaft of the gearbox is provided with a fixed gear and a fixed fourth shift coupling sleeve, the fixed gear is meshed with the floating gear, and the fourth shift coupling sleeve is engaged with or separated from the second constantly meshed gear;

[0014] A second planetary gear reduction mechanism is arranged on the fourth shaft of the gearbox, the left side of the fourth shaft of the gearbox is fixedly connected to the output end of the second drive motor assembly, the second planetary gear reduction mechanism is meshed with the fixed gear, and the second planetary gear reduction mechanism is connected to the power take-off output power through the power take-off installation interface.

[0015] The gearbox is connected to the load transmission shaft and the hydraulic device through a power take-off connected to the gearbox.

[0016] A method for a new energy vehicle power uninterrupted system, comprising: a third shift coupling sleeve sliding rightward for shifting, fixedly connected to a gear ring on a floating gear, power of a second drive motor assembly being output to the whole vehicle via a gearbox output shaft, and shifting control of a first drive motor assembly being performed, wherein the first shift coupling sleeve slides leftward to engage in the 4th gear, slides rightward to engage in the 3rd gear; the second shift coupling sleeve slides leftward to engage in the 2nd gear, slides rightward to engage in the 1st gear, and during the shifting process, the second drive motor assembly is fixedly connected to a vehicle end, continuously outputs power to maintain the vehicle speed, and realizes no power interruption during shifting.

[0017] A method for a new energy vehicle power uninterrupted system comprises controlling the torque of a second drive motor assembly to be zero, sliding a third shift coupling sleeve to the left, controlling the speed of the second drive motor assembly to adjust the speed so that the rotation speed of the second drive motor assembly is the same as the rotation speed of a first gear intermediate shaft gear, sliding a fourth shift coupling sleeve to the left and combining with a second constant meshing gear of a gearbox intermediate shaft to achieve fixed connection with the gearbox intermediate shaft, and the power output torque on the gearbox output shaft is the sum of the first drive motor assembly and the second drive motor assembly.

[0018] A method for a new energy vehicle power uninterrupted system includes: when a first drive motor assembly fails, the fourth shift coupling sleeve slides to the left and engages with the second constant mesh gear of a gearbox intermediate shaft, so that the power of the second drive motor assembly is transmitted to the gearbox intermediate shaft, and different gears are engaged through the first shift coupling sleeve and the second shift coupling sleeve on the gearbox intermediate shaft, and output from the gearbox output shaft to the whole vehicle. At this time, there will be a gear shift power interruption and the torque will be limited.

[0019] A method for a new energy vehicle power uninterrupted system, including: when a second drive motor assembly fails, a third shift coupling sleeve slides to the left, a fourth shift coupling sleeve slides to the right, a transmission output shaft and a transmission intermediate shaft are disconnected from the second drive motor assembly, the second drive motor assembly stops working, the first drive motor assembly works normally, normal shifting is performed through the first shift coupling sleeve or the second shift coupling sleeve, the first drive motor assembly outputs power normally, at which time there will be a shift power interruption and the torque will be limited.

[0020] A method for a power uninterrupted system for a new energy vehicle, comprising: a first drive motor assembly is not working, a third shift coupling sleeve slides to the left, the first shift coupling sleeve and the second shift coupling sleeve remain in a neutral position, the connection between the first drive motor assembly and the output shaft of the gearbox is disconnected, and the power of the second drive motor assembly drives a hydraulic device mounted on the vehicle through a power take-off device, and outputs power according to the use demand of the power take-off mounted on the vehicle;

[0021] Or the second drive motor assembly does not work, the third shift coupling sleeve slides to the left, the first shift coupling sleeve and the second shift coupling sleeve remain in the middle position, the connection between the first drive motor assembly and the gearbox output shaft is disconnected, the fourth shift coupling sleeve slides to the left, and the power of the first drive motor assembly drives the hydraulic device mounted on the vehicle through the power take-off, and outputs power according to the use requirements of the vehicle's power take-off.

