Dual-motor powertrain and automobile

Abstract

The present disclosure provides a dual-motor power system and a car, belonging to the field of automobile technology. The dual-motor power system includes: a first motor, a second motor, a left drive axle, a right drive axle and a disengagement assembly; the output shaft of the first motor is connected to the left drive axle in a transmission manner, and the output shaft of the second motor is connected to the right drive axle in a transmission manner; the left drive axle and the right drive axle are coaxially spaced, and the disengagement assembly is connected between the left drive axle and the right drive axle, and the disengagement assembly is used to control the transmission connection or disconnection of the left drive axle and the right drive axle. The present disclosure can input the power of the dual motors to the wheel on the non-slip side when one side of the wheel slips, thereby improving the power performance of the entire vehicle.

Description

Technical Field

[0001] The present disclosure relates to the field of automobile technology, and in particular to a dual-motor power system and an automobile. Background Art

[0002] As automotive electrification technology matures, dual-motor powertrains are becoming increasingly common to enhance vehicle performance. To simplify their structure and further reduce costs, these systems often eliminate the traditional transmission's differential structure.

[0003] In related art, a dual-motor powertrain typically includes a first motor, a second motor, and left and right drive axles. The output shaft of the first motor is in driving connection with the left drive axle, while the output shaft of the second motor is in driving connection with the right drive axle. For a two-wheel drive vehicle, the two drive axles are each in driving connection with the two front wheels, or the two drive axles are each in driving connection with the two rear wheels. This allows power from the two motors to be transmitted to both wheels, driving the vehicle.

[0004] Due to the cancellation of the differential structure, the power of one motor can only be transmitted to the wheel through the driving half-shaft on this side. If one side of the tire is in a slipping state, the motor used to drive the slipping tire will be in a state where it cannot be completely inoperative, and the entire vehicle can only be driven by the other motor, which greatly reduces the power performance of the entire vehicle. Summary of the Invention

[0005] The disclosed embodiments provide a dual-motor power system and vehicle that, when one wheel slips, can input power from both motors to the non-slipping wheel, thereby improving the vehicle's overall power performance. The technical solution is as follows:

[0006] An embodiment of the present disclosure provides a hybrid power system, wherein the dual-motor power system includes: a first motor, a second motor, a left drive half shaft, a right drive half shaft and a disengagement assembly; the output shaft of the first motor is transmission-connected to the left drive half shaft, and the output shaft of the second motor is transmission-connected to the right drive half shaft; the left drive half shaft and the right drive half shaft are coaxially spaced apart, the disengagement assembly is connected between the left drive half shaft and the right drive half shaft, and the disengagement assembly is used to control the transmission connection or disconnection of the left drive half shaft and the right drive half shaft.

[0007] In one implementation of the embodiment of the present disclosure, the escape assembly includes: a transmission cylinder and an actuator, the transmission cylinder is axially slidably sleeved outside the left drive half shaft and the right drive half shaft, and the left drive half shaft and the right drive half shaft are both circumferentially locked with the transmission cylinder; the actuator is connected to the transmission cylinder, and the actuator is used to drive the transmission cylinder to slide axially along the left drive half shaft, so that at least one of the left drive half shaft and the right drive half shaft is inserted into the transmission cylinder.

[0008] In another implementation of the embodiment of the present disclosure, a limit strip is provided on the inner wall of the transmission cylinder, and the limit strip extends along the axial direction of the transmission cylinder. The opposite ends of the left drive half shaft and the right drive half shaft are provided with limit slots that cooperate with the limit strip. The left drive half shaft and the right drive half shaft are both inserted into the transmission cylinder, and the limit strip is located in the limit slot; or, a limit strip is provided on the inner wall of the transmission cylinder, and the limit slot extends along the axial direction of the transmission cylinder. The opposite ends of the left drive half shaft and the right drive half shaft are provided with limit strips that cooperate with the limit slot. The left drive half shaft and the right drive half shaft are both inserted into the transmission cylinder, and the limit strip is located in the limit slot.

