Dual motor transmission and vehicle

Abstract

The application provides a double-motor transmission and a vehicle, and belongs to the technical field of vehicles.The double-motor transmission comprises a first input shaft connected with a first motor, wherein the first input shaft is provided with a first gear; a first shaft system comprising a first intermediate shaft, a second gear, a third gear, a fourth gear and a first synchronizer; a second shaft system comprising a first main shaft, a second main shaft, an output shaft, a first auxiliary box intermediate shaft, a second auxiliary box intermediate shaft, a fifth gear, a sixth gear, a seventh gear, an eighth gear, a ninth gear, a tenth gear, an eleventh gear, a twelfth gear, a second synchronizer and a third synchronizer; a third shaft system comprising a second intermediate shaft, a thirteenth gear, a fourteenth gear, a fifteenth gear and a fourth synchronizer; and a second input shaft connected with a second motor.Through the technical scheme, power interruption during gear shifting can be avoided, so that all road conditions and scenes can be covered.

Description

Technical Field

[0001] This application belongs to the field of vehicle technology, specifically relating to a dual-motor transmission and a vehicle. Background Technology

[0002] Currently, traditional single motors cannot maintain uninterrupted power during gear shifting and cannot cover all road conditions and scenarios. Summary of the Invention

[0003] The embodiments of this application are intended to at least improve one of the technical problems existing in the prior art or related art.

[0004] In view of this, one object of embodiments of this application is to provide a dual-motor transmission.

[0005] Another object of embodiments of this application is to provide a vehicle.

[0006] To achieve the above objectives, a dual-motor transmission is provided according to the first aspect of this application, comprising: a first input shaft for connection to a first motor, wherein a first gear is provided on the first input shaft; a first shaft system including a first intermediate shaft, a second gear, a third gear, a fourth gear, and a first synchronizer; the first intermediate shaft being spaced apart from the first input shaft; the second gear being fixedly connected to the first input shaft and meshing with the first gear; the third and fourth gears being loosely fitted on the first input shaft; and the first synchronizer being fixedly connected to the first input shaft and meshing with the third and fourth gears. Selectably coupled or disengaged; the second shaft system includes a first main shaft, a second main shaft, an output shaft, a first auxiliary gearbox intermediate shaft, a second auxiliary gearbox intermediate shaft, a fifth gear, a sixth gear, a seventh gear, an eighth gear, a ninth gear, a tenth gear, an eleventh gear, a twelfth gear, a second synchronizer, and a third synchronizer. The first main shaft and the first intermediate shaft are spaced apart. The second main shaft is loosely fitted onto the first main shaft. The output shaft is connected to the first main shaft. The fifth and sixth gears are fixedly connected to the first main shaft. The seventh gear is fixedly connected to the second main shaft. The eighth gear is fixedly connected to the output shaft. The ninth and tenth gears... All gears are fixedly connected to the intermediate shaft of the first auxiliary gearbox. The ninth gear meshes with the seventh gear, and the tenth gear meshes with the eighth gear. The eleventh and twelfth gears are both fixedly connected to the intermediate shaft of the second auxiliary gearbox. The eleventh gear meshes with the seventh gear, and the twelfth gear meshes with the eighth gear. The second synchronizer is loosely fitted on the first main shaft and meshes with the third gear. The second synchronizer can selectively engage or disengage with the fifth and seventh gears. The third synchronizer is loosely fitted on the first main shaft and meshes with the fourth gear. The third synchronizer can selectively engage or disengage with the sixth and seventh gears. The third shaft system includes... The second intermediate shaft, the thirteenth gear, the fourteenth gear, the fifteenth gear, and the fourth synchronizer are arranged at intervals between the second intermediate shaft and the first main shaft. The thirteenth gear is fixed to the second intermediate shaft, and the fourteenth and fifteenth gears are loosely fitted on the second intermediate shaft. The fourteenth gear meshes with the second synchronizer, and the fifteenth gear meshes with the third synchronizer. The fourth synchronizer is fixed to the second intermediate shaft and can be selectively engaged or disengaged from the fourteenth and fifteenth gears. The second input shaft is used to connect to the second motor. The sixteenth gear is provided on the second input shaft and meshes with the thirteenth gear.

[0007] The dual-motor transmission provided in this application includes a first input shaft, a first shaft system, a second shaft system, a third shaft system, and a second input shaft. The first input shaft is connected to a first motor. The second input shaft is connected to a second motor. The first shaft system includes a first intermediate shaft, a second gear, a third gear, a fourth gear, and a first synchronizer. The second shaft system includes a first main shaft, a second main shaft, an output shaft, a first auxiliary gearbox intermediate shaft, a second auxiliary gearbox intermediate shaft, a fifth gear, a sixth gear, a seventh gear, an eighth gear, a ninth gear, a tenth gear, an eleventh gear, a twelfth gear, a second synchronizer, and a third synchronizer. The third shaft system includes a second intermediate shaft, a thirteenth gear, a fourteenth gear, a fifteenth gear, and a fourth synchronizer. The first synchronizer transmits power from the first input shaft to either the second or third synchronizer. The fourth synchronizer transmits power from the second input shaft to either the second or third synchronizer. By having two motors drive the first and second input shafts respectively, uninterrupted power transmission can be maintained during gear shifting, thus covering all road conditions and scenarios. Among them, the first main shaft, the intermediate shaft of the first auxiliary box, the intermediate shaft of the second auxiliary box, and the third synchronizer are not on the same horizontal plane and are spatially offset.