[0022] A method for a new energy vehicle power uninterrupted system comprises: a first drive motor assembly drives the vehicle to run; a first shift coupling sleeve and a second shift coupling sleeve are engaged in a target gear according to vehicle requirements to drive the vehicle; a third shift coupling sleeve slides to the left and a fourth shift coupling sleeve slides to the right to disconnect the second drive motor assembly from the output shaft of a gearbox; the second drive motor assembly outputs power according to the requirements of auxiliary power taking of the vehicle; the power for vehicle driving and the power for power taking of the vehicle are independently provided by two drive motors, so that the speed of the power take-off is decoupled from the vehicle speed, and the speed of the second drive motor assembly used for power taking is adjusted according to requirements.

[0023] A method for a new energy vehicle power uninterrupted system, comprising: when the vehicle is powered on, the first gear shift coupling sleeve and the second gear shift coupling sleeve are in the middle, the third gear shift coupling sleeve slides to the left, and the fourth gear shift coupling sleeve slides to the right, and the gearbox is in neutral;

[0024] Engage the power take-off: Press the power take-off switch in the cab, the power take-off is engaged, and at the same time the third shift sleeve slides to the right and connects with the gearbox output shaft;

[0025] Engage in the starting gear: After the driver steps on the brake, he uses the shift handle to engage in the starting gear. At this time, the gearbox controller controls the second shift sleeve on the gearbox to slide to the right, engaging the first gear of the gearbox;

[0026] Vehicle driving: The driver releases the brake pedal and steps on the accelerator, and the vehicle starts to move;

[0027] Shifting gears while driving: When the vehicle speed reaches the shift point, the transmission will automatically shift into 2nd gear. At this time, the second shift sleeve slides to the left and the second gear is engaged.

[0028] A method for a new energy vehicle power uninterrupted system, comprising: when the vehicle is powered on, the first gear shift coupling sleeve and the second gear shift coupling sleeve are in the middle, the third gear shift coupling sleeve slides to the left, and the fourth gear shift coupling sleeve slides to the right, and the gearbox is in neutral;

[0029] Engage in the starting gear: After the driver steps on the brake, he uses the shift handle to engage in the starting gear. At this time, the gearbox controller controls the second shift sleeve on the gearbox to slide to the right, engaging the first gear of the gearbox; the third shift sleeve slides to the right and connects with the floating gear, thereby connecting with the output shaft of the gearbox;

[0030] Vehicle driving: The driver releases the brake pedal and steps on the accelerator, and the vehicle starts to move;

[0031] Shifting gears while driving: When the vehicle speed reaches the shifting point, the gearbox will automatically shift into the 2nd gear. At this time, the second shift coupling sleeve slides to the left and the 2nd gear is engaged. The upshifting and downshifting of 1 / 2 / 3 / 4 gears are achieved by sliding the first shift coupling sleeve and the second shift coupling sleeve left and right. During the shifting process, the second drive motor assembly is fixedly connected to the vehicle end and continuously outputs power to maintain the vehicle speed, thereby achieving no power interruption when shifting gears.

[0032] The present invention not only makes up for the shortcomings of the power coupling scheme and the power take-off scheme in the prior art, realizes uninterrupted power during gear shifting, and the working speed of the power take-off cannot be decoupled from the vehicle speed, but also improves the performance and reliability of the entire vehicle and reduces the weight and cost of the entire vehicle.

[0033] The present invention adopts an overall design of dual motors and a gearbox, which can achieve no power interruption when the gearbox shifts gears; the maximum output of power torque can be achieved through the combination of the two motors; if one motor fails, the other motor can achieve all functions; at the same time, the power take-off speed can be decoupled from the vehicle speed, and gear shifting can be achieved while taking power while driving. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] Figure 1 It is a schematic diagram of the prior art structure;

[0035] Figure 2 It is a structural schematic diagram of the present invention;

[0036] Figure 3 It is a schematic diagram of the internal structure of the present invention.

