A vehicle and a dual-motor single-electric-drive axle assembly thereof

Abstract

The application discloses a double-motor single-electric-drive axle assembly, which comprises a main drive motor and an auxiliary drive motor, and further comprises a main speed reducer, an auxiliary speed reducer, a planetary gear speed reducer, a differential, a first half axle and a second half axle; the output shaft of the main drive motor is connected with the input end of the main speed reducer; the output shaft of the auxiliary drive motor is connected with the input end of the auxiliary speed reducer; the input end of the planetary gear speed reducer is connected with the output end of the main speed reducer and the output end of the auxiliary speed reducer; the output end of the planetary gear speed reducer is connected with the input end of the differential; and the output end of the differential is connected with the first half axle and the second half axle respectively.The double-motor single-electric-drive axle assembly disclosed by the application can reduce the size and the occupation of the chassis space on the basis of improving the motor power and the output torque.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a dual-motor single-electric drive axle assembly. This invention also relates to a vehicle. Background Technology

[0002] There are two main technical configurations for electric drive axles in heavy-duty commercial vehicles: distributed drive and central drive. In distributed drive, the left and right drive motors are integrated through a reduction gearbox, and power is directly output to the wheels via half-shafts. Alternatively, the drive motors and reduction gearboxes can be integrated directly to the wheel rims without using half-shafts. This structure eliminates the mechanical differential and uses electronic differential control. Currently, it is mainly used in military products; the technology is not mature enough for civilian commercial vehicles due to high control costs. In central drive, the drive motor is integrated with an AMT gearbox or reduction gearbox and is fixedly connected to the axle housing. Power is output to the wheels via the differential to the half-shafts. This mainly uses a mechanical adaptive differential, which is structurally reliable.

[0003] Currently, the most commonly used electric drive axles are centrally integrated electric drive axles, primarily used in medium-sized commercial vehicles. While relatively reliable, their application in heavy-duty commercial vehicles faces limitations in axle power, torque, and versatility across various scenarios. Due to the current limitations in the external characteristics (power, torque, etc.) of high-speed drive motors, meeting the power and hill-climbing requirements of heavy-duty commercial vehicles necessitates a larger gearbox ratio, resulting in a larger overall gearbox size and significant challenges in arranging space within existing traditional chassis. Furthermore, heavy-duty commercial vehicle chassis place higher demands on unsprung mass; lightweight and compact electric drive axles have a substantial impact on chassis handling and comfort.

[0004] In existing technologies, some heavy-duty commercial vehicles employ a dual-motor, dual-drive axle solution. Typically, the middle and rear axles are driven separately, with both the main and auxiliary drive motors operating simultaneously. The combined power and torque of the four motors increases the vehicle's overall power requirements. However, because heavy-duty commercial vehicles use a centrally driven electric axle, there is no drive shaft between the two axles of the middle and rear axles. The middle and rear axles are independent entities, making the inter-axle differential speed problem between them unsolvable. This manifests primarily in inconsistent turning radii and uneven road surfaces, resulting in significant mechanical efficiency losses and severe tire wear. Consequently, the efficiency advantages of the electric drive axle cannot be fully realized, increasing overall vehicle costs and negatively impacting the adoption of electric drive axles. More importantly, in the dual-motor, dual-drive axle solution, each axle has its own transmission mechanism. To increase torque, the transmissions are made relatively large, resulting in a significant space occupation in the chassis. Furthermore, the concentrated use of the transmissions in certain areas of the chassis leads to a less compact chassis structure.

[0005] Therefore, how to reduce the size and chassis space occupation as much as possible while increasing the motor power and output torque is a technical problem faced by those skilled in the art. Summary of the Invention

[0006] The purpose of this invention is to provide a dual-motor single-motor drive axle assembly that, while increasing motor power and output torque, minimizes size and reduces chassis space occupation. This invention also provides a vehicle.

[0007] To solve the above-mentioned technical problems, the present invention provides a dual-motor single-electric drive axle assembly, including a main drive motor and an auxiliary drive motor, and also including a main reducer, an auxiliary reducer, a planetary gear reducer, a differential, a first half-shaft and a second half-shaft;

[0008] The output shaft of the main drive motor is connected to the input end of the main reducer, the output shaft of the auxiliary drive motor is connected to the input end of the auxiliary reducer, the input end of the planetary gear reducer is connected to both the output end of the main reducer and the output end of the auxiliary reducer, the output end of the planetary gear reducer is connected to the input end of the differential, and the output end of the differential is connected to the first half-shaft and the second half-shaft respectively.