[0008] In addition, the technical solution provided in this application may also have the following additional technical features:

[0009] In some technical solutions, the dual-motor transmission may optionally include: a first motor connected to a first input shaft; and a second motor connected to a second input shaft.

[0010] In this technical solution, the dual-motor transmission also includes a first motor and a second motor. The first motor drives the first input shaft, and the second motor drives the second input shaft, ensuring uninterrupted power during gear shifting.

[0011] In some technical solutions, optionally, when the dual-motor transmission is in neutral, the first synchronizer, the second synchronizer, the third synchronizer and the fourth synchronizer are all in the off state.

[0012] In this technical solution, when the dual-motor transmission is in neutral, the first synchronizer, the second synchronizer, the third synchronizer, and the fourth synchronizer are all in a disengaged state and are not engaged with the gears.

[0013] In some technical solutions, optionally, when the dual-motor gearbox is in first gear, the second synchronizer is disengaged, the first synchronizer engages with the fourth gear, the third synchronizer engages with the seventh gear, and the fourth synchronizer engages with the fifteenth gear. The power of the first motor is input through the first input shaft, and the power passes sequentially through the first gear, the second gear, the first intermediate shaft, the fourth gear, the third synchronizer, the second main shaft, the intermediate shaft of the first auxiliary gearbox, and the intermediate shaft of the second auxiliary gearbox, finally reaching the output shaft. The power of the second motor is input through the second input shaft, and the power passes sequentially through the sixteenth gear, the thirteenth gear, the second intermediate shaft, the fifteenth gear, the third synchronizer, the second main shaft, the intermediate shaft of the first auxiliary gearbox, and the intermediate shaft of the second auxiliary gearbox, finally reaching the output shaft.

[0014] In this technical solution, when the dual-motor gearbox is in first gear, the second synchronizer is disengaged, the first synchronizer engages with the fourth gear, the third synchronizer engages with the seventh gear, and the fourth synchronizer engages with the fifteenth gear. The power from the first motor is input via the first input shaft, and sequentially passes through the first gear, second gear, first intermediate shaft, fourth gear, third synchronizer, second main shaft, first auxiliary gearbox intermediate shaft, and second auxiliary gearbox intermediate shaft, finally reaching the output shaft. The power from the second motor is input via the second input shaft, and sequentially passes through the sixteenth gear, thirteenth gear, second intermediate shaft, fifteenth gear, third synchronizer, second main shaft, first auxiliary gearbox intermediate shaft, and second auxiliary gearbox intermediate shaft, finally reaching the output shaft.

[0015] In some technical solutions, optionally, when the dual-motor gearbox is in second gear, the third synchronizer is disengaged, the first synchronizer engages with the third gear, the second synchronizer engages with the seventh gear, and the fourth synchronizer engages with the fourteenth gear. The power of the first motor is input through the first input shaft, and the power passes sequentially through the first gear, the second gear, the first intermediate shaft, the third gear, the second synchronizer, the second main shaft, the intermediate shaft of the first auxiliary gearbox, and the intermediate shaft of the second auxiliary gearbox, finally reaching the output shaft. The power of the second motor is input through the second input shaft, and the power passes sequentially through the sixteenth gear, the thirteenth gear, the second intermediate shaft, the fourteenth gear, the second synchronizer, the second main shaft, the intermediate shaft of the first auxiliary gearbox, and the intermediate shaft of the second auxiliary gearbox, finally reaching the output shaft.

[0016] In this technical solution, when the dual-motor gearbox is in second gear, the third synchronizer is disengaged, the first synchronizer engages with the third gear, the second synchronizer engages with the seventh gear, and the fourth synchronizer engages with the fourteenth gear. The power from the first motor is input via the first input shaft, and sequentially passes through the first gear, second gear, first intermediate shaft, third gear, second synchronizer, second main shaft, first auxiliary gearbox intermediate shaft, and second auxiliary gearbox intermediate shaft, finally reaching the output shaft. The power from the second motor is input via the second input shaft, and sequentially passes through the sixteenth gear, thirteenth gear, second intermediate shaft, fourteenth gear, second synchronizer, second main shaft, first auxiliary gearbox intermediate shaft, and second auxiliary gearbox intermediate shaft, finally reaching the output shaft.