[0037] In the figure, 1-first drive motor assembly, 2-second drive motor assembly, 3-gearbox, 4-drive shaft, 5-rear axle, 6-wheel, 7-hydraulic device, 8-load drive shaft, 9-power take-off, 320-gearbox input shaft, 321-first planetary gear reduction mechanism, 322-third gear, 323-second gear, 324-first gear, 325-floating gear, 326-gearbox output shaft, 327-gearbox output flange, 328-fourth gear, 330-first gear shift sleeve, 331-first gear Second gear shift coupling sleeve, 332-third gear shift coupling sleeve, 310-gearbox intermediate shaft, 311-first constant meshing gear, 312-third gear intermediate shaft floating gear, 313-second gear intermediate shaft floating gear, 314-first gear intermediate shaft floating gear, 315-fourth gear intermediate shaft floating gear, 316-second constant meshing gear, 340-gearbox third shaft, 341-fixed gear, 342-fourth gear shift coupling sleeve, 350-second planetary gear reduction mechanism, 351-gearbox fourth shaft, 352-power take-off installation interface. DETAILED DESCRIPTION

[0038] The present invention will be further described in detail below in conjunction with the accompanying drawings and specific embodiments to facilitate a clear understanding of the present invention, but they do not constitute a limitation on the present invention.

[0039] like Figure 1 As shown, the existing dual-motor power uninterrupted system consists of a first drive motor assembly 1, a second drive motor assembly 2, and a gearbox 3; through a transmission shaft 4,

[0040] The rear axle 5 and the wheels 6 form a power transmission chain for the pure electric vehicle; if the vehicle's upper body needs additional power, a power take-off 9 needs to be added to the gearbox 3, and the hydraulic device 7 of the vehicle's upper body and the load transmission shaft 8 are connected to the power take-off 9 to provide a power source for the upper body. Dual motors generally adopt a series input structure or a parallel input structure.

[0041] The above-mentioned existing dual-motor power uninterruptibility system has a significant change to the existing gearbox manufacturing process and has a high manufacturing cost; the existing dual-motor power uninterruptibility system, due to the different speed ratios of each motor and gearbox combination, causes the gearbox input torque to fail to reach the maximum torque and cannot exert the maximum capacity of the motor; the existing dual-motor power uninterruptibility system cannot achieve gear shifting in the driving power take-off, and the working speed of the power take-off cannot be decoupled from the vehicle speed; if one motor of the existing dual-motor power uninterruptibility system fails, the other motor can only be engaged in some gears, and the function is greatly restricted.

[0042] like Figure 2-3 As shown, the present invention provides a new energy vehicle power uninterrupted system, comprising a first drive motor assembly 1, a second drive motor assembly 2 and a gearbox 3, wherein the output end of the first drive motor assembly 1 is connected to the input end of the gearbox 3, the output end of the gearbox 3 is connected to the wheel 6 through a transmission shaft 4 and a rear axle 5, and the gearbox 3 is connected to a load transmission shaft 8 and a hydraulic device 7 through a power take-off 9 connected to the gearbox 3;

[0043] The gearbox 3 is provided with a gearbox input shaft 320, a gearbox intermediate shaft 310, a gearbox third shaft 340, a gearbox fourth shaft 351 and a gearbox output shaft 326;

[0044] The first drive motor assembly 1 is connected to the gearbox input shaft 320, and the gearbox input shaft 320 is installed with a first planetary gear reduction mechanism 321. The sun gear of the first planetary gear reduction mechanism 321 is fixedly connected to the gearbox input shaft 320, and the planetary gear is locked, and the power is output through the ring gear;

[0045] The gearbox output shaft 326 is provided with a fourth gear 328, a third gear 322, a second gear 323, a first gear 324, a floating gear 325, a fixed third gear shift coupling sleeve 332, and a gearbox output flange 327. The third gear shift coupling sleeve 332 is coupled or separated with the floating gear 325, and the gearbox output flange 327 is connected with the transmission shaft 4;

