A dual-motor automatic transmission electric drive system and transmission

Abstract

The application relates to a double-motor automatic variable-speed electric driving system and a variable-speed transmission, belonging to the technical field of electric driving systems, which comprises a first motor, a second motor and a system output shaft for driving connection with a downstream system, the two rotor shafts of the first motor and the second motor are coaxially arranged, the rotor shaft of the first motor is arranged through the rotor of the second motor and the rotor shaft of the second motor in a relatively freely rotatable mode, and the two rotor shafts and the system output shaft are arranged in parallel; the two rotor shafts are connected with the system output shaft through a two-gear variable-speed structure. The coaxial arrangement of the rotor shafts of the two motors and the parallel arrangement of the two rotor shafts and the system output shaft reduce the volume, so that the electric driving system is compact in structure; the two-gear variable-speed structure is used for realizing two-gear variable-speed control of the downstream system, so that the transmission structure of the electric driving system is simplified.

Description

Technical Field

[0001] This invention relates to a dual-motor automatic transmission electric drive system and transmission, belonging to the technical field of electric drive systems. Background Technology

[0002] The electric drive systems (or transmissions) used in the current mining truck and heavy truck transmission fields include planetary gearbox power split multi-speed transmissions, dual intermediate shaft power split multi-speed transmissions, and parallel shaft multi-speed transmissions.

[0003] The disadvantages of planetary gearbox power-split multi-speed transmissions include: complex structure and high manufacturing difficulty, making it difficult to guarantee product reliability and consistency; currently, multi-speed planetary gearbox transmissions cannot achieve uninterrupted power delivery, resulting in a poor driving experience and affecting driving safety; high maintenance costs and poor repair convenience; poor NVH performance; and slightly lower efficiency than parallel shaft transmissions. The disadvantages of dual intermediate shaft power-split multi-speed transmissions include: complex gear-setting process and poor reliability; a relatively large number of gears; currently, dual intermediate shaft power-split transmissions cannot achieve uninterrupted power delivery, resulting in a poor driving experience and affecting driving safety; and poor NVH performance. The disadvantages of parallel shaft multi-speed transmissions include: large size and heavy weight.

[0004] Patent document CN214274374U discloses a dual-input, uninterrupted power automatic transmission, including a transmission body. The transmission body houses a first input shaft, a second input shaft, a first drive shaft, a second drive shaft, and an output shaft. The protruding ends of the first and second input shafts are connected to an engine and a drive motor, respectively. The second input shaft is a hollow shaft fitted around the first input shaft. A first and second main gear are integrally fixed to the outside of the first and second input shafts, respectively. A concave central hole is located at the rear end of the first input shaft. The front end of the output shaft is coaxially arranged within the concave central hole via a bearing. A third, fourth, fifth, sixth, seventh, and eighth main gear are mounted on the output shaft. This automatic transmission is intended for use in hybrid applications. However, the two power sources can only achieve their own specific gears, effectively meaning one power source has only half the number of gears. Therefore, the entire system requires a large number of gears, resulting in a large volume, low efficiency, and inefficient operation. The transmission gears cannot be fully utilized or flexibly combined. Furthermore, this automatic transmission employs a dual intermediate shaft power splitting design, leading to a complex structure and poor reliability and NVH performance.

[0005] Patent document CN113696722A discloses a pure electric multi-gear transmission system, comprising: a first motor, the output shaft of which is connected to a first intermediate shaft via a first motor input gear pair; a second motor, the output shaft of which is connected to a second intermediate shaft via a second motor input gear pair; a first intermediate shaft, which is connected to the transmission system output shaft via a first intermediate shaft gear pair; and a second intermediate shaft, which is connected to the transmission system output shaft via a second intermediate shaft gear pair. The transmission system further comprises: a first clutch, disposed on the first intermediate shaft and selectively engaged with a gear of the first intermediate shaft gear pair; a second clutch, disposed on the second intermediate shaft and selectively engaged with a gear of the second intermediate shaft gear pair; and an intermediate clutch, disposed on the second intermediate shaft near the end of the first intermediate shaft and selectively engaging the first intermediate shaft and the second intermediate shaft. This pure electric multi-gear transmission system controls the path of power transmission between the first motor and the second motor through the first clutch, the second clutch and the intermediate clutch. The transmission system of this scheme adopts dual intermediate shaft power splitting, which has a relatively complex structure, poor reliability and NVH performance, and the system requires a large number of gears, thus occupying a large volume. Summary of the Invention

[0006] The purpose of this invention is to provide a dual-motor automatic transmission electric drive system and gearbox to solve the problems of large size and complex transmission of existing pure electric transmission systems (electric drive systems).

[0007] To achieve the above objectives, the present invention includes:

[0008] The present invention discloses a dual-motor automatic transmission electric drive system, comprising a first motor, a second motor, and a system output shaft for driving connection with a downstream system. The two rotor shafts of the first motor and the second motor are arranged coaxially. The rotor shaft of the first motor is rotatably disposed through the rotor of the second motor and the rotor shaft of the second motor. The two rotor shafts are arranged in parallel with the system output shaft. The two rotor shafts are connected to the system output shaft through a two-speed transmission structure.

[0009] The electric drive system of this invention reduces its size by arranging the rotor shafts of the two motors coaxially and parallel to the system output shaft, making the electric drive system compact. The electric drive system of this invention achieves two-speed control of the downstream system through a two-speed transmission structure, thereby simplifying the transmission structure of the electric drive system. The electric drive system of this invention achieves uninterrupted power during gear shifts by ensuring that at least one of the two motors (a first motor and a second motor) operates during gear shifts (maintaining continuous power output). The two motors in this invention can drive the vehicle independently; if one transmission chain fails, the other transmission chain can drive independently without affecting the normal operation of the vehicle.

[0010] Furthermore, the two-speed transmission structure includes a second-speed drive gear that is rotatably mounted on the rotor shaft of the second motor, a second-speed driven gear that is fixedly mounted on the system output shaft and meshes with the second-speed drive gear, a first-speed drive gear that is rotatably mounted on the rotor shaft of the first motor, a first-speed driven gear that is fixedly mounted on the system output shaft and meshes with the first-speed drive gear, a first shifting device that connects the two rotor shafts or connects the rotor shaft of the second motor and the second-speed drive gear, and a second shifting device that connects the two rotor shafts or connects the rotor shaft of the first motor and the first-speed drive gear.

[0011] This invention connects the second-gear drive gear and the rotor shaft of the second motor via a first shifting device, and connects the rotor shaft of the first motor and the first-gear drive gear via a second shifting device, thus achieving simultaneous mixed drive of the two motors in first and second gear. At this time, the speed relationship between the second motor and the first motor is as follows: Where n(2) is the rotational speed of the second motor and n(1) is the rotational speed of the first motor; the present invention uses the first shifting device to put the motor in neutral and the second shifting device to connect the rotor shaft of the first motor and the first gear drive gear to achieve single motor first gear drive (first motor drive); the present invention uses the second shifting device to put the motor in neutral and the first shifting device to connect the second gear drive gear and the rotor shaft of the second motor to achieve single motor second gear drive (second motor drive); the present invention uses the first shifting device to connect the rotor shaft of the first motor and the rotor shaft of the second motor, and the second shifting device to connect the rotor shaft of the first motor and the first gear drive gear to achieve dual motor first gear drive; the present invention uses the second shifting device to connect the rotor shaft of the first motor and the rotor shaft of the second motor, and the first shifting device to connect the second gear drive gear and the rotor shaft of the second motor to achieve dual motor second gear drive; the present invention uses the first shifting device and the second shifting device to put the motor in neutral, at which time neither the first motor nor the second motor transmits power to the system output shaft.