[0017] In some technical solutions, optionally, when the dual-motor transmission is in third gear, the second synchronizer is in the off state, the first synchronizer engages with the fourth gear, the third synchronizer engages with the sixth gear, and the fourth synchronizer engages with the fifteenth gear; the power of the first motor is input through the first input shaft, and the power passes sequentially through the first gear, the second gear, the first intermediate shaft, the fourth gear, the third synchronizer, the sixth gear, and the first main shaft, finally reaching the output shaft; the power of the second motor is input through the second input shaft, and the power passes sequentially through the sixteenth gear, the thirteenth gear, the second intermediate shaft, the fifteenth gear, the third synchronizer, the sixth gear, and the first main shaft, finally reaching the output shaft.

[0018] In this technical solution, when the dual-motor gearbox is in third gear, the second synchronizer is disengaged, the first synchronizer engages with the fourth gear, the third synchronizer engages with the sixth gear, and the fourth synchronizer engages with the fifteenth gear. The power from the first motor is input via the first input shaft, passing sequentially through the first gear, second gear, first intermediate shaft, fourth gear, third synchronizer, sixth gear, and first main shaft, finally reaching the output shaft. The power from the second motor is input via the second input shaft, passing sequentially through the sixteenth gear, thirteenth gear, second intermediate shaft, fifteenth gear, third synchronizer, sixth gear, and first main shaft, finally reaching the output shaft.

[0019] In some technical solutions, optionally, when the dual-motor transmission is in fourth gear, the third synchronizer is disengaged, the first synchronizer engages with the third gear, the second synchronizer engages with the fifth gear, and the fourth synchronizer engages with the fourteenth gear. The power of the first motor is input through the first input shaft, and the power passes sequentially through the first gear, the second gear, the first intermediate shaft, the third gear, the second synchronizer, the fifth gear, and the first main shaft, finally reaching the output shaft. The power of the second motor is input through the second input shaft, and the power passes sequentially through the sixteenth gear, the thirteenth gear, the second intermediate shaft, the fourteenth gear, the second synchronizer, the fifth gear, and the first main shaft, finally reaching the output shaft.

[0020] In this technical solution, when the dual-motor gearbox is in fourth gear, the third synchronizer is disengaged, the first synchronizer engages with the third gear, the second synchronizer engages with the fifth gear, and the fourth synchronizer engages with the fourteenth gear. The power from the first motor is input via the first input shaft, passing sequentially through the first gear, second gear, first intermediate shaft, third gear, second synchronizer, fifth gear, and first main shaft, finally reaching the output shaft. The power from the second motor is input via the second input shaft, passing sequentially through the sixteenth gear, thirteenth gear, second intermediate shaft, fourteenth gear, second synchronizer, fifth gear, and first main shaft, finally reaching the output shaft.

[0021] In some technical solutions, optionally, when the dual-motor transmission is in the shifting state and the first synchronizer is in the disengaged state, the second input shaft maintains power input; when the fourth synchronizer is in the disengaged state, the first input shaft maintains power input.

[0022] In this technical solution, when the dual-motor transmission is in the shifting state and the first synchronizer is in the open state, the second input shaft maintains power input; when the fourth synchronizer is in the open state, the first input shaft maintains power input, thereby ensuring that the power is not interrupted during the shifting process.

[0023] In some technical solutions, the first spindle is optionally fixedly connected to the output shaft.

[0024] In this technical solution, the first main shaft is fixedly connected to the output shaft, thereby transmitting power.

[0025] According to the technical solution of the second aspect of this application, a vehicle is provided, including: a dual-motor transmission as described in any of the technical solutions of the first aspect of this application.

[0026] The vehicle provided by the technical solution of this application includes a dual-motor transmission as described in any of the technical solutions in the first aspect of this application, and therefore has all the beneficial effects of a dual-motor transmission as described in any of the technical solutions in the first aspect of this application, which will not be repeated here.

[0027] Additional aspects and advantages of embodiments of this application will become apparent in the following description or may be learned by practice of embodiments of this application. Attached Figure Description

[0028] Figure 1 This is a simplified transmission diagram of a dual-motor transmission according to an embodiment provided in this application;

[0029] Figure 2 This is a schematic block diagram of a dual-motor transmission according to an embodiment provided in this application;

[0030] Figure 3This is a schematic block diagram of the structure of a vehicle according to an embodiment of this application.

[0031] in, Figures 1 to 3 The correspondence between the reference numerals and component names in the attached drawings is as follows:

[0032] 10: Dual-motor gearbox; 110: First input shaft; 112: First gear; 120: First shaft system; 122: First intermediate shaft; 124: Second gear; 126: Third gear; 128: Fourth gear; 130: First synchronizer; 140: Second shaft system; 142: First main shaft; 144: Second main shaft; 146: Output shaft; 148: First auxiliary gearbox intermediate shaft; 150: Second auxiliary gearbox intermediate shaft; 152: Fifth gear; 154: Sixth gear; 156: Seventh gear ; 158: Eighth gear; 160: Ninth gear; 162: Tenth gear; 164: Eleventh gear; 166: Twelfth gear; 168: Second synchronizer; 170: Third synchronizer; 180: Third shaft system; 182: Second intermediate shaft; 184: Thirteenth gear; 186: Fourteenth gear; 188: Fifteenth gear; 190: Fourth synchronizer; 192: Second input shaft; 194: Sixteenth gear; 20: Vehicle; 210: First motor; 220: Second motor. Detailed Implementation

[0033] To better understand the above-mentioned objects, features, and advantages of the embodiments according to this application, the embodiments according to this application will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be noted that, unless otherwise specified, the features of the embodiments according to this application can be combined with each other.