[0046] The gearbox intermediate shaft 310 is provided with a first constant meshing gear 311, a second constant meshing gear 316, a fourth gear intermediate shaft floating gear 315, a third gear intermediate shaft floating gear 312, a second gear intermediate shaft floating gear 313, a first gear intermediate shaft floating gear 314, a fixed first shift coupling sleeve 330, and a fixed second shift coupling sleeve 331. The first shift coupling sleeve 330 is used to be coupled with or separated from the fourth gear intermediate shaft floating gear 315 or the third gear intermediate shaft floating gear 312, and the second shift coupling sleeve 331 is coupled with or separated from the second gear intermediate shaft floating gear 313 or the first gear intermediate shaft floating gear 314.

[0047] The first constant meshing gear 311 meshes with the first planetary gear reduction mechanism 321, the fourth gear intermediate shaft floating gear 315 meshes with the fourth gear gear 328, the third gear intermediate shaft floating gear 312 meshes with the third gear gear 322, the second gear intermediate shaft floating gear 313 meshes with the second gear gear 323, and the first gear intermediate shaft floating gear 314 meshes with the first gear gear 324;

[0048] The third gearbox shaft 340 is provided with a fixed gear 341 and a fixed fourth gear shift coupling sleeve 342. The fixed gear 341 is meshed with the floating gear 325, and the fourth gear shift coupling sleeve 342 is engaged with or separated from the second constant meshing gear 316.

[0049] The second planetary gear reduction mechanism 350 is arranged on the fourth shaft 351 of the gearbox, the left side of the fourth shaft 351 of the gearbox is fixedly connected to the output end of the second drive motor assembly 2, the second planetary gear reduction mechanism 350 is meshed with the fixed gear 341, and the second planetary gear reduction mechanism 350 is connected to the power take-off 9 through the power take-off installation interface 352 to output power. (For use by equipment such as oil pumps).

[0050] Among them, the first drive motor assembly and the second drive motor assembly are preferably high-speed motors, which are decelerated by a planetary gear mechanism and then coupled with the reduction gear box gear system; cylindrical gear deceleration can also be used.

[0051] The vehicle of the present invention can realize the following multiple working modes:

[0052] Normal power uninterrupted driving working mode: In common working scenarios, the third shift coupling sleeve 332 slides to the right to shift gears and is fixedly connected to the ring gear on the floating gear 325. At this time, the power of the second drive motor assembly 2 is output to the entire vehicle through the gearbox output shaft 326; when the vehicle needs to shift gears according to driving conditions, the first drive motor assembly 1 is shifted by controlling the first shift coupling sleeve 330 to slide to the left to engage in the 4th gear and to slide to the right to engage in the 3rd gear; the second shift coupling sleeve 331 slides to the left to engage in the 2nd gear and to slide to the right to engage in the 1st gear. Different gears are achieved by engaging different gears. During the shifting process, since the second drive motor assembly 2 is fixedly connected to the vehicle end, it can continuously output power to maintain the vehicle speed, thereby achieving no power interruption during shifting.

[0053] During vehicle driving, if a greater torque output is required, the torque of the second drive motor assembly 2 can be controlled to be zero. At this time, the third shift coupling sleeve 332 slides to the left and returns to the initial position; then the second drive motor assembly 2 is controlled to adjust its speed so that the rotation speed of the second drive motor assembly 2 is the same as the rotation speed of the first gear intermediate shaft gear 314. At this time, the fourth shift coupling sleeve 342 slides to the left and combines with the second constant meshing gear 316 of the gearbox intermediate shaft 310 to achieve a fixed connection with the gearbox intermediate shaft 310. At this time, the power output torque on the gearbox output shaft 326 is the sum of the first drive motor assembly 1 and the second drive motor assembly 2, which is the maximum output capacity of the system.