[0012] The electric drive system of the present invention controls the power transmission path of the first motor and the second motor through a first shifting device and a second shifting device. The power flows output by the first motor and the second motor converge from different transmission chains to the output shaft of the system. The electric drive system of the present invention provides power through two coaxial drive motors (the first motor and the hollow second motor). By installing two sets of shifting devices (the first shifting device and the second shifting device, the double shifting device, and the double shifting mechanism) next to the second gear drive gear and the first gear gear (the first gear gear includes a first gear drive gear and a first gear driven gear, which is the first gear drive gear here) respectively, the two motors can drive the first or second gear individually or simultaneously. During the shifting process, through the coordinated control of the two motors, the purpose of no power interruption before and after the shift (two-gear change) can be achieved. The electric drive system of this invention features a parallel arrangement of dual motors and a system output shaft, with coaxial power output from the dual motors. The dual-shift mechanism, through the parallel arrangement of the two rotor shafts of the dual motors and the system output shaft (i.e., a dual-shift mechanism using parallel shaft transmission), can achieve any of five driving modes: simultaneous mixed drive of first and second gear (dual motors simultaneously engaged in first and second gear), dual-motor first gear drive (dual motors simultaneously engaged in first gear), dual-motor second gear drive (dual motors simultaneously engaged in second gear), single-motor first gear drive (one motor in neutral, one motor in first gear), or single-motor second gear drive (one motor in neutral, one motor in second gear). Furthermore, the electric drive system has a simple structure and flexible shifting. The electric drive system of this invention achieves five power output modes across two gears through a single-stage transmission, greatly simplifying the structure of the electric drive system and enabling multiple power combinations. The dual-motor coaxial integration and the dual-shift mechanism using parallel shaft transmission result in a compact and lightweight design. The parallel shaft transmission structure is simple, reliable, efficient, and offers good NVH performance. Independent and combined shifting of the dual motors, along with multiple power output modes, allows for efficient utilization of the motors' high-efficiency range, achieving better economy and power. This invention, through the coordinated operation of the dual motors and dual shifting device, utilizes four gears (first-gear drive gear, first-gear driven gear, second-gear drive gear, and second-gear driven gear) and the dual shifting device to achieve five power output modes, effectively solving the problem that traditional transmissions require more than two gears to meet vehicle operating conditions.

[0013] Further, the first shifting device includes a first motor shaft engagement tooth fixedly disposed on the rotor shaft of the first motor, a second motor shaft engagement tooth fixedly disposed on the rotor shaft of the second motor, a second gear engagement tooth fixedly disposed on the second gear drive gear, and a first meshing tooth sleeve that meshes the first motor shaft engagement tooth and the second motor shaft engagement tooth or meshes the second motor shaft engagement tooth and the second gear engagement tooth; the second shifting device includes a first motor shaft engagement tooth fixedly disposed on the rotor shaft of the first motor, a second motor shaft engagement tooth fixedly disposed on the rotor shaft of the second motor, a first gear engagement tooth fixedly disposed on the first gear drive gear, and a second meshing tooth sleeve that meshes the first motor shaft engagement tooth and the second motor shaft engagement tooth or meshes the first motor shaft engagement tooth and the first gear engagement tooth.

[0014] The first meshing tooth sleeve is fitted outside and meshes with the second gear engagement tooth, while the second meshing tooth sleeve is fitted outside and meshes with the first gear engagement tooth. The first meshing tooth sleeve slides along the axial direction of the rotor shaft of the second motor, enabling the second gear engagement tooth to mesh with the second motor shaft engagement tooth, thereby achieving power transmission between the rotor shaft of the second motor and the second gear drive gear. Alternatively, the first meshing tooth sleeve slides along the axial direction of the second gear drive gear (the axial direction of the rotor shaft of the first motor), enabling the first motor shaft engagement tooth to mesh with the second motor shaft engagement tooth, thereby achieving power transmission between the rotor shaft of the second motor and the rotor shaft of the first motor. Or, the first meshing tooth sleeve meshes with only one engagement tooth (either the second gear engagement tooth or the second motor shaft engagement tooth). The second meshing gear sleeve is in neutral; the second meshing gear sleeve slides along the axial direction of the rotor shaft of the first motor to enable the first motor shaft engagement tooth and the first gear engagement tooth to mesh, thereby realizing the power transmission between the first gear drive gear and the rotor shaft of the first motor; or the second meshing gear sleeve slides along the axial direction of the rotor shaft of the first motor to enable the first motor shaft engagement tooth and the second motor shaft engagement tooth to mesh, thereby realizing the power transmission between the rotor shaft of the second motor and the rotor shaft of the first motor; or the second meshing gear sleeve engages only with one engagement tooth (the first gear engagement tooth or the first motor shaft engagement tooth), in which case the second meshing gear sleeve is in neutral.

[0015] This invention connects the second-gear engagement gear and the second motor shaft engagement gear via a first meshing tooth sleeve, and connects the first motor shaft engagement gear and the first-gear engagement gear via a second meshing tooth sleeve, thus achieving simultaneous mixed drive of the two motors in first and second gear. At this time, the speed relationship between the second motor and the first motor is as follows: Where n(2) is the rotational speed of the second motor and n(1) is the rotational speed of the first motor; the present invention achieves single motor first gear drive (first motor drive) by engaging neutral through the first meshing tooth sleeve and connecting the first motor shaft engagement tooth and the first gear engagement tooth through the second meshing tooth sleeve; the present invention achieves single motor second gear drive (second motor drive) by engaging neutral through the second meshing tooth sleeve and connecting the second gear engagement tooth and the second motor shaft engagement tooth through the first meshing tooth sleeve; the present invention achieves dual motor first gear drive by connecting the first motor shaft engagement tooth and the second motor shaft engagement tooth through the first meshing tooth sleeve and connecting the first motor shaft engagement tooth and the first gear engagement tooth through the second meshing tooth sleeve; the present invention achieves dual motor second gear drive by connecting the first motor shaft engagement tooth and the second motor shaft engagement tooth through the second meshing tooth sleeve and connecting the second gear engagement tooth and the second motor shaft engagement tooth through the first meshing tooth sleeve; the present invention achieves dual motor second gear drive by engaging neutral through the first meshing tooth sleeve and the second meshing tooth sleeve, at which time neither the first motor nor the second motor transmits power to the system output shaft.

[0016] Further, the first shifting device includes a first motor shaft engagement tooth fixedly disposed on the rotor shaft of the first motor, a second motor shaft engagement tooth fixedly disposed on the rotor shaft of the second motor, a second gear engagement tooth fixedly disposed on the second gear drive gear, and a first spline sleeve that meshes the first motor shaft engagement tooth and the second motor shaft engagement tooth or meshes the second motor shaft engagement tooth and the second gear engagement tooth; the second shifting device includes a first motor shaft engagement tooth fixedly disposed on the rotor shaft of the first motor, a second motor shaft engagement tooth fixedly disposed on the rotor shaft of the second motor, a first gear engagement tooth fixedly disposed on the first gear drive gear, and a second spline sleeve that meshes the first motor shaft engagement tooth and the second motor shaft engagement tooth or meshes the first motor shaft engagement tooth and the first gear engagement tooth.

[0017] The first spline sleeve is fitted outside and meshes with the second gear engagement tooth, while the second spline sleeve is fitted outside and meshes with the first gear engagement tooth. The first spline sleeve slides along the axial direction of the rotor shaft of the second motor, enabling the second gear engagement tooth to mesh with the second motor shaft engagement tooth, thereby achieving power transmission between the rotor shaft of the second motor and the second gear drive gear. Alternatively, the first spline sleeve slides along the axial direction of the second gear drive gear (the axial direction of the rotor shaft of the first motor), enabling the first motor shaft engagement tooth to mesh with the second motor shaft engagement tooth, thereby achieving power transmission between the rotor shaft of the second motor and the rotor shaft of the first motor. Or, the first spline sleeve meshes with only one engagement tooth (either the second gear engagement tooth or the second motor shaft engagement tooth). The second spline sleeve is in neutral; the second spline sleeve slides along the axial direction of the rotor shaft of the first motor to enable the first motor shaft engagement teeth and the first gear engagement teeth to mesh, thereby realizing the power transmission between the first gear drive gear and the rotor shaft of the first motor; or the second spline sleeve slides along the axial direction of the rotor shaft of the first motor to enable the first motor shaft engagement teeth and the second motor shaft engagement teeth to mesh, thereby realizing the power transmission between the rotor shaft of the second motor and the rotor shaft of the first motor; or the second spline sleeve engages only with one engagement tooth (the first gear engagement tooth or the first motor shaft engagement tooth), in which case the second spline sleeve is in neutral.

[0018] This invention connects the second-gear engagement gear and the second motor shaft engagement gear via a first spline sleeve, and connects the first motor shaft engagement gear and the first-gear engagement gear via a second spline sleeve, thus achieving simultaneous mixed drive of the two motors in first and second gear. At this time, the speed relationship between the second motor and the first motor is as follows: Where n(2) is the rotational speed of the second motor and n(1) is the rotational speed of the first motor; the present invention achieves single motor first gear drive (first motor drive) by engaging the first spline sleeve in neutral and connecting the first motor shaft engagement gear and the first gear engagement gear through the second spline sleeve; the present invention achieves single motor second gear drive (second motor drive) by engaging the second spline sleeve in neutral and connecting the second gear engagement gear and the second motor shaft engagement gear through the first spline sleeve; the present invention achieves dual motor first gear drive by connecting the first motor shaft engagement gear and the second motor shaft engagement gear through the first spline sleeve and connecting the first motor shaft engagement gear and the first gear engagement gear through the second spline sleeve; the present invention achieves dual motor second gear drive by connecting the first motor shaft engagement gear and the second motor shaft engagement gear through the second spline sleeve and connecting the second gear engagement gear and the second motor shaft engagement gear through the first spline sleeve; the present invention achieves dual motor second gear drive by engaging the first spline sleeve and the second spline sleeve in neutral, at which time neither the first motor nor the second motor transmits power to the system output shaft.