[0009] Preferably, the main reducer and the auxiliary reducer are symmetrically distributed on both sides of the front and rear of the first half-shaft or the second half-shaft.

[0010] Preferably, the planetary gear reducer and the differential are both located in the inner end region of the first half-shaft or the second half-shaft.

[0011] Preferably, the planetary gear reducer is an NW-type planetary gear transmission mechanism.

[0012] Preferably, the main reducer includes a main input shaft, a main output shaft, a first driving gear, a second driving gear, a first driven gear, a second driven gear, a coupling output gear, and a first gear shifter;

[0013] Both the first driving gear and the second driving gear are connected to the main input shaft, and both the first driven gear and the second driven gear are loosely fitted on the main output shaft. The first driving gear meshes with the first driven gear, and the second driving gear meshes with the second driven gear. The transmission ratio between the first driving gear and the first driven gear is different from the transmission ratio between the second driving gear and the second driven gear.

[0014] The coupling output gear is connected to the main output shaft, and the coupling output gear forms a power coupling connection with the input end of the planetary gear reducer;

[0015] The gear shifter is slidably connected to the main output shaft and is used to form a power coupling connection with the first driven gear or the second driven gear.

[0016] Preferably, the planetary gear reducer includes a double sun gear, a plurality of double planet gears, a plurality of planet carriers, and an internal gear ring;

[0017] The double sun gear is loosely fitted on the first half shaft, and one end of the double sun gear meshes with the coupling output gear, while the other end of the double sun gear meshes with one end of each of the double planet gears.

[0018] Each of the aforementioned double planetary gears is loosely fitted onto the corresponding planet carrier, and the other end of each of the aforementioned double planetary gears meshes with the internal gear ring;

[0019] Each of the planetary carriers is connected to the input terminal of the differential.

[0020] Preferably, the planetary gear reducer further includes a second gear shifter, a fixed coupling element, and a transmission coupling element;

[0021] The second shifter is slidably connected to the internal gear ring, the fixed coupling member is fixed to the vehicle body, the transmission coupling member is connected to each of the planetary carriers, and the second shifter is used to form a power coupling connection with the fixed coupling member or the transmission coupling member.

[0022] Preferably, the differential includes a housing, a differential gear, and two half-shaft gears;

[0023] The housing is connected to each of the planetary carriers;

[0024] The differential gear is loosely fitted on the inner wall of the housing, and each of the half-shaft gears meshes with the differential gear; one of the half-shaft gears is connected to the first half-shaft, and the other half-shaft gear is connected to the second half-shaft.

[0025] Preferably, the differential further includes a differential lock;

[0026] The differential lock includes a fixed engagement sleeve and a movable engagement sleeve. The fixed engagement sleeve is connected to the housing, and the movable engagement sleeve is axially slidably connected to the first half-shaft or the second half-shaft. The movable engagement sleeve is used to engage with the fixed engagement sleeve and be integrated into one unit.

[0027] The present invention also provides a vehicle, including a vehicle body and a drive axle assembly, wherein the drive axle assembly is specifically a dual-motor single-motor drive axle assembly as described in any of the preceding claims.