[0054] Single motor drive working mode 1: If the first drive motor assembly 1 fails, the fourth shift coupling sleeve 342 slides to the left and engages with the second constant mesh gear 316 of the gearbox intermediate shaft 310, so that the power of the second drive motor assembly 2 is transmitted to the gearbox intermediate shaft 310, and then different gears are engaged through the first shift coupling sleeve 330 and the second shift coupling sleeve 331 on the gearbox intermediate shaft 310, and then output from the gearbox output shaft 326 to the entire vehicle, but at this time there will be a shift power interruption and the torque will be limited.

[0055] Single motor drive working mode 2: If the second drive motor assembly 2 fails, the third shift coupling sleeve 332 slides to the left, and the fourth shift coupling sleeve 342 slides to the right, and the gearbox output shaft 326 and the gearbox intermediate shaft 310 are disconnected from the second drive motor assembly 2, and the second drive motor assembly 2 stops working, but does not affect the normal operation of the first drive motor assembly 1. At this time, normal gear shifting can be performed through the first shift coupling sleeve 330 or the second shift coupling sleeve 331, and the first drive motor assembly 1 can output power normally, but there will be a gear shift power interruption at this time, and the torque will be limited.

[0056] Braking energy feedback working mode: When the vehicle brakes, negative torque is applied to the first drive motor assembly 1 or the second drive motor assembly 2 through the VCU to achieve braking energy feedback, and the braking energy is recovered and stored in the high-voltage battery system.

[0057] Parking power taking working mode: Method 1, the first drive motor assembly 1 does not work, the third shift coupling sleeve 332 slides to the left, the first shift coupling sleeve 330 and the second shift coupling sleeve 331 remain in the middle position, and the connection between the first drive motor assembly 1 and the gearbox output shaft 326 is disconnected; at this time, the power of the second drive motor assembly 2 can drive the hydraulic device 7 installed on the vehicle through the power take-off device 9, and output power according to the use requirements of the vehicle's power taking. Method 2, the second drive motor assembly 2 does not work, the third shift coupling sleeve 332 slides to the left, the first shift coupling sleeve 330 and the second shift coupling sleeve 331 remain in the middle position, and the connection between the first drive motor assembly 1 and the gearbox output shaft 326 is disconnected; the fourth shift coupling sleeve 342 slides to the left, at this time, the power of the first drive motor assembly 1 can drive the hydraulic device 7 installed on the vehicle through the power take-off device 9, and output power according to the use requirements of the vehicle's power taking.

[0058] Driving power taking working mode: the first drive motor assembly 1 drives the vehicle to run, and the first shift coupling sleeve 330 and the second shift coupling sleeve 331 are engaged in the target gear to drive the vehicle according to the vehicle requirements; the third shift coupling sleeve 332 slides to the left and the fourth shift coupling sleeve 342 slides to the right to disconnect the second drive motor assembly 2 from the gearbox output shaft 326; at this time, the second drive motor assembly 2 can output power according to the requirements of the vehicle's auxiliary power taking; since the power for the vehicle's driving and the power for the vehicle's upper body to take off are independently provided by two drive motors, the speed of the power take-off 9 can be decoupled from the vehicle speed, and the speed of the second drive motor assembly 2 used for power taking can be adjusted according to demand.

[0059] Control method of the available force when shifting gears while driving:

[0060] The vehicle is powered on, the first gear shift sleeve 330 and the second gear shift sleeve 331 are in the middle, the third gear shift sleeve 332 slides to the left, and the fourth gear shift sleeve 342 slides to the right. At this time, the gearbox is in neutral;

[0061] Engage the power take-off 9: Press the power take-off switch in the cab, the power take-off 9 is engaged, and at the same time the third shift coupling sleeve 332 slides to the right and is connected to the gearbox output shaft 326.

[0062] Engage in the starting gear: After the driver steps on the brake, the gearshift handle engages the starting gear. At this time, the gearbox controller controls the second gearshift sleeve 331 on the gearbox to slide to the right, engaging the first gear of the gearbox.

[0063] Vehicle driving: The driver releases the brake pedal and steps on the accelerator, and the vehicle starts to move.