[0034] Numerous specific details are set forth in the following description in order to provide a full understanding of the embodiments according to this application. However, the embodiments according to this application may also be implemented in other ways different from those described herein. Therefore, the scope of protection provided by the embodiments according to this application is not limited to the specific embodiments disclosed below.

[0035] The following reference Figures 1 to 3 Some embodiments provided in this application are described.

[0036] like Figure 1 and Figure 2As shown, a dual-motor transmission 10 according to an embodiment of this application includes a first input shaft 110, a first shaft system 120, a second shaft system 140, a third shaft system 180, and a second input shaft 192. Specifically, the first input shaft 110 is used to connect to a first motor 210, and a first gear 112 is provided on the first input shaft 110. The first shaft system 120 includes a first intermediate shaft 122, a second gear 124, a third gear 126, a fourth gear 128, and a first synchronizer 130. The first intermediate shaft 122 is spaced apart from the first input shaft 110. The second gear 124 is fixedly connected to the first input shaft 110 and meshes with the first gear 112. The third gear 126 and the fourth gear 128 are both loosely fitted on the first input shaft 110. The first synchronizer 130 is fixedly connected to the first input shaft 110 and can be selectively engaged or disengaged from the third gear 126 and the fourth gear 128. The second shaft system 140 includes a first main shaft 142, a second main shaft 144, an output shaft 146, a first auxiliary gearbox intermediate shaft 148, a second auxiliary gearbox intermediate shaft 150, a fifth gear 152, a sixth gear 154, a seventh gear 156, an eighth gear 158, a ninth gear 160, a tenth gear 162, an eleventh gear 164, a twelfth gear 166, a second synchronizer 168, and a third synchronizer 170. The first main shaft 142 and the first intermediate shaft 122 are spaced apart. The second main shaft 144 is loosely fitted onto the first main shaft 142. The output shaft 146 is connected to the first main shaft 142. The fifth gear 152 and the sixth gear 154 are fixedly connected to the first main shaft 142. The seventh gear 156 is fixedly connected to the second main shaft 144. The eighth gear 158 is fixedly connected to the output shaft 146. The ninth gear 160... 60. The tenth gear 162 is fixedly connected to the intermediate shaft 148 of the first auxiliary gearbox. The ninth gear 160 meshes with the seventh gear 156, and the tenth gear 162 meshes with the eighth gear 158. The eleventh gear 164 and the twelfth gear 166 are both fixedly connected to the intermediate shaft 150 of the second auxiliary gearbox. The eleventh gear 164 meshes with the seventh gear 156, and the twelfth gear 166 meshes with the eighth gear 158. The second synchronizer 168 is loosely fitted on the first main shaft 142 and meshes with the third gear 126. The second synchronizer 168 can be selectively engaged or disengaged from the fifth gear 152 and the seventh gear 156. The third synchronizer 170 is loosely fitted on the first main shaft 142 and meshes with the fourth gear 128. The third synchronizer 170 can be selectively engaged or disengaged from the sixth gear 154 and the seventh gear 156.The third shaft system 180 includes a second intermediate shaft 182, a thirteenth gear 184, a fourteenth gear 186, a fifteenth gear 188, and a fourth synchronizer 190. The second intermediate shaft 182 is spaced apart from the first main shaft 142. The thirteenth gear 184 is fixedly connected to the second intermediate shaft 182. The fourteenth gear 186 and the fifteenth gear 188 are loosely fitted on the second intermediate shaft 182. The fourteenth gear 186 meshes with the second synchronizer 168, and the fifteenth gear 188 meshes with the third synchronizer 170. The fourth synchronizer 190 is fixedly connected to the second intermediate shaft 182 and can be selectively engaged or disengaged from the fourteenth gear 186 and the fifteenth gear 188. The second input shaft 192 is used to connect to the second motor 220. A sixteenth gear 194 is provided on the second input shaft 192, and the sixteenth gear 194 meshes with the thirteenth gear 184.