[0028] The dual-motor single-motor drive axle assembly provided by this invention mainly includes a main drive motor, an auxiliary drive motor, a main reducer, an auxiliary reducer, a planetary gear reducer, a differential, a first half-shaft, and a second half-shaft. The main drive motor and the auxiliary drive motor simultaneously output power, and the output shaft of the main drive motor is connected to the input end of the main reducer to output the main force, thereby achieving a reduction and torque increase effect on the main force. The output shaft of the auxiliary drive motor is connected to the input end of the auxiliary reducer to output auxiliary power, thereby achieving a reduction and torque increase effect on the auxiliary power. The input end of the planetary gear reducer forms a power coupling connection with both the output ends of the main reducer and the auxiliary reducer. That is, the two power streams from the main drive motor and the auxiliary drive motor are simultaneously transmitted to the input end of the planetary gear reducer. This means that the load of the entire drive axle assembly is shared by both the main drive motor and the auxiliary drive motor, significantly increasing the total motor output power. Furthermore, since both power streams have undergone reduction and torque increase, the superposition of the two torques increases the input torque of the planetary gear reducer. Furthermore, the planetary gear reducer itself can reduce the speed and increase the torque of the input power. With a large transmission ratio, the reduction and torque increase effect is stronger, resulting in a larger output torque. Simultaneously, the output end of the planetary gear reducer is connected to the input end of the differential. The differential then divides the power into two streams, flowing to the two output ends respectively. The two output ends of the differential are connected to the first and second half-shafts, thus outputting power to the first and second half-shafts respectively, driving them to rotate, and consequently, rotating the tires on both sides.

[0029] Thus, the dual-motor single-electric drive axle assembly provided by this invention simultaneously outputs power from the main drive motor and the auxiliary drive motor. The two output power streams are respectively reduced and amplified by the main reducer and the auxiliary reducer to achieve a primary transmission ratio increase. Then, they are simultaneously coupled into a planetary gear reducer, which further reduces and amplifies the combined power to achieve a secondary transmission ratio increase. Finally, the power, after two reductions and amplifications, is transmitted to the first and second half-shafts respectively through a differential to achieve power output. Compared to existing technologies, the dual-motor single-electric drive axle assembly adopts a single-drive axle structure, overcoming the differential speed problem between the middle and rear axles present in dual-drive axle structures, reducing efficiency loss, and alleviating tire wear. This has a positive impact on the promotion of electric drive axles in commercial vehicles. Meanwhile, the power output from the dual motors undergoes two separate reductions and torque amplification processes via the main reducer, auxiliary reducer, and planetary gear reducer, significantly improving the output torque. Furthermore, the single drive axle structure has only one transmission mechanism, greatly reducing the number of parts and allowing for a smaller gearbox size and significantly reduced space occupation. Moreover, the main reducer and auxiliary reducer in this transmission mechanism are connected to the main drive motor and auxiliary drive motor respectively, rather than being centrally located at one motor position. Instead, they utilize different mounting spaces on the chassis, effectively avoiding concentrated occupation of local chassis space and allowing for a more compact transmission mechanism structure.

[0030] In summary, the dual-motor single-motor drive axle assembly provided by this invention can reduce size and minimize the space occupied by the chassis while increasing motor power and output torque. Attached Figure Description

[0031] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0032] Figure 1 This is a schematic diagram of the overall structure of a specific embodiment of the present invention.

[0033] Figure 2 A schematic diagram of the transmission chain for the dual-motor single-motor drive axle assembly to output first-gear power.

[0034] Figure 3 This is a schematic diagram of the transmission chain for a dual-motor single-electric drive axle assembly that outputs second-gear power.

[0035] Figure 4 This is a schematic diagram of the transmission chain for a dual-motor single-motor drive axle assembly that outputs three gears of power.

[0036] Figure 5 This is a schematic diagram of the transmission chain for a dual-motor single-electric drive axle assembly that outputs four gears of power.

[0037] Figure 6 This is a schematic diagram of the differential lock's locked state.

[0038] in, Figure 1 — Figure 6 middle:

[0039] Main drive motor—1, auxiliary drive motor—2, main reducer—3, auxiliary reducer—4, planetary gear reducer—5, differential—6, first half shaft—7, second half shaft—8;

[0040] Main input shaft—31, main output shaft—32, first driving gear—33, second driving gear—34, first driven gear—35, second driven gear—36, coupling output gear—37, first gear shifter—38;

[0041] Double sun gear—51, double planet gear—52, planet carrier—53, internal gear ring—54, second gear shifter—55, fixed coupling component—56, transmission coupling component—57;

[0042] Housing—61, differential gear—62, half-shaft gear—63, differential lock—64;

[0043] Fixed engagement sleeve—641, movable engagement sleeve—642. Detailed Implementation

[0044] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0045] Please refer to Figure 1 , Figure 1 This is a schematic diagram of the overall structure of a specific embodiment of the present invention.