[0064] Shifting gears while driving: When the vehicle speed reaches the shift point, the gearbox will automatically shift into the 2nd gear. At this time, the second shift coupling sleeve 331 slides to the left and the 2nd gear 323 is engaged. Since the second drive motor assembly 2 for the power take-off 9 is not connected to the gearbox output shaft 326, the operating speed of the power take-off and the change in vehicle speed will not affect each other during the process of shifting into the 2nd gear.

[0065] Dual motor power uninterrupted system control method:

[0066] The vehicle is powered on, the first gear shift sleeve 330 and the second gear shift sleeve 331 are in the middle, the third gear shift sleeve 332 slides to the left, and the fourth gear shift sleeve 342 slides to the right. At this time, the gearbox is in neutral;

[0067] Engage in the starting gear: After the driver steps on the brake, he engages the starting gear through the shift handle. At this time, the transmission controller controls the second shift coupling sleeve 331 on the transmission to slide to the right, engaging the first gear of the transmission; the third shift coupling sleeve 332 slides to the right and connects with the floating gear 325, thereby connecting with the transmission output shaft 326.

[0068] Vehicle driving: The driver releases the brake pedal and steps on the accelerator, and the vehicle starts to move.

[0069] Shifting gears while driving: When the vehicle speed reaches the shifting point, the gearbox will automatically shift into the 2nd gear. At this time, the second shift coupling sleeve 331 slides to the left and the second gear gear 323 is engaged. Depending on the driver's driving intention, while the vehicle is driving, the first shift coupling sleeve 330 and the second shift coupling sleeve 331 slide left and right to achieve 1 / 2 / 3 / 4 gear upshift and downshift. During the shifting process, since the second drive motor assembly 2 is fixedly connected to the vehicle end, it can continuously output power to maintain the vehicle speed, thereby achieving no power interruption during shifting.

[0070] The present invention not only realizes the uninterrupted shifting power of the vehicle in different working modes, but also realizes the parking power taking and driving power taking functions of the vehicle under different working conditions, and can also realize applications such as pure electric power taking, reverse power taking and high-power power taking.

[0071] The present invention adopts an overall design of dual motors and a gearbox, which can achieve no power interruption when the gearbox shifts gears; the maximum output of power torque can be achieved through the combination of the two motors; if one motor fails, the other motor can achieve all functions; the present invention can achieve a variety of power take-off modes, can achieve gear shifting when taking power while driving, and can achieve decoupling of the working speed of the power take-off from the vehicle speed, thereby achieving independent operation of the power take-off while driving.

[0072] The contents not described in detail in this specification belong to the prior art known to professional and technical personnel in this field.

Claims

1. A power uninterrupted system for new energy vehicles, comprising a first drive motor assembly, a second drive motor assembly and a gearbox, wherein the output end of the first drive motor assembly is connected to the input end of the gearbox, and the output end of the gearbox is connected to the wheels through a transmission shaft and a rear axle, characterized in that: The gearbox is provided with a gearbox input shaft, a gearbox intermediate shaft, a gearbox third shaft, a gearbox fourth shaft and a gearbox output shaft; The first drive motor assembly is connected to the gearbox input shaft, the gearbox input shaft is equipped with a first planetary gear reduction mechanism, the sun gear of the first planetary gear reduction mechanism is fixedly connected to the gearbox input shaft, the planetary gear is locked, and power is output through the ring gear; The gearbox output shaft is provided with a fourth gear, a third gear, a second gear, a first gear, a floating gear, a fixed third gear shift sleeve, and a gearbox output flange. The third gear shift sleeve is combined or separated with the floating gear, and the gearbox output flange is connected with the transmission shaft; The gearbox intermediate shaft is provided with a first constant meshing gear, a second constant meshing gear, a fourth gear intermediate shaft floating gear, a third gear intermediate shaft floating gear, a second gear intermediate shaft floating gear, a first gear intermediate shaft floating gear, a first fixed shift coupling sleeve, and a second fixed shift coupling sleeve. The first shift coupling sleeve is used to be coupled with or separated from the fourth gear intermediate shaft floating gear or the third gear intermediate shaft floating gear, and the second shift coupling sleeve is coupled with or separated from the second gear intermediate shaft floating gear or the first gear intermediate shaft floating gear. The first constantly meshed gear is meshed with the first planetary gear reduction mechanism, the fourth gear intermediate shaft floating gear is meshed with the fourth gear gear, the third gear intermediate shaft floating gear is meshed with the third gear gear, the second gear intermediate shaft floating gear is meshed with the second gear gear, and the first gear intermediate shaft floating gear is meshed with the first gear gear; The third shaft of the gearbox is provided with a fixed gear and a fixed fourth shift coupling sleeve, the fixed gear is meshed with the floating gear, and the fourth shift coupling sleeve is engaged with or separated from the second constantly meshed gear; A second planetary gear reduction mechanism is arranged on the fourth shaft of the gearbox, the left side of the fourth shaft of the gearbox is fixedly connected to the output end of the second drive motor assembly, the second planetary gear reduction mechanism is meshed with the fixed gear, and the second planetary gear reduction mechanism is connected to the power take-off output power through the power take-off installation interface.