[0009] In another implementation of the embodiment of the present disclosure, the escape assembly includes: a transmission cylinder, an actuator and a transmission disc; the transmission cylinder is axially slidably sleeved outside one of the left drive half-shaft and the right drive half-shaft, and is circumferentially locked with one of the left drive half-shaft and the right drive half-shaft; one end of the transmission disc is coaxially connected to the other of the left drive half-shaft and the right drive half-shaft, and the peripheral edge of the end face of the transmission disc close to the transmission cylinder is provided with a plurality of circumferentially spaced first locking protrusions, and the peripheral edge of the end face of the transmission cylinder close to the transmission disc is provided with a plurality of circumferentially spaced second locking protrusions, the number of the first locking protrusions and the second locking protrusions is the same, and the spacing between two adjacent first locking protrusions is the same as the spacing between two adjacent second locking protrusions; the actuator is connected to the transmission cylinder, and the actuator is used to drive the transmission cylinder to slide axially along the left drive half-shaft.

[0010] In another implementation of the embodiment of the present disclosure, the actuator includes: a telescopic rod and an actuator ring, the telescopic rod is connected to the actuator ring, and the telescopic rod is used to control the axial sliding of the actuator ring along the transmission cylinder; the outer wall of the transmission cylinder is provided with two stop flanges arranged at intervals, and the actuator ring is arranged outside the transmission cylinder and is located between the two stop flanges.

[0011] In another implementation of the embodiment of the present disclosure, the actuator includes: a linear motor and an actuator ring, the slider of the linear motor is connected to the actuator ring; the outer wall of the transmission cylinder is provided with two stop flanges arranged at intervals, and the actuator ring is arranged outside the transmission cylinder and is located between the two stop flanges.

[0012] In another implementation of the embodiment of the present disclosure, the dual-motor power system also includes a first speed transmission mechanism and a second speed transmission mechanism; the first speed transmission mechanism includes a first gear train, a second gear train and a power shaft, the input gear of the first gear train is arranged outside the output shaft of the first motor, the output gear of the first gear train is arranged outside the power shaft, the input gear of the second gear train is arranged outside the power shaft, and the output gear of the second gear train is arranged outside the left drive half shaft; the second speed transmission mechanism has the same structure as the first speed transmission mechanism, and the second speed transmission mechanism is respectively connected to the output shaft of the second motor and the right drive half shaft.

[0013] In another implementation of the embodiment of the present disclosure, the first speed change mechanism also includes a rotating shaft support frame, in which a bearing for inserting the rotating shaft is provided; at least two rotating shaft support frames arranged at intervals are provided on the output shaft of the first motor, the power shaft and the left drive half shaft.

[0014] In another implementation of the embodiment of the present disclosure, the dual-motor power system further includes a power supply component, which includes: a battery and an inverter, the inverter is connected to the battery, and the first motor and the second motor are both connected to the inverter.

[0015] An embodiment of the present disclosure provides a car, which includes the dual-motor power system as described above.

[0016] The beneficial effects of the technical solutions provided by the embodiments of the present disclosure include at least:

[0017] The dual-motor power system provided by the embodiment of the present disclosure includes a first motor, a second motor, a left drive axle, a right drive axle and an escape assembly. Wherein, the output shaft of the first motor is transmission-connected to the left drive axle so that the power of the first motor can be transmitted to the left drive axle, and the output shaft of the second motor is transmission-connected to the right drive axle so that the power of the second motor can be transmitted to the right drive axle. The left drive axle and the right drive axle are coaxially spaced and distributed, and an escape assembly is provided between the left drive axle and the right drive axle, and the escape assembly is used to connect the left drive axle and the right drive axle. The escape assembly can control the transmission connection or disconnection of the left drive axle and the right drive axle.