[0037] The dual-motor transmission 10 provided in this embodiment includes a first input shaft 110, a first shaft system 120, a second shaft system 140, a third shaft system 180, and a second input shaft 192. The first input shaft 110 is connected to a first motor 210. The second input shaft 192 is connected to a second motor 220. The first shaft system 120 includes a first intermediate shaft 122, a second gear 124, a third gear 126, a fourth gear 128, and a first synchronizer 130. The second shaft system 140 includes a first main shaft 142, a second main shaft 144, an output shaft 146, a first auxiliary gearbox intermediate shaft 148, a second auxiliary gearbox intermediate shaft 150, a fifth gear 152, a sixth gear 154, a seventh gear 156, an eighth gear 158, a ninth gear 160, a tenth gear 162, an eleventh gear 164, a twelfth gear 166, a second synchronizer 168, and a third synchronizer 170. The third shaft system 180 includes a second intermediate shaft 182, a thirteenth gear 184, a fourteenth gear 186, a fifteenth gear 188, and a fourth synchronizer 190. The first synchronizer 130 transmits power from the first input shaft 110 to either the second synchronizer 168 or the third synchronizer 170. The fourth synchronizer 190 transmits power from the second input shaft 192 to either the second synchronizer 168 or the third synchronizer 170. By using two motors to drive the first input shaft 110 and the second input shaft 192 respectively, uninterrupted power transmission during gear shifting can be maintained, thus covering all road conditions and scenarios. The first main shaft 142, the first auxiliary gearbox intermediate shaft 148, the second auxiliary gearbox intermediate shaft 150, and the third synchronizer 170 are not on the same horizontal plane and are spatially offset.

[0038] In some embodiments, the dual-motor transmission 10 may optionally include a first motor 210 and a second motor 220. By having the first motor 210 drive the first input shaft 110 and the second motor 220 drive the second input shaft 192, power can be maintained without interruption during gear shifting.

[0039] In some embodiments, optionally, when the dual-motor transmission 10 is in neutral, the first synchronizer 130, the second synchronizer 168, the third synchronizer 170 and the fourth synchronizer 190 are all in an off state.

[0040] In some embodiments, optionally, when the dual-motor transmission 10 is in first gear, the second synchronizer 168 is disengaged, the first synchronizer 130 is engaged with the fourth gear 128, the third synchronizer 170 is engaged with the seventh gear 156, and the fourth synchronizer 190 is engaged with the fifteenth gear 188. The power of the first motor 210 is input via the first input shaft 110, and the power sequentially passes through the first gear 112, the second gear 124, the first intermediate shaft 122, the fourth gear 128, the third synchronizer 170, the second main shaft 144, the first auxiliary gearbox intermediate shaft 148, and the second auxiliary gearbox intermediate shaft 150, finally reaching the output shaft 146. The power of the second motor 220 is input via the second input shaft 192, and the power sequentially passes through the sixteenth gear 194, the thirteenth gear 184, the second intermediate shaft 182, the fifteenth gear 188, the third synchronizer 170, the second main shaft 144, the first auxiliary gearbox intermediate shaft 148, and the second auxiliary gearbox intermediate shaft 150, finally reaching the output shaft 146.

[0041] In some embodiments, optionally, when the dual-motor transmission 10 is in second gear, the third synchronizer 170 is disengaged, the first synchronizer 130 is engaged with the third gear 126, the second synchronizer 168 is engaged with the seventh gear 156, and the fourth synchronizer 190 is engaged with the fourteenth gear 186. The power of the first motor 210 is input via the first input shaft 110, and the power sequentially passes through the first gear 112, the second gear 124, the first intermediate shaft 122, the third gear 126, the second synchronizer 168, the second main shaft 144, the first auxiliary gearbox intermediate shaft 148, and the second auxiliary gearbox intermediate shaft 150, finally reaching the output shaft 146. The power of the second motor 220 is input via the second input shaft 192, and the power sequentially passes through the sixteenth gear 194, the thirteenth gear 184, the second intermediate shaft 182, the fourteenth gear 186, the second synchronizer 168, the second main shaft 144, the first auxiliary gearbox intermediate shaft 148, and the second auxiliary gearbox intermediate shaft 150, finally reaching the output shaft 146.

[0042] In some embodiments, optionally, when the dual-motor transmission 10 is in third gear, the second synchronizer 168 is disengaged, the first synchronizer 130 is engaged with the fourth gear 128, the third synchronizer 170 is engaged with the sixth gear 154, and the fourth synchronizer 190 is engaged with the fifteenth gear 188. The power of the first motor 210 is input via the first input shaft 110, and the power sequentially passes through the first gear 112, the second gear 124, the first intermediate shaft 122, the fourth gear 128, the third synchronizer 170, the sixth gear 154, and the first main shaft 142, finally reaching the output shaft 146. The power of the second motor 220 is input via the second input shaft 192, and the power sequentially passes through the sixteenth gear 194, the thirteenth gear 184, the second intermediate shaft 182, the fifteenth gear 188, the third synchronizer 170, the sixth gear 154, and the first main shaft 142, finally reaching the output shaft 146.

[0043] In some embodiments, optionally, when the dual-motor transmission 10 is in fourth gear, the third synchronizer 170 is disengaged, the first synchronizer 130 is engaged with the third gear 126, the second synchronizer 168 is engaged with the fifth gear 152, and the fourth synchronizer 190 is engaged with the fourteenth gear 186. The power of the first motor 210 is input via the first input shaft 110, and the power sequentially passes through the first gear 112, the second gear 124, the first intermediate shaft 122, the third gear 126, the second synchronizer 168, the fifth gear 152, and the first main shaft 142, finally reaching the output shaft 146. The power of the second motor 220 is input via the second input shaft 192, and the power sequentially passes through the sixteenth gear 194, the thirteenth gear 184, the second intermediate shaft 182, the fourteenth gear 186, the second synchronizer 168, the fifth gear 152, and the first main shaft 142, finally reaching the output shaft 146.