[0046] In one specific embodiment provided by the present invention, the dual-motor single-electric drive axle assembly mainly includes a main drive motor 1, an auxiliary drive motor 2, a main reducer 3, an auxiliary reducer 4, a planetary gear reducer 5, a differential 6, a first half-shaft 7, and a second half-shaft 8.

[0047] In this system, the main drive motor 1 and the auxiliary drive motor 2 output power simultaneously. The output shaft of the main drive motor 1 is connected to the input end of the main reducer 3 to output the main force to the main reducer 3, thereby achieving a reduction and torque increase effect on the main force. The output shaft of the auxiliary drive motor 2 is connected to the input end of the auxiliary reducer 4 to output the auxiliary force to the auxiliary reducer 4, thereby achieving a reduction and torque increase effect on the auxiliary force.

[0048] The input end of the planetary gear reducer 5 is simultaneously connected to the output ends of both the main reducer 3 and the auxiliary reducer 4, forming a power coupling connection. This means that the power from both the main drive motor 1 and the auxiliary drive motor 2 is simultaneously transmitted to the input end of the planetary gear reducer 5. Essentially, the load of the entire drive axle assembly is shared by both motors, significantly increasing the total motor output power. Furthermore, since both power streams have undergone reduction and torque amplification, their combined torque increases the input torque of the planetary gear reducer 5. In addition, the planetary gear reducer 5 itself can also reduce and amplify the input power, and with its large transmission ratio, this reduction and torque amplification effect is even stronger, resulting in a greater output torque from the planetary gear reducer 5.

[0049] Meanwhile, the output end of the planetary gear reducer 5 is connected to the input end of the differential 6. The differential 6 then divides the power into two streams that flow to the two output ends respectively. The two output ends of the differential 6 are connected to the first half-shaft 7 and the second half-shaft 8 respectively, thereby outputting power to the first half-shaft 7 and the second half-shaft 8 respectively, driving the first half-shaft 7 and the second half-shaft 8 to rotate, and in turn driving the tires on both sides to rotate.

[0050] Thus, the dual-motor single-electric drive axle assembly provided in this embodiment outputs power simultaneously from the main drive motor 1 and the auxiliary drive motor 2. The two output power streams are then reduced and amplified by the main reducer 3 and the auxiliary reducer 4 respectively to achieve a primary transmission ratio increase. They are then simultaneously coupled into the planetary gear reducer 5, which further reduces and amplifies the combined power to achieve a secondary transmission ratio increase. Finally, the power, after two reductions and amplifications, is transmitted to the first half-shaft 7 and the second half-shaft 8 via the differential 6, achieving power output. Compared to existing technologies, the dual-motor single-electric drive axle assembly adopts a single-drive axle structure, overcoming the differential speed problem between the middle and rear axles present in dual-drive axle structures, reducing efficiency loss, and alleviating tire wear. This has a positive impact on the promotion of electric drive axles in commercial vehicles. Meanwhile, the power output from the dual motors is reduced and amplified twice, first by the main reducer 3 and then by the auxiliary reducer 4 and the planetary gear reducer 5, which significantly improves the output torque. Furthermore, the single drive axle structure has only one transmission mechanism, which greatly reduces the number of parts and allows the transmission to be made smaller and occupy less space. In addition, the main reducer 3 and the auxiliary reducer 4 in this transmission mechanism are connected to the main drive motor 1 and the auxiliary drive motor 2 respectively. Instead of being concentrated in one motor position, they are arranged in different installation spaces on the chassis, which effectively avoids occupying local space on the chassis. The structure of the transmission mechanism can be made more compact.

[0051] In summary, the dual-motor single-motor drive axle assembly provided in this embodiment can reduce size and minimize the space occupied by the chassis while increasing motor power and output torque.

[0052] In one optional embodiment of the main reducer 3 and auxiliary reducer 4, to further reduce the structural dimensions of the transmission mechanism and minimize space occupation, the main reducer 3 and auxiliary reducer 4 are symmetrically distributed on both sides of the first half-shaft 7 or the second half-shaft. With this arrangement, since the lateral space of the chassis is relatively limited but the longitudinal space is relatively large, the distribution of the main reducer 3 and auxiliary reducer 4 on both sides of the first half-shaft 7 or the second half-shaft forms a longitudinal distribution, which can reduce the occupation of the lateral space of the chassis and make reasonable use of the longitudinal space. Furthermore, the symmetrical distribution of the main reducer 3 and auxiliary reducer 4 makes the structure of the transmission mechanism more compact and balanced, and the size of the transmission can be further reduced.