[0019] Furthermore, the two-speed transmission structure includes a second-speed drive gear that is rotatably mounted on the rotor shaft of the second motor, a second-speed driven gear that is fixedly mounted on the system output shaft and meshes with the second-speed drive gear, a first-speed drive gear that is fixedly mounted on the rotor shaft of the first motor, a first-speed driven gear that is rotatably mounted on the system output shaft and meshes with the first-speed drive gear, a first shifting device that connects the two rotor shafts or connects the rotor shaft of the second motor and the second-speed drive gear, or connects the two rotor shafts and the second-speed drive gear, and a second shifting device that connects the system output shaft and the first-speed driven gear or connects only the system output shaft or the first-speed driven gear.

[0020] This invention achieves simultaneous mixed drive of two motors in first and second gears by connecting the second-gear drive gear and the rotor shaft of the second motor via a first shifting device, and connecting the system output shaft and the first-gear driven gear via a second shifting device. Alternatively, this invention can achieve single-motor first-gear drive (driven by the first motor) by engaging neutral with the first shifting device and connecting the system output shaft and the first-gear driven gear via the second shifting device. It can also achieve single-motor second-gear drive (driven by the second motor) by engaging neutral with the second shifting device (connecting only the system output shaft or the first-gear driven gear) and connecting the second-gear drive gear and the rotor shaft of the second motor via the first shifting device. Furthermore, this invention can achieve dual-motor first-gear drive by connecting the rotor shafts of the first and second motors via the first shifting device, and connecting the system output shaft and the first-gear driven gear via the second shifting device. Finally, this invention can achieve dual-motor second-gear drive by engaging neutral with the second shifting device and connecting the second-gear drive gear, the rotor shaft of the first motor, and the rotor shaft of the second motor via the first shifting device. Finally, this invention can achieve dual-motor second-gear drive by engaging neutral with both the first and second shifting devices, in which case neither the first nor the second motor transmits power to the system output shaft.

[0021] The electric drive system of the present invention controls the power transmission path of the first motor and the second motor through a first shifting device and a second shifting device. The power flows output by the first motor and the second motor of the present invention converge from different transmission chains to the output shaft of the system. The electric drive system of the present invention provides power through two coaxial drive motors (the first motor and the hollow second motor). By installing two sets of shifting devices (the first shifting device and the second shifting device, the double shifting device, and the double shifting mechanism) next to the second gear drive gear and the first gear gear (the first gear gear includes the first gear drive gear and the first gear driven gear, which is the first gear driven gear in this case), the two motors can drive the first or second gear individually or simultaneously. During the shifting process, through the coordinated control of the two motors, the purpose of no power interruption before and after the shift (two-gear change) can be achieved. The electric drive system of this invention features a parallel arrangement of dual motors and a system output shaft, with coaxial power output from both motors. The dual-shift mechanism, through the parallel arrangement of the two rotor shafts of the dual motors and the system output shaft (i.e., a dual-shift mechanism using parallel shaft transmission), enables any of five driving modes: simultaneous mixed drive in first and second gear (both motors simultaneously engaged in first and second gear), dual-motor first-gear drive (both motors simultaneously engaged in first gear), dual-motor second-gear drive (both motors simultaneously engaged in second gear), single-motor first-gear drive (one motor in neutral, one motor in first gear), or single-motor second-gear drive (one motor in neutral, one motor in second gear). Furthermore, the electric drive system has a simple structure and flexible shifting. The electric drive system of this invention achieves five power output modes across two gears through a single-stage transmission, greatly simplifying the structure of the electric drive system and enabling multiple power combinations. The dual-motor coaxial integration and the dual-shift mechanism using parallel shaft transmission result in a compact and lightweight design. The parallel shaft transmission structure is simple, reliable, efficient, and offers good NVH performance. Independent and combined shifting of the dual motors, along with multiple power output modes, allows for efficient utilization of the motors' high-efficiency range, achieving better economy and power. This invention, through the coordinated operation of the dual motors and dual shifting device, utilizes four gears (first-gear drive gear, first-gear driven gear, second-gear drive gear, and second-gear driven gear) and the dual shifting device to achieve five power output modes, effectively solving the problem that traditional transmissions require more than two gears to meet vehicle operating conditions.

[0022] Further, the first shifting device includes a first motor shaft engagement tooth fixedly disposed on the rotor shaft of the first motor, a second motor shaft engagement tooth fixedly disposed on the rotor shaft of the second motor, a second gear engagement tooth fixedly disposed on the second gear drive gear, and a first meshing tooth sleeve that meshes the first motor shaft engagement tooth and the second motor shaft engagement tooth, or meshes the second motor shaft engagement tooth and the second gear engagement tooth, or meshes the second gear engagement tooth, the first motor shaft engagement tooth, and the second motor shaft engagement tooth; the second shifting device includes a first gear engagement tooth fixedly disposed on the first gear driven gear, an output shaft engagement tooth fixedly disposed on the system output shaft, and a second meshing tooth sleeve that meshes the output shaft engagement tooth and the first gear engagement tooth, or meshes only with the first gear engagement tooth or the output shaft engagement tooth.

[0023] The first meshing tooth sleeve is fitted outside and meshes with the second gear engagement tooth, while the second meshing tooth sleeve is fitted outside and meshes with the first gear engagement tooth. The first meshing tooth sleeve slides along the axial direction of the rotor shaft of the second motor, enabling the second gear engagement tooth to mesh with the second motor shaft engagement tooth, thereby achieving power transmission between the rotor shaft of the second motor and the second gear drive gear. Alternatively, the first meshing tooth sleeve slides along the axial direction of the second gear drive gear (the axial direction of the rotor shaft of the first motor), enabling the first motor shaft engagement tooth to mesh with the second motor shaft engagement tooth, thereby achieving power transmission between the rotor shaft of the second motor and the rotor shaft of the first motor. Or, the first meshing tooth sleeve slides along the axial direction of the rotor shaft of the first motor, enabling the second gear engagement tooth and the first motor shaft to engage. The first meshing gear sleeve engages with only one meshing gear (the second gear meshing gear, the first motor shaft meshing gear, or the second motor shaft meshing gear), in which case the first meshing gear sleeve is in neutral. The second meshing gear sleeve slides along the axis of the system output shaft to enable the output shaft meshing gear and the first gear meshing gear to engage, thereby enabling the first gear driven gear and the system output shaft to transmit power. Alternatively, the second meshing gear sleeve engages with only one meshing gear (the first gear meshing gear or the output shaft meshing gear), in which case the second meshing gear sleeve is in neutral.

[0024] This invention connects the second-gear engagement gear and the second motor shaft engagement gear via a first meshing gear sleeve, and connects the output shaft engagement gear and the first-gear engagement gear via the second meshing gear sleeve, thus achieving simultaneous mixed drive of the two motors in first and second gear. At this time, the speed relationship between the second motor and the first motor is as follows: Where n(2) is the rotational speed of the second motor and n(1) is the rotational speed of the first motor; the present invention achieves single motor first gear drive (first motor drive) by engaging neutral through the first meshing tooth sleeve and connecting the output shaft engagement tooth and the first gear engagement tooth through the second meshing tooth sleeve; the present invention achieves single motor second gear drive (second motor drive) by engaging neutral through the second meshing tooth sleeve and connecting the second gear engagement tooth and the second motor shaft engagement tooth through the first meshing tooth sleeve; the present invention achieves dual motor first gear drive by connecting the first motor shaft engagement tooth and the second motor shaft engagement tooth through the first meshing tooth sleeve and connecting the output shaft engagement tooth and the first gear engagement tooth through the second meshing tooth sleeve; the present invention achieves dual motor second gear drive by engaging neutral through the second meshing tooth sleeve and connecting the second gear engagement tooth, the first motor shaft engagement tooth, and the second motor shaft engagement tooth through the first meshing tooth sleeve; the present invention achieves dual motor second gear drive by engaging neutral through the first meshing tooth sleeve and the second meshing tooth sleeve and connecting the second gear engagement tooth, the first motor shaft engagement tooth, and the second motor shaft engagement tooth through the first meshing tooth sleeve; the present invention achieves dual motor second gear drive by engaging neutral through the first meshing tooth sleeve and the second meshing tooth sleeve, at which time neither the first motor nor the second motor transmits power to the output shaft engagement tooth.