[0018] In this way, when the wheel of the left drive axle slips, the release assembly controls the transmission connection between the left drive axle and the right drive axle, so that the power of the first motor can be transmitted to the right drive axle through the left drive axle and the release assembly, allowing the two motors to drive the wheels together; when the wheel of the right drive axle slips, the release assembly controls the transmission connection between the left drive axle and the right drive axle, so that the power of the second motor can be transmitted to the left drive axle through the right drive axle and the release assembly, allowing the two motors to drive the wheels together. In this way, when one side of the wheel is in a slipping state, the power of the two motors can be simultaneously transmitted to the non-slipping wheel, jointly driving the entire vehicle, thereby improving the vehicle's dynamic performance. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to more clearly illustrate the technical solutions in the embodiments of the present disclosure, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present disclosure. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0020] Figure 1 is a structural schematic diagram of a dual-motor power system provided by an embodiment of the present disclosure;

[0021] Figure 2 It is a structural schematic diagram of an escape assembly provided by an embodiment of the present disclosure;

[0022] Figure 3 is a schematic structural diagram of another escape assembly provided by an embodiment of the present disclosure;

[0023] Figure 4 It is a structural schematic diagram of a dual-motor power system provided in an embodiment of the present disclosure.

[0024] The descriptions of the marks in the figure are as follows:

[0025] 11. First motor; 12. Second motor;

[0026] 21. Left drive axle; 22. Right drive axle; 23. Limiting groove;

[0027] 3. Escape components;

[0028] 31. Transmission cylinder; 311. Limiting strip; 312. Second locking protrusion; 313. Stop flange;

[0029] 32. Actuator; 321. Telescopic rod; 322. Actuator ring;

[0030] 33. Transmission plate; 331. First locking protrusion;

[0031] 41. First gear train; 42. Second gear train; 43. Power shaft; 44. Rotating shaft support frame;

[0032] 51. Third gear train; 52. Fourth gear train; 53. Drive shaft. DETAILED DESCRIPTION

[0033] In order to make the objectives, technical solutions and advantages of the present disclosure more clear, the embodiments of the present disclosure will be further described in detail below with reference to the accompanying drawings.

[0034] Unless otherwise defined, the technical or scientific terms used herein shall have the ordinary meaning understood by a person of ordinary skill in the art to which this disclosure pertains. The terms "first," "second," "third," and similar words used in the patent specification and claims of this disclosure do not indicate any order, quantity, or importance, but are merely used to distinguish between different components. Similarly, terms such as "a" or "an" do not indicate a quantitative limitation, but rather indicate the presence of at least one. Terms such as "include" or "comprise" mean that the elements or objects preceding "include" or "comprises" encompass the elements or objects listed after "include" or "comprises," and their equivalents, and do not exclude other elements or objects. Terms such as "connected" or "connected" are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," "right," "top," and "bottom" are used only to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0035] Figure 1 This is a schematic diagram of the structure of a dual-motor power system provided by an embodiment of the present disclosure. Figure 1 As shown, the dual-motor power system includes: the dual-motor power system includes: a first motor 11, a second motor 12, a left drive half shaft 21, a right drive half shaft 22 and an escape assembly 3.

[0036] like Figure 1 As shown, the output shaft of the first motor 11 is in transmission connection with the left driving half shaft 21 , and the output shaft of the second motor 12 is in transmission connection with the right driving half shaft 22 .

[0037] like Figure 1 As shown, the left driving half shaft 21 and the right driving half shaft 22 are coaxially spaced apart, and the escape assembly 3 is connected between the left driving half shaft 21 and the right driving half shaft 22 .

[0038] The escape assembly 3 is used to control the transmission connection or disconnection between the left driving half shaft 21 and the right driving half shaft 22 .

[0039] The dual-motor power system provided by the embodiment of the present disclosure includes a first motor 11, a second motor 12, a left drive axle 21, a right drive axle 22 and an escape assembly 3. Among them, the output shaft of the first motor 11 is transmission-connected to the left drive axle 21 so that the power of the first motor 11 can be transmitted to the left drive axle 21, and the output shaft of the second motor 12 is transmission-connected to the right drive axle 22 so that the power of the second motor 12 can be transmitted to the right drive axle 22. The left drive axle 21 and the right drive axle 22 are coaxially spaced and distributed, and an escape assembly 3 is provided between the left drive axle 21 and the right drive axle 22, and the escape assembly 3 is used to connect the left drive axle 21 and the right drive axle 22. The escape assembly 3 can control the transmission connection or disconnection of the left drive axle 21 and the right drive axle 22.