[0053] Similarly, in an optional embodiment of the planetary gear reducer 5 and differential 6, to further reduce the structural size of the transmission mechanism and minimize space occupation, both the planetary gear reducer 5 and differential 6 are distributed in the inner end region of the first half-shaft 7 or the second half-shaft 8. This arrangement not only brings the planetary gear reducer 5 and differential 6 closer to the main reducer 3 and auxiliary reducer 4, making the structure more compact, but also makes it easier to integrate the planetary gear reducer 5 and differential 6 into the transmission, forming a built-in installation structure. Compared to the traditional electric drive axle with planetary reducers located at the wheel edges, which suffers from problems such as high wheel edge temperature, lubrication, and efficiency under high-speed conditions, the planetary gear reducer 5 in this embodiment has enhanced adaptability to high-speed conditions.

[0054] Furthermore, to maximize the transmission ratio of the planetary gear reducer 5 while reducing its size, the planetary gear reducer 5 in this embodiment is specifically an NW-type planetary gear transmission mechanism. This NW-type planetary gear transmission mechanism has a larger maximum transmission ratio (greater than 7) compared to the traditional planetary gear transmission mechanism (generally around 4), and features high efficiency and small size. This can reduce the cost and structural size of the gearbox to a certain extent, thereby further compressing the gearbox's size and space. With the same volume of housing, the total reduction is greater, thus meeting the high torque requirements of the single electric drive axle under heavy load and climbing conditions.

[0055] In one alternative embodiment of the main reducer 3, the main reducer 3 is specifically a two-speed, two-stage reducer, which mainly includes a main input shaft 31, a main output shaft 32, a first driving gear 33, a second driving gear 34, a first driven gear 35, a second driven gear 36, a coupling output gear 37, and a first shifter 38.

[0056] Both the first driving gear 33 and the second driving gear 34 are connected to the main input shaft 31, which is connected to the output shaft of the main drive motor 1, thus enabling the first driving gear 33 and the second driving gear 34 to rotate actively. The first driven gear 35 and the second driven gear 36 are loosely fitted on the main output shaft 32, with the first driving gear 33 meshing with the first driven gear 35 and the second driving gear 34 meshing with the second driven gear 36. This allows the first driving gear 33 to transmit power to the first driven gear 35, and the second driving gear 34 to transmit power to the second driven gear 36. Furthermore, the transmission ratio between the first driving gear 33 and the first driven gear 35 differs from the transmission ratio between the second driving gear 34 and the second driven gear 36, thus forming two transmission gears. Generally, the transmission ratio between the first driving gear 33 and the first driven gear 35 is larger, specifically the first gear transmission ratio, while the transmission ratio between the second driving gear 34 and the second driven gear 36 is smaller, specifically the second gear transmission ratio.

[0057] As described above, the coupling output gear 37 is connected to the main output shaft 32, and forms a power coupling connection with the input end of the planetary gear reducer 5, thereby outputting power from the main output shaft 32 to the output end of the planetary gear reducer 5 through the coupling output gear 37. The first driven gear 35 and the second driven gear 36 are loosely fitted on the main output shaft 32. The first driving gear 33 and the second driving gear 34 cannot directly transmit power to the main output shaft 32 through the first driven gear 35 and the second driven gear 36; instead, they need to be transmitted through a gear shifter. This gear shifter is slidably connected to the main output shaft 32 and is used to form a power coupling connection with either the first driven gear 35 or the second driven gear 36. Thus, gear shifting can be achieved by sliding the gear shifter on the main output shaft 32. Specifically, when the shifter slides to form a power coupling connection with the first driven gear 35 (such as meshing or friction transmission), power can be transmitted to the main output shaft 32 through the first driving gear 33 and the first driven gear 35, and then to the input end of the planetary gear reducer 5 through the coupling output gear 37, realizing first-gear power output; when the shifter slides to form a power coupling connection with the second driven gear 36 (such as meshing or friction transmission), power can be transmitted to the main output shaft 32 through the second driving gear 34 and the second driven gear 36, and then to the input end of the planetary gear reducer 5 through the coupling output gear 37, realizing second-gear power output.