[0025] Furthermore, the first shifting device includes a first motor shaft engagement tooth fixedly disposed on the rotor shaft of the first motor, a second motor shaft engagement tooth fixedly disposed on the rotor shaft of the second motor, a second gear engagement tooth fixedly disposed on the second gear drive gear, and a first spline sleeve that engages the first motor shaft engagement tooth and the second motor shaft engagement tooth, or engages the second motor shaft engagement tooth and the second gear engagement tooth, or engages the second gear engagement tooth, the first motor shaft engagement tooth, and the second motor shaft engagement tooth; the second shifting device includes a first gear engagement tooth fixedly disposed on the first gear driven gear, an output shaft engagement tooth fixedly disposed on the system output shaft, and a second spline sleeve that engages the output shaft engagement tooth and the first gear engagement tooth, or engages only with the first gear engagement tooth or the output shaft engagement tooth.

[0026] The first spline sleeve is fitted outside and meshes with the second gear engagement tooth, while the second spline sleeve is fitted outside and meshes with the first gear engagement tooth. The first spline sleeve slides along the axial direction of the rotor shaft of the second motor, enabling the second gear engagement tooth to mesh with the second motor shaft engagement tooth, thereby achieving power transmission between the rotor shaft of the second motor and the second gear drive gear. Alternatively, the first spline sleeve slides along the axial direction of the second gear drive gear (the axial direction of the rotor shaft of the first motor), enabling the first motor shaft engagement tooth to mesh with the second motor shaft engagement tooth, thereby achieving power transmission between the rotor shaft of the second motor and the rotor shaft of the first motor. Alternatively, the first spline sleeve slides along the axial direction of the rotor shaft of the first motor, enabling the second gear engagement tooth and the first motor shaft to engage. The first spline sleeve engages with only one gear (the second gear gear, the first motor shaft gear, or the second motor shaft gear), in which case the first spline sleeve is in neutral. The second spline sleeve slides along the axis of the system output shaft, enabling the output shaft gear and the first gear gear to engage, thus achieving power transmission between the first gear driven gear and the system output shaft. Alternatively, the second spline sleeve engages with only one gear (the first gear gear or the output shaft gear), in which case the second spline sleeve is in neutral.

[0027] This invention connects the second-gear engagement gear and the second motor shaft engagement gear via a first spline sleeve, and connects the output shaft engagement gear and the first-gear engagement gear via the second spline sleeve, thus achieving simultaneous mixed drive of the two motors in first and second gear. At this time, the speed relationship between the second motor and the first motor is as follows: Where n(2) is the rotational speed of the second motor and n(1) is the rotational speed of the first motor; the present invention achieves single motor first gear drive (first motor drive) by putting the first spline sleeve in neutral and connecting the output shaft engagement gear and the first gear engagement gear through the second spline sleeve; the present invention achieves single motor second gear drive (second motor drive) by putting the second spline sleeve in neutral and connecting the second gear engagement gear and the second motor shaft engagement gear through the first spline sleeve; the present invention achieves dual motor first gear drive by connecting the first motor shaft engagement gear and the second motor shaft engagement gear through the first spline sleeve and connecting the output shaft engagement gear and the first gear engagement gear through the second spline sleeve; the present invention achieves dual motor second gear drive by putting the second spline sleeve in neutral and connecting the second gear engagement gear, the first motor shaft engagement gear and the second motor shaft engagement gear through the first spline sleeve; the present invention achieves dual motor second gear drive by putting the first spline sleeve in neutral and connecting the second gear engagement gear, the first motor shaft engagement gear and the second motor shaft engagement gear through the first spline sleeve; the present invention achieves dual motor second gear drive by putting the first spline sleeve and the second spline sleeve in neutral, at which time neither the first motor nor the second motor transmits power to the output shaft engagement gear.

[0028] Furthermore, the second-speed drive gear is rotatably mounted on the rotor shaft of the second motor via the first bearing; the first-speed drive gear is rotatably mounted on the rotor shaft of the first motor via the second bearing.

[0029] The present invention uses a first bearing to make the second-gear drive gear and the rotor shaft of the second motor rotate relative to each other, and uses a second bearing to make the first-gear drive gear and the rotor shaft of the first motor rotate relative to each other, thereby improving the reliability of the power transmission of the electric drive system.

[0030] Furthermore, the second-gear drive gear is mounted on the rotor shaft of the second motor with relative free rotation via the first bearing; the first-gear driven gear is mounted on the system output shaft with relative free rotation via the second bearing.

[0031] This invention uses a first bearing to make the second-gear drive gear and the rotor shaft of the second motor rotate relative to each other, and uses a second bearing to make the first-gear driven gear and the system output shaft rotate relative to each other, thereby improving the reliability of the power transmission of the electric drive system.

[0032] A transmission according to the present invention includes a housing, in which any of the above-described electric drive systems are installed.

[0033] The transmission of the present invention integrates any of the above-mentioned electric drive systems into a housing (transmission housing). Specifically, two motors are fixedly mounted on the inner wall of the housing. The two ends or one end of the system output shaft can rotatably pass through the housing and connect to the downstream system outside the housing. The other end of the system output shaft is rotatably mounted on the inner wall of the housing via a bearing. The transmission of the present invention controls the power transmission path of the first motor and the second motor through a first shifting device and a second shifting device. The power flows output by the first motor and the second motor of the present invention converge from different transmission chains to the system output shaft. The transmission of the present invention provides power through two coaxial drive motors (the first motor and the hollow second motor). By installing two sets of shifting devices (the first shifting device and the second shifting device, the dual shifting device, and the dual shifting mechanism) next to the second gear drive gear and the first gear gear (the first gear gear includes the first gear drive gear and the first gear driven gear) respectively, the two motors can drive the first or second gear individually or simultaneously. During the shifting process, through the coordinated control of the two motors, the purpose of no power interruption before and after the shift (two-gear change) can be achieved. The transmission of the present invention has dual motors and system output shafts arranged in parallel, with coaxial power output from the dual motors. The dual shifting mechanism, through the parallel arrangement of the two rotor shafts of the dual motors and the system output shaft (i.e., a dual shifting mechanism using parallel shaft transmission), can achieve any of the following five driving modes: simultaneous mixed drive of first and second gear (dual motors simultaneously engaged in first and second gear), dual motor drive in first gear (dual motors simultaneously engaged in first gear), dual motor drive in second gear (dual motors simultaneously engaged in second gear), single motor drive in first gear (one motor in neutral and one motor in first gear), or single motor drive in second gear (one motor in neutral and one motor in second gear). The transmission has a simple structure and flexible shifting. The electric drive system in this invention's transmission achieves five power output modes across two gears through a single-stage transmission, significantly simplifying the structure of the electric drive system and enabling multiple power combinations. The coaxial integration of the two motors and the dual-shift mechanism using parallel shaft transmission result in a compact and lightweight design. The parallel shaft transmission structure is simple, reliable, efficient, and offers good NVH performance. Independent and combined shifting of the two motors, along with various power output modes, allows for efficient utilization of the motors' high-efficiency range, achieving better economy and power. This invention, through the coordinated operation of the two motors and dual-shift mechanism, achieves five power output modes via four gears (first-gear drive gear, first-gear driven gear, second-gear drive gear, and second-gear driven gear) and the dual-shift mechanism, effectively solving the problem that traditional transmissions require more than two gears to meet vehicle operating conditions. The transmission of this invention reduces volume by arranging the rotor shafts of the two motors coaxially and parallel to the system output shaft, making the electric drive system compact. Furthermore, the transmission achieves two-gear shift control of the downstream system through a two-gear shift structure, further simplifying the transmission structure. Attached Figure Description

[0034] Figure 1 This is a configuration diagram of a hybrid first-gear and second-gear drive system according to the present invention;

[0035] Figure 2 This is a configuration diagram of another electric drive system of the present invention, showing a hybrid drive system with first and second gears.