[0040] In this way, when the wheel of the left drive axle 21 slips, the escape assembly 3 controls the transmission connection between the left drive axle 21 and the right drive axle 22, so that the power of the first motor 11 can be transmitted to the right drive axle 22 through the left drive axle 21 and the escape assembly 3, so that the two motors drive the wheels together; when the wheel of the right drive axle 22 slips, the escape assembly 3 controls the transmission connection between the left drive axle 21 and the right drive axle 22, so that the power of the second motor 12 can be transmitted to the left drive axle 21 through the right drive axle 22 and the escape assembly 3, so that the two motors drive the wheels together. In this way, when one side of the wheel is in a slipping state, the power of the two motors can be simultaneously transmitted to the non-slipping wheel, so as to jointly drive the entire vehicle, thereby improving the power performance of the entire vehicle.

[0041] In one implementation of the present disclosure, Figure 2 This is a schematic diagram of the structure of an escape assembly 3 provided by an embodiment of the present disclosure. Figure 2 As shown, the escape assembly 3 includes: a transmission cylinder 31 and an actuator 32. The transmission cylinder 31 is axially slidably sleeved outside the left drive half shaft 21 and the right drive half shaft 22, and the left drive half shaft 21 and the right drive half shaft 22 are both circumferentially locked with the transmission cylinder 31.

[0042] like Figure 2 As shown, the actuator 32 is connected to the transmission cylinder 31 , and the actuator 32 is used to drive the transmission cylinder 31 to slide along the axial direction of the left driving half shaft 21 , so that at least one of the left driving half shaft 21 and the right driving half shaft 22 is inserted into the transmission cylinder 31 .

[0043] In the above implementation, the escape assembly 3 is set as a transmission cylinder 31, and the actuator 32 controls the transmission cylinder 31 to move back and forth in the axial direction of the drive shaft, so that the transmission cylinder 31 can have the following assembly states with the two drive half shafts.

[0044] First, the transmission cylinder 31 is mounted on both the left and right drive axles 21, 22. Because the transmission cylinder 31 is circumferentially locked with the left and right drive axles 21, 22, it acts as a coupling, coaxially connecting the left and right drive axles 21, 22. This allows the power of both motors to be transmitted through the transmission cylinder 31 to the remaining wheel when one wheel slips, improving the vehicle's performance in this situation.

[0045] In the second configuration, the transmission cylinder 31 is mounted only on the left drive axle 21 or the right drive axle 22. Since the left and right drive axle 21 and 22 are spaced apart, and the transmission cylinder 31 does not connect the left and right drive axle 21 and 22, the power of the first motor 11 is transmitted only to the left drive axle 21, and the power of the second motor 12 is transmitted only to the right drive axle 22. This allows each drive wheel to receive power from a separate motor, allowing for optimal adjustment of power distribution to each drive wheel based on actual operating conditions.

[0046] For example, Figure 2 As shown, a limit strip 311 is provided on the inner wall of the transmission cylinder 31, and the limit strip 311 extends along the axial direction of the transmission cylinder 31. The opposite ends of the left driving half shaft 21 and the right driving half shaft 22 are provided with a limit groove 23 that cooperates with the limit strip 311. The left driving half shaft 21 and the right driving half shaft 22 are both inserted into the transmission cylinder 31, and the limit strip 311 is located in the limit groove 23.

[0047] By providing an axially extending limit strip 311 on the inner wall of the transmission cylinder 31 and providing an axially extending limit groove 23 at one end of the left driving half shaft 21 and the right driving half shaft 22, when one end of the left driving half shaft 21 or the right driving half shaft 22 is inserted into the transmission cylinder 31, the limit strip 311 is located in the limit groove 23, so that the left driving half shaft 21 or the right driving half shaft 22 is circumferentially locked with the transmission cylinder 31, so that under the connection of the transmission cylinder 31, the left driving half shaft 21 and the right driving half shaft 22 can rotate together.

[0048] Exemplarily, a limiting groove 23 is provided on the inner wall of the transmission cylinder 31, and the limiting groove 23 extends along the axial direction of the transmission cylinder 31. The opposite ends of the left driving half shaft 21 and the right driving half shaft 22 are provided with limiting strips 311 that cooperate with the limiting groove 23. The left driving half shaft 21 and the right driving half shaft 22 are both inserted into the transmission cylinder 31, and the limiting strip 311 is located in the limiting groove 23.