[0044] In some embodiments, optionally, when the dual-motor transmission 10 is in a shifting state and the first synchronizer 130 is in a disengaged state, the second input shaft 192 maintains power input, and when the fourth synchronizer 190 is in a disengaged state, the first input shaft 110 maintains power input, thereby ensuring uninterrupted power during the shifting process.

[0045] In some embodiments, the first main shaft 142 is optionally fixedly connected to the output shaft 146 to transmit power.

[0046] like Figure 3 As shown, a vehicle 20 according to an embodiment of this application includes a dual-motor transmission 10 as described in any of the above embodiments.

[0047] The vehicle 20 provided according to the embodiments of this application includes a dual-motor transmission 10 as described in any of the above embodiments, and thus has all the beneficial effects of the dual-motor transmission 10 as described in any of the above embodiments, which will not be repeated here.

[0048] like Figure 1 As shown, the dual-motor transmission 10 according to a specific embodiment of this application is a four-speed dual-motor, dual-intermediate-shaft drive transmission.

[0049] Specifically, when the dual-motor transmission 10 is in neutral, the first synchronizer 130, the second synchronizer 168, the third synchronizer 170, and the fourth synchronizer 190 are all in neutral, i.e., in the physical intermediate position.

[0050] When the dual-motor transmission 10 is in first gear: the second synchronizer 168 is in neutral, the first synchronizer 130 and the fourth synchronizer 190 are on the right, and the third synchronizer 170 is on the left. At this time, the coupling power flow from right G1 and left G1 to the auxiliary gearbox G1 is as follows:

[0051] First input shaft 110, first intermediate shaft 122, second main shaft 144, first auxiliary box intermediate shaft 148, second auxiliary box intermediate shaft 150, output shaft 146;

[0052] Second input shaft 192, second intermediate shaft 182, second main shaft 144, first auxiliary box intermediate shaft 148 and second auxiliary box intermediate shaft 150, output shaft 146.

[0053] When the dual-motor transmission 10 is shifting from first to second gear:

[0054] Step 1: Shift the fourth synchronizer 190 into neutral, and keep the others in the same gear. At this time, the right input shaft maintains power input.

[0055] Step 2: After adjusting the motor speed, the fourth synchronizer 190 is engaged on the left side, and the left G2 enters coupling operation;

[0056] Step 3: After adjusting the motor speed, the second synchronizer 168 is engaged in the right gear, and the input shaft maintains power input on the left.

[0057] Step 4: After the left input shaft maintains output, the third synchronizer 170 is in neutral, the first synchronizer 130 is in left gear, and the right G2 is coupled. At this time, the two motors start to work synchronously.

[0058] When the dual-motor transmission 10 is in second gear: the third synchronizer 170 is in the middle position, the first synchronizer 130 and the fourth synchronizer 190 are in the left position, and the second synchronizer 168 is in the right position. At this time, the power flow from right G2 and left G2 to the auxiliary gearbox G1 is coupled and the working power flow is as follows:

[0059] First input shaft 110, first intermediate shaft 122, second main shaft 144, first auxiliary box intermediate shaft 148, second auxiliary box intermediate shaft 150, output shaft 146;

[0060] Second input shaft 192, second intermediate shaft 182, second main shaft 144, first auxiliary box intermediate shaft 148 and second auxiliary box intermediate shaft 150, output shaft 146.

[0061] When the dual-motor transmission 10 is shifting from second to third gear:

[0062] Step 1: Shift the fourth synchronizer 190 into neutral, leaving everything else unchanged. At this time, the right input shaft maintains power input.

[0063] Step 2: After the motor speed is adjusted, the fourth synchronizer 190 is engaged on the right side, and the left G1 enters coupling operation;

[0064] Step 3: After the motor speed is adjusted, the third synchronizer 170 is engaged on the right side, and the left input shaft maintains power input;

[0065] Step 4: After the left input shaft maintains output, the second synchronizer 168 is in neutral, the first synchronizer 130 is in the right gear, and the right G1 is coupled. At this time, the two motors start to work synchronously.

[0066] When the dual-motor transmission 10 is in third gear: the first synchronizer 130 and the fourth synchronizer 190 are in the right position, the second synchronizer 168 is in the middle position, and the fourth synchronizer 190 is in the right position. At this time, the right G1 and left G1 are coupled and the working power flow is:

[0067] First input shaft 110, first intermediate shaft 122, first main shaft 142, output shaft 146;

[0068] Second input shaft 192, second intermediate shaft 182, first main shaft 142, output shaft 146.

[0069] When the dual-motor transmission 10 is shifting from third to fourth gear:

[0070] Step 1: Shift the fourth synchronizer 190 into neutral, and keep the rest the same as in third gear. At this time, the right input shaft maintains power input.