[0058] In one alternative embodiment of the auxiliary reducer 4, the auxiliary reducer 4 is specifically a two-stage reducer with a fixed transmission ratio, the transmission ratio of which can be adjusted as needed, and the specific structure will not be described in detail.

[0059] In one alternative embodiment of the planetary gear reducer 5, the planetary gear reducer 5 mainly includes a double sun gear 51, a plurality of double planet gears 52, a plurality of planet carriers 53 and an internal gear ring 54.

[0060] The double sun gear 51 is loosely fitted on the first half-shaft 7, and one end (outer end) of the double sun gear 51 is equipped with a coupling input gear, which simultaneously meshes with the coupling output gear 37 of the main reducer 3 and the output end (or another coupling output gear) of the auxiliary reducer 4, thereby realizing the simultaneous input of two power sources: the main drive motor 1 and the auxiliary drive motor 2. The other end (gear) of the double sun gear 51 simultaneously meshes with one end (gear) of each double planet gear 52 to simultaneously drive each double planet gear 52 to rotate. Each double planet gear 52 is loosely fitted on its corresponding planet carrier 53, and the other end (gear) of each double planet gear 52 meshes with the internal gear ring 54. Each planet carrier 53 is connected to the input end of the differential 6, so that the planet carrier 53 serves as the output end of the planetary gear reducer 5, outputting power to the differential 6.

[0061] Considering that heavy commercial vehicles typically have multi-speed requirements, the two-speed power output of the main reducer 3 alone is insufficient. Therefore, this embodiment adds a second shifter 55, a fixed coupling member 56, and a transmission coupling member 57 to the planetary gear reducer 5. Similar to the first shifter 38, the second shifter 55 is connected to the internal gear ring 54 and can slide axially relative to the internal gear ring 54 while maintaining a power connection with it. For example, an additional gear ring or keyway can be provided on one end face of the internal gear ring 54, and the gear or spline on the second shifter 55 can mesh with this additional gear ring or keyway. The fixed coupling member 56 is connected to the vehicle body and remains stationary, for example, it can be connected to a support boss on the vehicle body. Specifically, it can be a gear, gear ring, rack, or other components, and can form a power coupling connection with the first shifter 38, such as gear meshing. The transmission coupling component 57 works similarly, but is specifically positioned on each planetary carrier 53, such as on the outer edge or side of each planetary carrier 53. It can be a gear ring, keyway, or other similar component, enabling a power coupling connection with the second gear shifter 55, such as gear meshing. With this configuration, when the second gear shifter 55 slides to connect with the fixed coupling component 56, the internal gear ring 54 is effectively connected to the fixed coupling component 56, thus fixing the internal gear ring 54. At this time, the double sun gear 51 acts as the input, and the planetary carrier 53 acts as the output, achieving a larger transmission ratio, specifically the first gear ratio. When the second gear shifter 55 slides to connect with the transmission coupling component 57, the internal gear ring 54 is effectively connected to the transmission coupling component 57, making the internal gear ring 54 and the planetary carrier 53 a single unit. At this time, all components in the planetary gear reducer 5 form a single unit, creating a direct drive, with the double sun gear 51 as the input and the planetary carrier 53 as the output. The transmission ratio at this time is 1, specifically the second gear ratio.

[0062] In summary, through the two-stage reduction and torque amplification of the main reducer 3 and the planetary gear reducer 5, as well as the power transmission of their respective two-speed transmission ratios, a total of four-speed power outputs are achieved for the dual-motor single-electric drive axle assembly.

[0063] like Figure 2 , Figure 3 , Figure 4 , Figure 5 As shown, Figure 2 A schematic diagram of the transmission chain for the dual-motor single-motor drive axle assembly to output first-gear power. Figure 3 This is a schematic diagram of the transmission chain for a dual-motor single-motor drive axle assembly that outputs second-gear power. Figure 4 This is a schematic diagram of the transmission chain for a dual-motor single-motor drive axle assembly that outputs three speeds of power. Figure 5 This is a schematic diagram of the transmission chain for a dual-motor single-electric drive axle assembly that outputs four gears of power.