[0049] By setting an axially extending limit groove 23 on the inner wall of the transmission cylinder 31 and setting an axially extending limit bar 311 at one end of the left driving half shaft 21 and the right driving half shaft 22, when one end of the left driving half shaft 21 or the right driving half shaft 22 is inserted into the transmission cylinder 31, the limit bar 311 is located in the limit groove 23, so that the left driving half shaft 21 or the right driving half shaft 22 is circumferentially locked with the transmission cylinder 31, so that under the connection of the transmission cylinder 31, the left driving half shaft 21 and the right driving half shaft 22 can rotate together.

[0050] Optionally, there may be multiple limiting grooves, and the multiple limiting grooves may be spaced apart circumferentially. Accordingly, there may also be multiple limiting strips cooperating with the limiting grooves, and the multiple limiting strips may be spaced apart circumferentially.

[0051] Exemplarily, the inner wall of the transmission cylinder is provided with a plurality of circumferentially evenly distributed limiting strips, and the opposite ends of the left driving half shaft and the right driving half shaft are provided with a plurality of circumferentially evenly distributed limiting grooves.

[0052] Alternatively, as Figure 2 As shown, the actuator 32 includes a telescopic rod 321 and an actuator ring 322 . The telescopic rod 321 is connected to the actuator ring 322 . The telescopic rod 321 is used to control the actuator ring 322 to slide along the axial direction of the transmission cylinder 31 .

[0053] like Figure 2 As shown, the outer wall of the transmission cylinder 31 is provided with two stop flanges 313 arranged at intervals, and the execution ring 322 is sleeved outside the transmission cylinder 31, and the execution ring 322 is located between the two stop flanges 313, and the end face of the execution ring 322 is against the end faces of the two stop flanges 313.

[0054] In the above implementation, the actuator 32 is configured as an actuator ring 322, which is sleeved on the transmission cylinder 31. The actuator ring 322 and the transmission cylinder 31 are movable circumferentially, allowing the actuator ring 322 to rotate relative to the transmission cylinder 31. In this way, when the transmission cylinder 31 rotates with the driving half shaft, the actuator 32 will not interfere with the rotation of the transmission cylinder 31, thereby improving reliability.

[0055] At the same time, two stop flanges 313 are provided on the transmission cylinder 31, and the two stop flanges 313 are respectively provided on both sides of the actuating ring 322 and abut against the actuating ring 322. In this way, when the telescopic rod 321 drives the actuating ring 322 to slide along the axial direction of the transmission cylinder 31, the actuating ring 322, clamped by the two stop flanges 313, can also slide along the axial direction with the transmission cylinder 31, thereby achieving the purpose of controlling the axial movement of the transmission cylinder 31.

[0056] For example, a bearing may be provided between the transmission cylinder 31 and the execution ring 322 , wherein the inner ring of the bearing is sleeved outside the transmission cylinder 31 , the outer ring of the bearing is inserted into the execution ring 322 , and the outer ring of the bearing is sleeved outside the inner ring of the bearing.

[0057] Exemplarily, the telescopic rod 321 includes an electric telescopic rod, one end of which is connected to the execution ring 322. By controlling the extension and retraction of the electric telescopic rod, the execution ring 322 is driven to slide along the axial direction of the transmission cylinder 31.

[0058] In some other implementations, the telescopic rod 321 may also be a device such as a hydraulic cylinder or a pneumatic cylinder that can achieve linear telescopic extension, which is not limited in the embodiment of the present disclosure.

[0059] In other implementations, the actuator may include a linear motor and an actuator ring, with a slider of the linear motor connected to the actuator ring. The slider of the linear motor is capable of linear reciprocating motion. By placing the slider of the linear motor on the actuator ring and connecting the slider and the actuator ring, the linear motor can drive the actuator ring to reciprocate axially along the transmission cylinder. Furthermore, the actuator ring, clamped between two stop flanges, can also slide axially with the transmission cylinder, thereby controlling the axial movement of the transmission cylinder.