[0071] Step 2: After the motor speed is adjusted, the fourth synchronizer 190 is engaged on the left side, and the left G2 enters the coupling operation;

[0072] Step 3: After the motor speed is adjusted, the second synchronizer 168 is engaged on the left side, and the left input shaft maintains power input;

[0073] Step 4: After the left input shaft maintains output, the third synchronizer 170 is in neutral, the first synchronizer 130 is in left gear, and the right G2 is coupled. At this time, the two motors start to work synchronously.

[0074] When the dual-motor transmission 10 is in fourth gear: the first synchronizer 130 and the fourth synchronizer 190 are in the left position, the third synchronizer 170 is in the middle position, and the second synchronizer 168 is engaged on the left. At this time, the right G2 and the left G2 are coupled and the working power flow is:

[0075] First input shaft 110, first intermediate shaft 122, first main shaft 142, output shaft 146;

[0076] Second input shaft 192, second intermediate shaft 182, first main shaft 142, output shaft 146.

[0077] In summary, the beneficial effects of the embodiments of this application are: it can maintain uninterrupted power during gear shifting, thereby covering all road conditions and scenarios.

[0078] In the embodiments according to this application, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance; the term "multiple" refers to two or more unless otherwise expressly defined. The terms "install," "connect," "link," and "fix" should be interpreted broadly. For example, "connect" can be a fixed connection, a detachable connection, or an integral connection; "link" can be a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in the embodiments according to the specific circumstances.

[0079] In the description of the embodiments according to this application, it should be understood that the terms "upper", "lower", "left", "right", "front", "rear", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments according to this application and simplifying the description, and do not indicate or imply that the device or unit referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the embodiments according to this application.

[0080] In the description of this specification, the terms "one embodiment," "some embodiments," "specific embodiment," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example according to this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0081] The above are merely preferred embodiments according to this application and are not intended to limit the embodiments according to this application. For those skilled in the art, various modifications and variations can be made to the embodiments according to this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the embodiments according to this application should be included within the protection scope of the embodiments according to this application.

Claims

1. A dual-motor transmission, characterized in that, include: The first input shaft (110) is used to connect to the first motor (210), and the first input shaft (110) is provided with a first gear (112). A first shaft system (120) includes a first intermediate shaft (122), a second gear (124), a third gear (126), a fourth gear (128), and a first synchronizer (130). The first intermediate shaft (122) is spaced apart from the first input shaft (110). The second gear (124) is fixedly connected to the first intermediate shaft (122) and meshes with the first gear (112). The third gear (126) and the fourth gear (128) are loosely fitted on the first intermediate shaft (122). The first synchronizer (130) is fixedly connected to the first intermediate shaft (122) and can be selectively engaged or disengaged from the third gear (126) and the fourth gear (128). The second shaft system (140) includes a first main shaft (142), a second main shaft (144), an output shaft (146), a first auxiliary gearbox intermediate shaft (148), a second auxiliary gearbox intermediate shaft (150), a fifth gear (152), a sixth gear (154), a seventh gear (156), an eighth gear (158), a ninth gear (160), a tenth gear (162), an eleventh gear (164), a twelfth gear (166), a second synchronizer (168), and a third synchronizer (170). The first main shaft (142) 42) The second main shaft (144) is spaced apart from the first intermediate shaft (122), and is loosely fitted onto the first main shaft (142). The output shaft (146) is connected to the first main shaft (142). The fifth gear (152) and the sixth gear (154) are fixedly connected to the first main shaft (142). The seventh gear (156) is fixedly connected to the second main shaft (144). The eighth gear (158) is fixedly connected to the output shaft (146). The ninth gear (160) and the sixth gear (154) are fixedly connected to the first main shaft (142). All ten gears (162) are fixedly connected to the intermediate shaft (148) of the first auxiliary gearbox. The ninth gear (160) meshes with the seventh gear (156), and the tenth gear (162) meshes with the eighth gear (158). The eleventh gear (164) and the twelfth gear (166) are both fixedly connected to the intermediate shaft (150) of the second auxiliary gearbox. The eleventh gear (164) meshes with the seventh gear (156), and the twelfth gear (166) meshes with the eighth gear (158). The second synchronizer (168) is loosely fitted on the first main shaft (142) and meshes with the third gear (126). The second synchronizer (168) can be selectively engaged or disengaged from the fifth gear (152) and the seventh gear (156). The third synchronizer (170) is loosely fitted on the first main shaft (142) and meshes with the fourth gear (128). The third synchronizer (170) can be selectively engaged or disengaged from the sixth gear (154) and the seventh gear (156). The third shaft system (180) includes a second intermediate shaft (182), a thirteenth gear (184), a fourteenth gear (186), a fifteenth gear (188), and a fourth synchronizer (190). The second intermediate shaft (182) is spaced apart from the first main shaft (142). The thirteenth gear (184) is fixedly connected to the second intermediate shaft (182). The fourteenth gear (186) and the fifteenth gear (188) are loosely fitted on the second intermediate shaft (182). The fourteenth gear (186) meshes with the second synchronizer (168), and the fifteenth gear (188) meshes with the third synchronizer (170). The fourth synchronizer (190) is fixedly connected to the second intermediate shaft (182) and can be selectively engaged or disengaged from the fourteenth gear (186) and the fifteenth gear (188). The second input shaft (192) is used to connect to the second motor (220). The second input shaft (192) is provided with a sixteenth gear (194), which meshes with the thirteenth gear (184). When the dual-motor transmission is in shifting mode and the first synchronizer (130) is in the off state, the second input shaft (192) maintains power input. When the fourth synchronizer (190) is in the off state, the first input shaft (110) maintains power input.