[0064] In the first gear power output state, the first shifter 38 is connected to the first driven gear 35, and the second shifter 55 is connected to the fixed coupling member 56, at which time the transmission ratio is the largest; in the second gear power output state, the first shifter 38 is connected to the second driven gear 36, and the second shifter 55 is connected to the fixed coupling member 56, at which time the transmission ratio is slightly less than that of the first gear; in the third gear power output state, the first shifter 38 is connected to the first driven gear 35, and the second shifter 55 is connected to the transmission coupling member 57, at which time the transmission ratio is less than that of the second gear; in the fourth gear power output state, the first shifter 38 is connected to the second driven gear 36, and the second shifter 55 is connected to the transmission coupling member 57, at which time the transmission ratio is the smallest.

[0065] In one optional embodiment of the differential 6, the differential 6 mainly includes a housing 61, a differential gear 62, and two half-shaft gears 63. The housing 61 is connected to each planetary carrier 53, so that the power of the planetary gear reducer 5 is output to the housing 61 through each planetary carrier 53, driving the entire housing 61 to rotate. The differential gear 62 is connected to the housing 61 and is loosely fitted onto an extension shaft on the inner wall of the housing 61, enabling synchronous rotation with the housing 61, but also allowing rotation relative to the extension shaft. Two half-shaft gears 63 are provided, respectively installed on the left and right sides inside the housing 61, and simultaneously mesh with the differential gear 62, but are not directly connected to the housing 61. Simultaneously, one half-shaft gear 63 is connected to the first half-shaft 7, and the other half-shaft gear 63 is connected to the second half-shaft 8. With this configuration, the power output from the planetary carrier 53 is output to the first half-shaft 7 and the second half-shaft 8 through the housing 61 and the differential gear 62, and then output to the wheels on both sides.

[0066] like Figure 6 As shown, Figure 6 This is a schematic diagram of the locking state of differential lock 64.

[0067] Furthermore, considering that vehicles may experience wheel slippage in rainy or snowy weather, or on muddy roads, the mechanical wheel differential 6 can easily lead to wheel entrapment difficulties. To address this, this embodiment adds a differential lock 64 to the differential 6. Specifically, the differential lock 64 adopts a jaw-type structure, mainly comprising a fixed engaging sleeve 641 and a movable engaging sleeve 642. The fixed engaging sleeve 641 is connected to the housing 61, and the movable engaging sleeve 642 is axially slidably connected to the first half-shaft 7 or the second half-shaft 8, engaging and connecting with the fixed engaging sleeve 641. With this configuration, when the vehicle slips, the entire vehicle loses power, the tires do not roll, and the first half-shaft 7 or the second half-shaft 8 does not rotate. At this time, a cylinder or similar device pushes the movable engaging sleeve 642 axially along the first half-shaft 7 or the second half-shaft 8, causing the movable engaging sleeve 642 to engage with the fixed engaging sleeve 641, connecting the two as a single unit. Since the fixed engagement sleeve 641 is connected to the housing 61, and the movable engagement sleeve 642 is connected to the first half-shaft 7 or the second half-shaft 8, the power from the planetary gear reducer 5 is output to the housing 61 through the planet carrier 53, and then directly output to the first half-shaft 7 or the second half-shaft 8 through the housing 61, forcing the wheels to perform pure rolling motion, which facilitates getting out of trouble.

[0068] This embodiment also provides a vehicle, which mainly includes a vehicle body and a drive axle assembly. Since the drive axle assembly adopts all the technical solutions of the above-described dual-motor single-motor drive axle assembly embodiments, the vehicle provided in this embodiment also has all the technical effects brought about by the technical solutions of the above embodiments, which will not be repeated here.