2. A new energy vehicle power uninterrupted system according to claim 1, characterized in that: The gearbox is connected to the load transmission shaft and the hydraulic device through a power take-off connected to the gearbox.

3. A shift control method for a new energy vehicle power uninterrupted system according to claim 1, characterized in that: The following steps are involved: The third shift sleeve slides to the right to shift gears and is fixedly connected to the gear ring on the floating gear. The power of the second drive motor assembly is output to the vehicle through the gearbox output shaft. By shifting the first drive motor assembly, the first shift sleeve slides to the left to engage the 4th gear and slides to the right to engage the 3rd gear. The second shift sleeve slides to the left to engage the 2nd gear, and slides to the right to engage the 1st gear. During the shifting process, the second drive motor assembly is fixedly connected to the vehicle end, continuously outputting power to maintain the vehicle speed, and achieving no power interruption when shifting gears.

4. A shift control method for a new energy vehicle power uninterrupted system according to claim 1, characterized in that: The following steps are involved: The torque of the second drive motor assembly is controlled to be zero, the third shift coupling sleeve slides to the left, the speed of the second drive motor assembly is controlled to be adjusted, so that the rotation speed of the second drive motor assembly is the same as the rotation speed of the first gear intermediate shaft gear, the fourth shift coupling sleeve slides to the left and is combined with the second constant meshing gear of the gearbox intermediate shaft to achieve fixed connection with the gearbox intermediate shaft, and the power output torque on the gearbox output shaft is the sum of the first drive motor assembly and the second drive motor assembly.

5. A shift control method for a new energy vehicle power uninterrupted system according to claim 1, characterized in that: The following steps are involved: When the first drive motor assembly fails, the fourth shift coupling sleeve slides to the left and engages with the second constant mesh gear on the gearbox intermediate shaft, so that the power of the second drive motor assembly is transmitted to the gearbox intermediate shaft, and different gears are engaged through the first shift coupling sleeve and the second shift coupling sleeve on the gearbox intermediate shaft, and the power is output from the gearbox output shaft to the whole vehicle. At this time, the gear shifting power will be interrupted and the torque will be limited.

6. A shift control method for a new energy vehicle power uninterrupted system according to claim 1, characterized in that: The following steps are involved: When the second drive motor assembly fails, the third shift sleeve slides to the left and the fourth shift sleeve slides to the right, the gearbox output shaft and the gearbox intermediate shaft are disconnected from the second drive motor assembly, the second drive motor assembly stops working, and the first drive motor assembly works normally, and normal gear shifting is performed through the first shift sleeve or the second shift sleeve. The first drive motor assembly outputs power normally. At this time, there will be a gear shift power interruption and the torque will be limited.