2. The dual-motor transmission according to claim 1, characterized in that, When the dual-motor transmission is in neutral, the first synchronizer (130), the second synchronizer (168), the third synchronizer (170), and the fourth synchronizer (190) are all in the off state.

3. The dual-motor transmission according to claim 1, characterized in that, When the dual-motor transmission is in first gear, the second synchronizer (168) is in the off state, the first synchronizer (130) is engaged with the fourth gear (128), the third synchronizer (170) is engaged with the seventh gear (156), and the fourth synchronizer (190) is engaged with the fifteenth gear (188). The power of the first motor (210) is input through the first input shaft (110), and the power passes sequentially through the first gear (112), the second gear (124), the first intermediate shaft (122), the fourth gear (128), the third synchronizer (170), the second main shaft (144), the first auxiliary gearbox intermediate shaft (148) and the second auxiliary gearbox intermediate shaft (150), and finally reaches the output shaft (146). The power of the second motor (220) is input through the second input shaft (192), and the power passes sequentially through the sixteenth gear (194), the thirteenth gear (184), the second intermediate shaft (182), the fifteenth gear (188), the third synchronizer (170), the second main shaft (144), the first auxiliary gearbox intermediate shaft (148) and the second auxiliary gearbox intermediate shaft (150), and finally reaches the output shaft (146).

4. The dual-motor transmission according to claim 1, characterized in that, When the dual-motor transmission is in second gear, the third synchronizer (170) is in the off state, the first synchronizer (130) is engaged with the third gear (126), the second synchronizer (168) is engaged with the seventh gear (156), and the fourth synchronizer (190) is engaged with the fourteenth gear (186). The power of the first motor (210) is input through the first input shaft (110), and the power passes sequentially through the first gear (112), the second gear (124), the first intermediate shaft (122), the third gear (126), the second synchronizer (168), the second main shaft (144), the first auxiliary gearbox intermediate shaft (148) and the second auxiliary gearbox intermediate shaft (150), and finally reaches the output shaft (146). The power of the second motor (220) is input through the second input shaft (192), and the power passes sequentially through the sixteenth gear (194), the thirteenth gear (184), the second intermediate shaft (182), the fourteenth gear (186), the second synchronizer (168), the second main shaft (144), the first auxiliary gearbox intermediate shaft (148) and the second auxiliary gearbox intermediate shaft (150), and finally reaches the output shaft (146).

5. The dual-motor transmission according to claim 1, characterized in that, When the dual-motor transmission is in third gear, the second synchronizer (168) is in the off state, the first synchronizer (130) is engaged with the fourth gear (128), the third synchronizer (170) is engaged with the sixth gear (154), and the fourth synchronizer (190) is engaged with the fifteenth gear (188). The power of the first motor (210) is input through the first input shaft (110), and the power passes sequentially through the first gear (112), the second gear (124), the first intermediate shaft (122), the fourth gear (128), the third synchronizer (170), the sixth gear (154), the first main shaft (142), and finally reaches the output shaft (146). The power of the second motor (220) is input through the second input shaft (192), and the power passes sequentially through the sixteenth gear (194), the thirteenth gear (184), the second intermediate shaft (182), the fifteenth gear (188), the third synchronizer (170), the sixth gear (154), the first main shaft (142), and finally reaches the output shaft (146).

6. The dual-motor transmission according to claim 1, characterized in that, When the dual-motor transmission is in fourth gear, the third synchronizer (170) is in the off state, the first synchronizer (130) is engaged with the third gear (126), the second synchronizer (168) is engaged with the fifth gear (152), and the fourth synchronizer (190) is engaged with the fourteenth gear (186). The power of the first motor (210) is input through the first input shaft (110), and the power passes sequentially through the first gear (112), the second gear (124), the first intermediate shaft (122), the third gear (126), the second synchronizer (168), the fifth gear (152), the first main shaft (142), and finally reaches the output shaft (146). The power of the second motor (220) is input through the second input shaft (192), and the power passes sequentially through the sixteenth gear (194), the thirteenth gear (184), the second intermediate shaft (182), the fourteenth gear (186), the second synchronizer (168), the fifth gear (152), the first main shaft (142), and finally reaches the output shaft (146).

7. The dual-motor transmission according to any one of claims 1 to 6, characterized in that, The first spindle (142) is fixedly connected to the output shaft (146).

8. A vehicle, characterized in that, include: The dual-motor transmission as described in any one of claims 1 to 7.

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