[0036] Explanation of reference numerals in the attached figures:

[0037] 1. First motor; 1a. Rotor of the first motor; 2. Second motor; 2a. Rotor of the second motor; 3. Housing (gearbox housing); 4. Second gear drive gear; 41. Second gear driven gear; 5. First shifting device; 5a. Second gear engagement gear; 5b. Second motor shaft engagement gear; 6. Second shifting device; 6a. First gear engagement gear; 6b. First motor shaft engagement gear; 7. First gear drive gear; 71. First gear driven gear; 7a. Output shaft engagement gear; 8. System output shaft. Detailed Implementation

[0038] To make the objectives, technical solutions, and advantages of the present invention clearer, the present invention will be further described in detail below with reference to the accompanying drawings and embodiments.

[0039] Example 1 of a dual-motor automatic transmission electric drive system:

[0040] A dual-motor automatic transmission electric drive system includes a first motor 1, a second motor 2, and a system output shaft 8 for drive connection with a downstream system. The two rotor shafts of each of the first motor 1 and the second motor 2 are coaxially arranged. The rotor shaft of the first motor rotatably passes through the rotor 2a of the second motor and the rotor shaft of the second motor. The two rotor shafts and the system output shaft 8 are arranged parallel, meaning they do not share a common axis. The two rotor shafts are connected to the system output shaft 8 via a two-speed transmission structure. The rotor 1a of the first motor drives the rotor shaft of the first motor.

[0041] The two-speed transmission structure includes a second-speed drive gear 4 that is rotatably mounted on the rotor shaft of the second motor, a second-speed driven gear 41 that is fixedly mounted on the system output shaft 8 and meshes with the second-speed drive gear 4, a first-speed drive gear 7 that is rotatably mounted on the rotor shaft of the first motor, a first-speed driven gear 71 that is fixedly mounted on the system output shaft 8 and meshes with the first-speed drive gear 7, a first shifting device 5 that connects the two rotor shafts or connects the rotor shaft of the second motor and the second-speed drive gear 4, and a second shifting device 6 that connects the two rotor shafts or connects the rotor shaft of the first motor and the first-speed drive gear 7.

[0042] The first shifting device 5 includes a first motor shaft engagement tooth 6b fixedly disposed on the rotor shaft of the first motor, a second motor shaft engagement tooth 5b fixedly disposed on the rotor shaft of the second motor, a second gear engagement tooth 5a fixedly disposed on the second gear drive gear 4, and a first meshing tooth sleeve that meshes the first motor shaft engagement tooth 6b and the second motor shaft engagement tooth 5b or meshes the second motor shaft engagement tooth 5b and the second gear engagement tooth 5a; the second shifting device 6 includes a first motor shaft engagement tooth 6b fixedly disposed on the rotor shaft of the first motor, a second motor shaft engagement tooth 5b fixedly disposed on the rotor shaft of the second motor, a first gear engagement tooth 6a fixedly disposed on the first gear drive gear 7, and a second meshing tooth sleeve that meshes the first motor shaft engagement tooth 6b and the second motor shaft engagement tooth 5b or meshes the first motor shaft engagement tooth 6b and the first gear engagement tooth 6a.

[0043] The first shifting device 5 includes a first motor shaft engagement tooth 6b fixedly disposed on the rotor shaft of the first motor, a second motor shaft engagement tooth 5b fixedly disposed on the rotor shaft of the second motor, a second gear engagement tooth 5a fixedly disposed on the second gear drive gear 4, and a first spline sleeve that engages the first motor shaft engagement tooth 6b and the second motor shaft engagement tooth 5b or engages the second motor shaft engagement tooth 5b and the second gear engagement tooth 5a; the second shifting device 6 includes a first motor shaft engagement tooth 6b fixedly disposed on the rotor shaft of the first motor, a second motor shaft engagement tooth 5b fixedly disposed on the rotor shaft of the second motor, a first gear engagement tooth 6a fixedly disposed on the first gear drive gear 7, and a second spline sleeve that engages the first motor shaft engagement tooth 6b and the second motor shaft engagement tooth 5b or engages the first motor shaft engagement tooth 6b and the first gear engagement tooth 6a. The tooth surface of the second motor shaft engagement tooth is wide enough that it can engage with the second engagement tooth on one side of the second motor shaft engagement tooth through the first spline sleeve (first meshing tooth sleeve) and the second engagement tooth, while simultaneously engaging with the first motor shaft engagement tooth on the other side of the second motor shaft engagement tooth through the second spline sleeve (second meshing tooth sleeve).

[0044] The second-speed drive gear 4 is mounted on the rotor shaft of the second motor with relative free rotation via the first bearing; the first-speed drive gear 7 is mounted on the rotor shaft of the first motor with relative free rotation via the second bearing.

[0045] like Figure 1 As shown, the first meshing sleeve or the first spline sleeve of the present invention connects the second gear engagement tooth 5a and the second motor shaft engagement tooth 5b, and the second meshing sleeve or the second spline sleeve connects the first motor shaft engagement tooth 6b and the first gear engagement tooth 6a, jointly realizing the simultaneous mixed drive of the first and second gears of the dual motors. At this time, the speed relationship between the second motor and the first motor is as follows: Where n(2) is the speed of the second motor and n(1) is the speed of the first motor;

[0046] The first meshing tooth sleeve of the present invention is in neutral, and the second meshing tooth sleeve connects the first motor shaft engagement tooth and the first gear engagement tooth to realize single motor first gear drive (first motor drive);

[0047] The second meshing tooth sleeve of the present invention is in neutral, and the first meshing tooth sleeve is connected to the second gear engagement tooth and the second motor shaft engagement tooth to realize single motor second gear drive (second motor drive);

[0048] The first meshing tooth sleeve of the present invention connects the first motor shaft engagement tooth and the second motor shaft engagement tooth, and the second meshing tooth sleeve connects the first motor shaft engagement tooth and the first gear engagement tooth, together realizing the dual motor first gear drive;

[0049] The second meshing tooth sleeve of the present invention connects the first motor shaft engagement tooth and the second motor shaft engagement tooth, and the first meshing tooth sleeve connects the second gear engagement tooth and the second motor shaft engagement tooth, together realizing the dual-motor two-speed drive;

[0050] In this invention, the first and second meshing sleeves are in neutral, at which time neither the first nor the second motor transmits power to the system output shaft.

[0051] The two-speed transmission structure includes a second-speed drive gear 4 that is rotatably mounted on the rotor shaft of the second motor, a second-speed driven gear 41 that is fixedly mounted on the system output shaft 8 and meshes with the second-speed drive gear 4, a first-speed drive gear 7 that is fixedly mounted on the rotor shaft of the first motor 1, a first-speed driven gear 71 that is rotatably mounted on the system output shaft 8 and meshes with the first-speed drive gear 7, a first shifting device 5 that connects the two rotor shafts or the rotor shaft of the second motor and the second-speed drive gear 4, and a second shifting device 6 that connects the system output shaft 8 and the first-speed driven gear 71.

[0052] The first shifting device 5 includes a first motor shaft engagement tooth 6b fixedly mounted on the rotor shaft of the first motor, a second motor shaft engagement tooth 5b fixedly mounted on the rotor shaft of the second motor, a second gear engagement tooth 5a fixedly mounted on the second gear drive gear 4, and a first meshing tooth sleeve that meshes the first motor shaft engagement tooth 6b and the second motor shaft engagement tooth 5b, or meshes the second motor shaft engagement tooth 5b and the second gear engagement tooth 5a, or meshes the second gear engagement tooth 5a, the first motor shaft engagement tooth 6b, and the second motor shaft engagement tooth 5b; the second shifting device 6 includes a first gear engagement tooth 6a fixedly mounted on the first gear driven gear 71, an output shaft engagement tooth 7a fixedly mounted on the system output shaft 8, and a second meshing tooth sleeve that meshes the output shaft engagement tooth 7a and the first gear engagement tooth 6a, or meshes only with the first gear engagement tooth 6a or the output shaft engagement tooth 7a.

[0053] The first shifting device 5 includes a first motor shaft engagement tooth 6b fixedly mounted on the rotor shaft of the first motor, a second motor shaft engagement tooth 5b fixedly mounted on the rotor shaft of the second motor, a second gear engagement tooth 5a fixedly mounted on the second gear drive gear 4, and a first spline sleeve that meshes the first motor shaft engagement tooth 6b and the second motor shaft engagement tooth 5b, or meshes the second motor shaft engagement tooth 5b and the second gear engagement tooth 5a, or meshes the second gear engagement tooth 5a, the first motor shaft engagement tooth 6b, and the second motor shaft engagement tooth 5b; the second shifting device 6 includes a first gear engagement tooth 6a fixedly mounted on the first gear driven gear 71, an output shaft engagement tooth 7a fixedly mounted on the system output shaft 8, and a second spline sleeve that meshes the output shaft engagement tooth 7a and the first gear engagement tooth 6a, or meshes only with the first gear engagement tooth 6a or the output shaft engagement tooth 7a. The first spline sleeve (first meshing tooth sleeve) is wide enough to mesh with the second gear engagement tooth, the first motor shaft engagement tooth, and the second motor shaft engagement tooth simultaneously, thereby enabling the first spline sleeve (first meshing tooth sleeve) to mesh with the second gear engagement tooth, the first motor shaft engagement tooth, and the second motor shaft engagement tooth.