7. A shift control method for a new energy vehicle power uninterrupted system according to claim 1, characterized in that: The following steps are involved: The first drive motor assembly does not work, the third shift coupling sleeve slides to the left, the first shift coupling sleeve and the second shift coupling sleeve remain in the middle position, the connection between the first drive motor assembly and the output shaft of the gearbox is disconnected, and the power of the second drive motor assembly drives the hydraulic device installed on the vehicle through the power take-off device to output power according to the use demand of the power take-off installed on the vehicle; Or the second drive motor assembly does not work, the third shift coupling sleeve slides to the left, the first shift coupling sleeve and the second shift coupling sleeve remain in the middle position, the connection between the first drive motor assembly and the gearbox output shaft is disconnected, the fourth shift coupling sleeve slides to the left, and the power of the first drive motor assembly drives the hydraulic device mounted on the vehicle through the power take-off, and outputs power according to the use requirements of the vehicle's power take-off.

8. A shift control method for a new energy vehicle power uninterrupted system according to claim 1, characterized in that: The following steps are involved: The first drive motor assembly drives the vehicle to run, the first shift coupling sleeve and the second shift coupling sleeve are engaged in the target gear according to the vehicle demand to drive the vehicle, the third shift coupling sleeve slides to the left and the fourth shift coupling sleeve slides to the right, the connection between the second drive motor assembly and the output shaft of the gearbox is disconnected, and the second drive motor assembly outputs power according to the auxiliary power taking-off requirement of the vehicle; the power for the vehicle to run and the power for the vehicle to take off are independently provided by two drive motors, so that the speed of the power take-off is decoupled from the vehicle speed, and the speed of the second drive motor assembly used for power taking is adjusted according to the demand.

9. A shift control method for a new energy vehicle power uninterrupted system according to claim 1, characterized in that: The method comprises the following steps: the vehicle is powered on: when the vehicle is powered on, the first gear shift sleeve and the second gear shift sleeve are in the middle, the third gear shift sleeve slides to the left, and the fourth gear shift sleeve slides to the right, and the gearbox is in neutral; Engage the power take-off: Press the power take-off switch in the cab, the power take-off is engaged, and at the same time the third shift sleeve slides to the right and connects with the gearbox output shaft; Engage in the starting gear: After the driver steps on the brake, he uses the shift handle to engage in the starting gear. At this time, the gearbox controller controls the second shift sleeve on the gearbox to slide to the right, engaging the first gear of the gearbox; Vehicle driving: The driver releases the brake pedal and steps on the accelerator, and the vehicle starts to move; Shifting gears while driving: When the vehicle speed reaches the shift point, the transmission will automatically shift into 2nd gear. At this time, the second shift sleeve slides to the left and the second gear is engaged.

10. A shift control method for a new energy vehicle power uninterrupted system according to claim 1, characterized in that: The method comprises the following steps: the vehicle is powered on: when the vehicle is powered on, the first gear shift sleeve and the second gear shift sleeve are in the middle, the third gear shift sleeve slides to the left, and the fourth gear shift sleeve slides to the right, and the gearbox is in neutral; Engage in the starting gear: After the driver steps on the brake, he uses the shift handle to engage in the starting gear. At this time, the gearbox controller controls the second shift sleeve on the gearbox to slide to the right, engaging the first gear of the gearbox; The third shift sleeve slides to the right and connects with the floating gear, thereby connecting with the output shaft of the gearbox; Vehicle driving: The driver releases the brake pedal and steps on the accelerator, and the vehicle starts to move; Shifting while driving: When the vehicle speed reaches the shift point, the gearbox will automatically shift into the 2nd gear. At this time, the second shift sleeve slides to the left to shift into the 2nd gear. The 1st / 2nd / 3rd / 4th gear upshifts and downshifts are achieved by sliding the first and second shift sleeves left and right. During the gear shifting process, the second drive motor assembly is fixedly connected to the vehicle end and continuously outputs power to maintain the vehicle speed, thereby achieving no power interruption during gear shifting.

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