[0069] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A dual-motor single-motor drive axle assembly, comprising a main drive motor (1) and an auxiliary drive motor (2), characterized in that, It also includes a main reducer (3), an auxiliary reducer (4), a planetary gear reducer (5), a differential (6), a first half-shaft (7), and a second half-shaft (8); The output shaft of the main drive motor (1) is connected to the input end of the main reducer (3), the output shaft of the auxiliary drive motor (2) is connected to the input end of the auxiliary reducer (4), the input end of the planetary gear reducer (5) is connected to the output end of the main reducer (3) and the output end of the auxiliary reducer (4) to form a power coupling connection, the output end of the planetary gear reducer (5) is connected to the input end of the differential (6), and the output end of the differential (6) is connected to the first half-shaft (7) and the second half-shaft (8) respectively. The main reducer (3) includes a main input shaft (31), a main output shaft (32), a first driving gear (33), a second driving gear (34), a first driven gear (35), a second driven gear (36), a coupling output gear (37), and a first gear shifter (38). The first driving gear (33) and the second driving gear (34) are both connected to the main input shaft (31), and the first driven gear (35) and the second driven gear (36) are both loosely fitted on the main output shaft (32). The first driving gear (33) meshes with the first driven gear (35), and the second driving gear (34) meshes with the second driven gear (36). The transmission ratio of the first driving gear (33) to the first driven gear (35) is different from the transmission ratio of the second driving gear (34) to the second driven gear (36). The coupling output gear (37) is connected to the main output shaft (32), and the coupling output gear (37) forms a power coupling connection with the input end of the planetary gear reducer (5). The first gear shifter (38) is slidably connected to the main output shaft (32) for forming a power coupling connection with the first driven gear (35) or the second driven gear (36); The planetary gear reducer (5) includes a double sun gear (51), a plurality of double planet gears (52), a plurality of planet carriers (53) and an internal gear ring (54). The double sun gear (51) is loosely fitted on the first half shaft (7), and one end of the double sun gear (51) meshes with the coupling output gear (37), while the other end of the double sun gear (51) meshes with one end of each of the double planet gears (52). Each of the aforementioned double planetary gears (52) is loosely fitted onto the corresponding planet carrier (53), and the other end of each of the aforementioned double planetary gears (52) is engaged with the internal gear ring (54); Each of the planetary carriers (53) is connected to the input terminal of the differential (6); The planetary gear reducer (5) also includes a second shifter (55), a fixed coupling member (56), and a transmission coupling member (57). The second shifter (55) is slidably connected to the internal gear ring (54), the fixed coupling member (56) is fixed to the vehicle body, the transmission coupling member (57) is connected to each of the planetary carriers (53), and the second shifter (55) is used to form a power coupling connection with the fixed coupling member (56) or the transmission coupling member (57).

2. The dual-motor single-electric drive axle assembly according to claim 1, characterized in that, The main reducer (3) and the auxiliary reducer (4) are symmetrically distributed on the front and rear sides of the first half-shaft (7) or the second half-shaft (8).

3. The dual-motor single-electric drive axle assembly according to claim 1, characterized in that, The planetary gear reducer (5) and the differential (6) are both located in the inner end region of the first half-shaft (7) or the second half-shaft (8).

4. The dual-motor single-electric drive axle assembly according to claim 1, characterized in that, The planetary gear reducer (5) is specifically an NW-type planetary gear transmission mechanism.

5. The dual-motor single-electric drive axle assembly according to claim 1, characterized in that, The differential (6) includes a housing (61), a differential gear (62), and two half-shaft gears (63). The housing (61) is connected to each of the planetary carriers (53); The differential gear (62) is loosely fitted on the inner wall of the housing (61), and each of the half-shaft gears (63) meshes with the differential gear (62); one of the half-shaft gears (63) is connected to the first half-shaft (7), and the other half-shaft gear (63) is connected to the second half-shaft (8).

6. The dual-motor single-electric drive axle assembly according to claim 5, characterized in that, The differential (6) also includes a differential lock (64); The differential lock (64) includes a fixed engagement sleeve (641) and a movable engagement sleeve (642). The fixed engagement sleeve (641) is connected to the housing (61), and the movable engagement sleeve (642) is axially slidably connected to the first half-shaft (7) or the second half-shaft (8). The movable engagement sleeve (642) is used to engage with the fixed engagement sleeve (641) and be integrated into one unit.

7. A vehicle, comprising a body and a drive axle assembly, characterized in that, The drive axle assembly is specifically the dual-motor single-motor drive axle assembly as described in any one of claims 1-6.

Images