[0054] The second-gear drive gear 4 is mounted on the rotor shaft of the second motor and can rotate relatively freely via the first bearing; the first-gear driven gear 71 is mounted on the system output shaft 8 and can rotate relatively freely via the second bearing.

[0055] like Figure 2 As shown, the first spline sleeve (first meshing tooth sleeve) of the present invention connects the second gear engagement tooth 5a and the second motor shaft engagement tooth 5b. The second spline sleeve (second meshing tooth sleeve) connects the output shaft engagement tooth 7a and the first gear engagement tooth 6a, thus achieving simultaneous mixed drive of the two motors in first and second gear. At this time, the speed relationship between the second motor and the first motor is as follows: Where n(2) is the speed of the second motor and n(1) is the speed of the first motor;

[0056] The first spline sleeve of the present invention is in neutral, and the second spline sleeve is connected to the output shaft engagement teeth and the first gear engagement teeth to realize the first gear drive of a single motor (first motor drive);

[0057] The second spline sleeve of the present invention is in neutral, and the first spline sleeve is connected to the second gear engagement teeth and the second motor shaft engagement teeth to realize single motor second gear drive (second motor drive);

[0058] The first spline sleeve of the present invention connects the first motor shaft engagement tooth and the second motor shaft engagement tooth, and the second spline sleeve connects the output shaft engagement tooth and the first gear engagement tooth, together realizing the dual motor first gear drive;

[0059] The second spline sleeve of the present invention is in neutral, and the first spline sleeve is connected to the second gear engagement tooth, the first motor shaft engagement tooth and the second motor shaft engagement tooth, which together realize the dual motor second gear drive;

[0060] When the first spline sleeve and the second spline sleeve of the present invention are in neutral, neither the first motor nor the second motor transmits power to the output shaft engagement teeth.

[0061] Example 1 of a transmission:

[0062] A transmission includes a housing 3, in which any of the above-mentioned electric drive systems are installed. The electric drive system has been described in detail in an embodiment of a dual-motor automatic transmission electric drive system, and will not be repeated here.

[0063] The transmission of the present invention integrates the electric drive system in the housing (transmission housing), specifically, two motors are fixedly mounted on the inner wall of the housing, and the system output shaft can rotate relative to each other through the housing to connect to the downstream system outside the housing.

[0064] like Figure 1 and Figure 2 As shown, the first motor 1 and the second motor 2 are fixedly installed on the inner wall of the housing 3. One end of the system output shaft 8 can rotatably pass through the housing 3 and connect to the downstream system outside the housing 3. The other end of the system output shaft 8 and the output end of the rotor shaft of the first motor are respectively rotatably installed on the inner wall of the housing 3 through bearings.

[0065] The transmission of the present invention controls the power transmission paths of the first motor and the second motor through a first shifting device and a second shifting device; the power flows output by the first motor and the second motor of the present invention converge from different transmission chains to the output shaft of the system; the transmission of the present invention provides power through two coaxial drive motors (the first motor and the hollow second motor), and by installing two sets of shifting devices (the first shifting device and the second shifting device, the dual shifting device, the dual shifting mechanism) next to the second gear drive gear and the first gear (the first gear includes the first gear drive gear and the first gear driven gear) respectively, the two motors can drive the first or second gear individually or simultaneously; through the coordinated control of the two motors during the shifting process, the purpose of no power interruption before and after the shift (two-gear change) can be achieved. The transmission of the present invention has dual motors and system output shafts arranged in parallel, with coaxial power output from the dual motors. The dual shifting mechanism, through the parallel arrangement of the two rotor shafts of the dual motors and the system output shaft (i.e., a dual shifting mechanism using parallel shaft transmission), can achieve any of the following five driving modes: simultaneous mixed drive of first and second gear (dual motors simultaneously engaged in first and second gear), dual motor drive in first gear (dual motors simultaneously engaged in first gear), dual motor drive in second gear (dual motors simultaneously engaged in second gear), single motor drive in first gear (one motor in neutral and one motor in first gear), or single motor drive in second gear (one motor in neutral and one motor in second gear). The transmission has a simple structure and flexible shifting. The electric drive system in this invention's transmission achieves five power output modes across two gears through a single-stage transmission, significantly simplifying the structure of the electric drive system and enabling multiple power combinations. The coaxial integration of the two motors and the dual-shift mechanism using parallel shaft transmission result in a compact and lightweight design. The parallel shaft transmission structure is simple, reliable, efficient, and offers good NVH performance. Independent and combined shifting of the two motors, along with various power output modes, allows for efficient utilization of the motors' high-efficiency range, achieving better economy and power. This invention, through the coordinated operation of the two motors and dual-shift mechanism, achieves five power output modes via four gears (first-gear drive gear, first-gear driven gear, second-gear drive gear, and second-gear driven gear) and the dual-shift mechanism, effectively solving the problem that traditional transmissions require more than two gears to meet vehicle operating conditions. The transmission of this invention reduces volume by arranging the rotor shafts of the two motors coaxially and parallel to the system output shaft, making the electric drive system compact. Furthermore, the transmission achieves two-gear shift control of the downstream system through a two-gear shift structure, further simplifying the transmission structure.

Claims

1. A dual-motor automatic speed-changing electric drive system, characterized in that, The system includes a first motor (1), a second motor (2), and a system output shaft (8) for driving connection with a downstream system. The two rotor shafts of the first motor (1) and the second motor (2) are arranged coaxially. The rotor shaft of the first motor is rotatably connected through the rotor (2a) of the second motor and the rotor shaft of the second motor. The two rotor shafts and the system output shaft (8) are arranged in parallel. The two rotor shafts are connected to the system output shaft (8) through a two-speed transmission structure. The two-speed transmission structure includes a second-speed drive gear (4) that can be rotatably mounted on the rotor shaft of the second motor, a second-speed driven gear (41) that is fixedly mounted on the system output shaft (8) and meshes with the second-speed drive gear (4), a first-speed drive gear (7) that is fixedly mounted on the rotor shaft of the first motor, a first-speed driven gear (71) that can be rotatably mounted on the system output shaft (8) and meshes with the first-speed drive gear (7), and a first shifting device (5) and a second shifting device (6); The first shifting device (5) includes a first motor shaft engagement tooth (6b) fixedly disposed on the rotor shaft of the first motor, a second motor shaft engagement tooth (5b) fixedly disposed on the rotor shaft of the second motor, a second gear engagement tooth (5a) fixedly disposed on the second gear drive gear (4), and a first meshing tooth sleeve. The first engagement sleeve is configured to selectively achieve the following states: engaging the first motor shaft engagement tooth (6b) with the second motor shaft engagement tooth (5b); engaging the second motor shaft engagement tooth (5b) with the second gear engagement tooth (5a); engaging the second gear engagement tooth (5a), the first motor shaft engagement tooth (6b), and the second motor shaft engagement tooth (5b); And when in neutral, it only engages with the second gear engagement tooth (5a), or the first motor shaft engagement tooth (6b) or the second motor shaft engagement tooth (5b); The second shifting device (6) includes a first gear engagement tooth (6a) fixedly mounted on the first gear driven gear (71), an output shaft engagement tooth (7a) fixedly mounted on the system output shaft (8), and a second meshing tooth sleeve. The second meshing tooth sleeve can selectively achieve the following states: meshing the output shaft engagement tooth (7a) with the first gear engagement tooth (6a), meshing only with the first gear engagement tooth (6a), and meshing only with the output shaft engagement tooth (7a).

2. The dual-motor automatic speed-changing electric drive system according to claim 1, characterized in that, The first meshing sleeve engages the second gear engagement tooth (5a) and the second motor shaft engagement tooth (5b), while the second meshing sleeve engages the output shaft engagement tooth (7a) and the first gear engagement tooth (6a), achieving simultaneous mixed drive of the two motors in first and second gear. At this time, the speed relationship between the second motor and the first motor is as follows: ,in The rotational speed of the second motor. This represents the rotational speed of the first motor.

3. The dual-motor automatic speed-changing electric drive system according to claim 1, characterized in that, The first meshing tooth sleeve only meshes with the second gear engagement tooth (5a), the first motor shaft engagement tooth (6b), or the second motor shaft engagement tooth (5b) to engage neutral, and the second meshing tooth sleeve meshes the output shaft engagement tooth (7a) and the first gear engagement tooth (6a) to achieve first gear drive of the first motor (1).

4. The dual-motor automatic speed-changing electric drive system according to claim 1, characterized in that, The second engagement sleeve engages only with the first gear engagement tooth (6a) or the output shaft engagement tooth (7a) to engage in neutral, and the first engagement sleeve engages the second gear engagement tooth (5a) and the second motor shaft engagement tooth (5b) to achieve second gear drive of the second motor (2).

5. The dual-motor automatic speed-changing electric drive system according to claim 1, characterized in that, The first meshing tooth sleeve meshes the first motor shaft engagement tooth (6b) and the second motor shaft engagement tooth (5b), and the second meshing tooth sleeve meshes the output shaft engagement tooth (7a) and the first gear engagement tooth (6a), thereby realizing dual-motor first gear drive.

6. The dual-motor automatic speed-changing electric drive system according to claim 1, characterized in that, The second engagement sleeve engages only with the first gear engagement tooth (6a) or the output shaft engagement tooth (7a) to engage neutral, and the first engagement sleeve engages the second gear engagement tooth (5a), the first motor shaft engagement tooth (6b) and the second motor shaft engagement tooth (5b) to achieve dual-motor two-speed drive.

7. The dual-motor automatic speed-changing electric drive system according to claim 1, characterized in that, The first engagement tooth sleeve engages only with the second gear engagement tooth (5a), the first motor shaft engagement tooth (6b), or the second motor shaft engagement tooth (5b) to engage in neutral. The second engagement tooth sleeve engages only with the first gear engagement tooth (6a) or the output shaft engagement tooth (7a) to engage in neutral. At this time, neither the first motor nor the second motor transmits power to the output shaft engagement tooth.

8. The dual-motor automatic transmission electric drive system according to any one of claims 1 to 7, characterized in that, The second-gear drive gear (4) is rotatably mounted on the rotor shaft of the second motor via the first bearing; the first-gear driven gear (71) is rotatably mounted on the system output shaft (8) via the second bearing.

9. A dual-motor automatic speed-changing electric drive system, characterized in that, The system includes a first motor (1), a second motor (2), and a system output shaft (8) for driving connection with a downstream system. The two rotor shafts of the first motor (1) and the second motor (2) are arranged coaxially. The rotor shaft of the first motor is rotatably connected through the rotor (2a) of the second motor and the rotor shaft of the second motor. The two rotor shafts and the system output shaft (8) are arranged in parallel. The two rotor shafts are connected to the system output shaft (8) through a two-speed transmission structure. The two-speed transmission structure includes a second-speed drive gear (4) that can be rotatably mounted on the rotor shaft of the second motor, a second-speed driven gear (41) that is fixedly mounted on the system output shaft (8) and meshes with the second-speed drive gear (4), a first-speed drive gear (7) that is fixedly mounted on the rotor shaft of the first motor, a first-speed driven gear (71) that can be rotatably mounted on the system output shaft (8) and meshes with the first-speed drive gear (7), and a first shifting device (5) and a second shifting device (6); The first gear shifting device (5) includes a first motor shaft engagement tooth (6b) fixedly disposed on the rotor shaft of the first motor, a second motor shaft engagement tooth (5b) fixedly disposed on the rotor shaft of the second motor, a second gear engagement tooth (5a) fixedly disposed on the second gear drive gear (4), and a first spline sleeve. The first spline sleeve is configured to selectively achieve the following states: engaging the first motor shaft engagement tooth (6b) with the second motor shaft engagement tooth (5b); engaging the second motor shaft engagement tooth (5b) with the second gear engagement tooth (5a); engaging the second gear engagement tooth (5a), the first motor shaft engagement tooth (6b), and the second motor shaft engagement tooth (5b); And when in neutral, it only engages with the second gear engagement tooth (5a), or the first motor shaft engagement tooth (6b) or the second motor shaft engagement tooth (5b); The second shifting device (6) includes a first gear engagement tooth (6a) fixedly mounted on the first gear driven gear (71), an output shaft engagement tooth (7a) fixedly mounted on the system output shaft (8), and a second spline sleeve. The second spline sleeve can selectively achieve the following states: meshing the output shaft engagement tooth (7a) with the first gear engagement tooth (6a), meshing only with the first gear engagement tooth (6a), and meshing only with the output shaft engagement tooth (7a).

10. The dual-motor automatic speed-changing electric drive system according to claim 9, characterized in that, The first spline sleeve engages the second-gear engagement tooth (5a) with the second motor shaft engagement tooth (5b), and the second spline sleeve engages the output shaft engagement tooth (7a) with the first-gear engagement tooth (6a), achieving simultaneous mixed drive of the two motors in first and second gears; at this time, the speed relationship between the second motor and the first motor is as follows: ,in The rotational speed of the second motor. This represents the rotational speed of the first motor.

11. The dual-motor automatic speed-changing electric drive system according to claim 9, characterized in that, The first spline sleeve engages only with the second gear engagement tooth (5a), the first motor shaft engagement tooth (6b), or the second motor shaft engagement tooth (5b) to engage in neutral, and the second spline sleeve engages the output shaft engagement tooth (7a) and the first gear engagement tooth (6a) to achieve first gear drive of the first motor (1).

12. The dual-motor automatic speed-changing electric drive system according to claim 9, characterized in that, The second spline sleeve engages only with the first gear engagement tooth (6a) or the output shaft engagement tooth (7a) to engage in neutral, and the first spline sleeve engages with the second gear engagement tooth (5a) and the second motor shaft engagement tooth (5b) to achieve second gear drive of the second motor (2).

13. The dual-motor automatic speed-changing electric drive system according to claim 9, characterized in that, The first spline sleeve engages the first motor shaft engagement tooth (6b) and the second motor shaft engagement tooth (5b), and the second spline sleeve engages the output shaft engagement tooth (7a) and the first gear engagement tooth (6a), thereby realizing dual-motor first gear drive.

14. The dual-motor automatic speed-changing electric drive system according to claim 9, characterized in that, The second spline sleeve engages only with the first gear engagement tooth (6a) or the output shaft engagement tooth (7a) to engage in neutral, and the first spline sleeve engages with the second gear engagement tooth (5a), the first motor shaft engagement tooth (6b) and the second motor shaft engagement tooth (5b) to achieve dual-motor two-speed drive.

15. The dual-motor automatic speed-changing electric drive system according to claim 9, characterized in that, The first spline sleeve engages only with the second gear engagement tooth (5a), the first motor shaft engagement tooth (6b), or the second motor shaft engagement tooth (5b) to engage in neutral. The second spline sleeve engages only with the first gear engagement tooth (6a) or the output shaft engagement tooth (7a) to engage in neutral. At this time, neither the first motor nor the second motor transmits power to the output shaft engagement tooth.

16. The dual-motor automatic transmission electric drive system according to any one of claims 9 to 15, characterized in that, The second-gear drive gear (4) is rotatably mounted on the rotor shaft of the second motor via the first bearing; the first-gear driven gear (71) is rotatably mounted on the system output shaft (8) via the second bearing.

17. A transmission, characterized in that, The system includes a housing (3) in which an electric drive system is installed. The electric drive system includes a first motor (1), a second motor (2), and a system output shaft (8) for driving connection with a downstream system. The two rotor shafts of the first motor (1) and the second motor (2) are arranged coaxially. The rotor shaft of the first motor is rotatably connected through the rotor (2a) of the second motor and the rotor shaft of the second motor. The two rotor shafts and the system output shaft (8) are arranged in parallel. The two rotor shafts are connected to the system output shaft (8) through a two-speed transmission structure. The two-speed transmission structure includes a second-speed drive gear (4) that can be rotatably mounted on the rotor shaft of the second motor, a second-speed driven gear (41) that is fixedly mounted on the system output shaft (8) and meshes with the second-speed drive gear (4), a first-speed drive gear (7) that is fixedly mounted on the rotor shaft of the first motor, a first-speed driven gear (71) that can be rotatably mounted on the system output shaft (8) and meshes with the first-speed drive gear (7), and a first shifting device (5) and a second shifting device (6); The first shifting device (5) includes a first motor shaft engagement tooth (6b) fixedly disposed on the rotor shaft of the first motor, a second motor shaft engagement tooth (5b) fixedly disposed on the rotor shaft of the second motor, a second gear engagement tooth (5a) fixedly disposed on the second gear drive gear (4), and a first meshing tooth sleeve. The first engagement sleeve is configured to selectively achieve the following states: engaging the first motor shaft engagement tooth (6b) with the second motor shaft engagement tooth (5b); engaging the second motor shaft engagement tooth (5b) with the second gear engagement tooth (5a); engaging the second gear engagement tooth (5a), the first motor shaft engagement tooth (6b), and the second motor shaft engagement tooth (5b); And when in neutral, it only engages with the second gear engagement tooth (5a), or the first motor shaft engagement tooth (6b) or the second motor shaft engagement tooth (5b); The second shifting device (6) includes a first gear engagement tooth (6a) fixedly mounted on the first gear driven gear (71), an output shaft engagement tooth (7a) fixedly mounted on the system output shaft (8), and a second meshing tooth sleeve. The second meshing tooth sleeve can selectively achieve the following states: meshing the output shaft engagement tooth (7a) with the first gear engagement tooth (6a), meshing only with the first gear engagement tooth (6a), and meshing only with the output shaft engagement tooth (7a).

18. The transmission according to claim 17, characterized in that, The first meshing sleeve connects the second gear engagement tooth (5a) and the second motor shaft engagement tooth (5b), and the second meshing sleeve connects the output shaft engagement tooth (7a) and the first gear engagement tooth (6a), realizing simultaneous mixed drive of the two motors in first and second gear; at this time, the speed relationship between the second motor and the first motor is as follows: ,in The rotational speed of the second motor. This represents the rotational speed of the first motor.

19. The transmission according to claim 17, characterized in that, The first meshing tooth sleeve only meshes with the second gear engagement tooth (5a), the first motor shaft engagement tooth (6b), or the second motor shaft engagement tooth (5b) to engage neutral, and the second meshing tooth sleeve connects the output shaft engagement tooth (7a) and the first gear engagement tooth (6a) to realize the first motor (1) first gear drive.

20. The transmission according to claim 17, characterized in that, The second engagement sleeve engages only with the first gear engagement tooth (6a) or the output shaft engagement tooth (7a) to engage in neutral, and the first engagement sleeve connects the second gear engagement tooth (5a) and the second motor shaft engagement tooth (5b) to achieve second gear drive of the second motor (2).

21. The transmission according to claim 17, characterized in that, The first meshing tooth sleeve connects the first motor shaft engagement tooth (6b) and the second motor shaft engagement tooth (5b), and the second meshing tooth sleeve connects the output shaft engagement tooth (7a) and the first gear engagement tooth (6a), thereby realizing dual-motor first gear drive.

22. The transmission according to claim 17, characterized in that, The second engagement sleeve engages only with the first gear engagement tooth (6a) or the output shaft engagement tooth (7a) to engage neutral, and the first engagement sleeve connects the second gear engagement tooth (5a), the first motor shaft engagement tooth (6b) and the second motor shaft engagement tooth (5b) to achieve dual-motor two-speed drive.

23. The transmission according to claim 17, characterized in that, The first engagement tooth sleeve engages only with the second gear engagement tooth (5a), the first motor shaft engagement tooth (6b), or the second motor shaft engagement tooth (5b) to engage in neutral. The second engagement tooth sleeve engages only with the first gear engagement tooth (6a) or the output shaft engagement tooth (7a) to engage in neutral. At this time, neither the first motor nor the second motor transmits power to the output shaft engagement tooth.

24. The transmission according to any one of claims 17 to 23, characterized in that, The second-gear drive gear (4) is rotatably mounted on the rotor shaft of the second motor via the first bearing; the first-gear driven gear (71) is rotatably mounted on the system output shaft (8) via the second bearing.

25. A transmission, characterized in that, The system includes a housing (3) in which an electric drive system is installed. The electric drive system includes a first motor (1), a second motor (2), and a system output shaft (8) for driving connection with a downstream system. The two rotor shafts of the first motor (1) and the second motor (2) are arranged coaxially. The rotor shaft of the first motor is rotatably connected through the rotor (2a) of the second motor and the rotor shaft of the second motor. The two rotor shafts and the system output shaft (8) are arranged in parallel. The two rotor shafts are connected to the system output shaft (8) through a two-speed transmission structure. The two-speed transmission structure includes a second-speed drive gear (4) that can be rotatably mounted on the rotor shaft of the second motor, a second-speed driven gear (41) that is fixedly mounted on the system output shaft (8) and meshes with the second-speed drive gear (4), a first-speed drive gear (7) that is fixedly mounted on the rotor shaft of the first motor, a first-speed driven gear (71) that can be rotatably mounted on the system output shaft (8) and meshes with the first-speed drive gear (7), and a first shifting device (5) and a second shifting device (6); The first gear shifting device (5) includes a first motor shaft engagement tooth (6b) fixedly disposed on the rotor shaft of the first motor, a second motor shaft engagement tooth (5b) fixedly disposed on the rotor shaft of the second motor, a second gear engagement tooth (5a) fixedly disposed on the second gear drive gear (4), and a first spline sleeve. The first spline sleeve is configured to selectively achieve the following states: engaging the first motor shaft engagement tooth (6b) with the second motor shaft engagement tooth (5b); engaging the second motor shaft engagement tooth (5b) with the second gear engagement tooth (5a); engaging the second gear engagement tooth (5a), the first motor shaft engagement tooth (6b), and the second motor shaft engagement tooth (5b); And when in neutral, it only engages with the second gear engagement tooth (5a), or the first motor shaft engagement tooth (6b) or the second motor shaft engagement tooth (5b); The second shifting device (6) includes a first gear engagement tooth (6a) fixedly mounted on the first gear driven gear (71), an output shaft engagement tooth (7a) fixedly mounted on the system output shaft (8), and a second spline sleeve. The second spline sleeve can selectively achieve the following states: meshing the output shaft engagement tooth (7a) with the first gear engagement tooth (6a), meshing only with the first gear engagement tooth (6a), and meshing only with the output shaft engagement tooth (7a).

26. The transmission according to claim 25, characterized in that, The first spline sleeve engages the second-gear engagement tooth (5a) with the second motor shaft engagement tooth (5b), and the second spline sleeve engages the output shaft engagement tooth (7a) with the first-gear engagement tooth (6a), achieving simultaneous mixed drive of the two motors in first and second gears; at this time, the speed relationship between the second motor and the first motor is as follows: ,in The rotational speed of the second motor. This represents the rotational speed of the first motor.

27. The transmission according to claim 25, characterized in that, The first spline sleeve engages only with the second gear engagement tooth (5a), the first motor shaft engagement tooth (6b), or the second motor shaft engagement tooth (5b) to engage in neutral, and the second spline sleeve engages the output shaft engagement tooth (7a) and the first gear engagement tooth (6a) to achieve first gear drive of the first motor (1).

28. The transmission according to claim 25, characterized in that, The second spline sleeve engages only with the first gear engagement tooth (6a) or the output shaft engagement tooth (7a) to engage in neutral, and the first spline sleeve engages with the second gear engagement tooth (5a) and the second motor shaft engagement tooth (5b) to achieve second gear drive of the second motor (2).

29. The transmission according to claim 25, characterized in that, The first spline sleeve engages the first motor shaft engagement tooth (6b) and the second motor shaft engagement tooth (5b), and the second spline sleeve engages the output shaft engagement tooth (7a) and the first gear engagement tooth (6a), thereby realizing dual-motor first gear drive.

30. The transmission according to claim 25, characterized in that, The second spline sleeve engages only with the first gear engagement tooth (6a) or the output shaft engagement tooth (7a) to engage in neutral, and the first spline sleeve engages with the second gear engagement tooth (5a), the first motor shaft engagement tooth (6b) and the second motor shaft engagement tooth (5b) to achieve dual-motor two-speed drive.

31. The transmission according to claim 25, characterized in that, The first spline sleeve engages only with the second gear engagement tooth (5a), the first motor shaft engagement tooth (6b), or the second motor shaft engagement tooth (5b) to engage in neutral. The second spline sleeve engages only with the first gear engagement tooth (6a) or the output shaft engagement tooth (7a) to engage in neutral. At this time, neither the first motor nor the second motor transmits power to the output shaft engagement tooth.

32. The transmission according to any one of claims 25 to 31, characterized in that, The second-gear drive gear (4) is rotatably mounted on the rotor shaft of the second motor via the first bearing; the first-gear driven gear (71) is rotatably mounted on the system output shaft (8) via the second bearing.

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