[0060] In another implementation, Figure 3 This is a schematic diagram of the structure of another escape assembly 3 provided in an embodiment of the present disclosure. Figure 3 As shown, the escape assembly 3 includes: a transmission cylinder 31, an actuator 32 and a transmission disc 33.

[0061] like Figure 3 As shown, the transmission cylinder 31 is axially slidably sleeved outside one of the left driving half shaft 21 and the right driving half shaft 22 , and the transmission cylinder 31 is circumferentially locked with one of the left driving half shaft 21 and the right driving half shaft 22 .

[0062] like Figure 3 As shown, one end of the transmission disc 33 is coaxially connected to the other of the left driving half shaft 21 and the right driving half shaft 22, and the peripheral edge of the end surface of the transmission disc 33 close to the transmission cylinder 31 is provided with a plurality of circumferentially spaced first locking protrusions 331, and the peripheral edge of the end surface of the transmission cylinder 31 close to the transmission disc 33 is provided with a plurality of circumferentially spaced second locking protrusions 312, the number of the first locking protrusions 331 and the second locking protrusions 312 are the same, and the spacing between two adjacent first locking protrusions 331 is the same as the spacing between two adjacent second locking protrusions 312.

[0063] In the embodiment of the present disclosure, the peripheral edge of the end surface refers to the area on the end surface close to the outer contour of the end surface.

[0064] For example, the peripheral edge of the circular end face is a circular ring area on the circular end face close to the outer contour of the circle.

[0065] For example, the peripheral edge of a rectangular end face is a square area on the rectangular end face that is close to the outer contour of the rectangle.

[0066] The actuator 32 is connected to the transmission cylinder 31 , and is used to drive the transmission cylinder 31 to slide along the axial direction of the left driving half shaft 21 .

[0067] In the above implementation, the transmission cylinder 31 is only sleeved on the outside of the left driving half shaft 21 or the right driving half shaft 22, and the transmission cylinder 31 is only circumferentially locked with the sleeved left driving half shaft 21 or the right driving half shaft 22, so that the transmission cylinder 31 can rotate together with the left driving half shaft 21 or the right driving half shaft 22.

[0068] Among them, a plurality of circumferentially spaced first locking protrusions 331 are also provided on the peripheral edge of one end of the transmission cylinder 31, that is, concave and convex teeth are formed on the end face of the transmission cylinder 31; and a transmission plate 33 is provided on the end face of the other of the left driving half shaft 21 and the right driving half shaft 22, and a plurality of circumferentially spaced second locking protrusions 312 are provided on the end face of the transmission plate 33 close to the transmission cylinder 31, that is, concave and convex teeth are formed on the end face of the transmission plate 33.

[0069] As the drive cylinder 31 slides axially under the drive of the actuator 32, the concave and convex teeth of the drive cylinder 31 and the concave and convex teeth of the drive plate 33 engage, circumferentially locking the drive cylinder 31 and the drive plate 33. This allows the left drive half-shaft 21 and the right drive half-shaft 22 to be connected together via the drive cylinder 31 and the drive plate 33, allowing them to rotate together.

[0070] Optionally, the actuator 32 includes a telescopic rod 321 and an actuator ring 322 . The telescopic rod 321 is connected to the actuator ring 322 . The telescopic rod 321 is used to control the actuator ring 322 to slide along the axial direction of the transmission cylinder 31 .

[0071] Exemplarily, the outer wall of the transmission cylinder 31 is provided with two stop flanges 313 arranged at intervals, the execution ring 322 is sleeved outside the transmission cylinder 31, and the execution ring 322 is located between the two stop flanges 313, and the end face of the execution ring 322 is against the end faces of the two stop flanges 313.

[0072] In the above implementation, the actuator 32 is configured as an actuator ring 322, which is sleeved on the transmission cylinder 31. The actuator ring 322 and the transmission cylinder 31 are movable circumferentially, allowing the actuator ring 322 to rotate relative to the transmission cylinder 31. In this way, when the transmission cylinder 31 rotates with the driving half shaft, the actuator 32 will not interfere with the rotation of the transmission cylinder 31, thereby improving reliability.

[0073] At the same time, two stop flanges 313 are provided on the transmission cylinder 31, and the two stop flanges 313 are respectively provided on both sides of the actuating ring 322 and abut against the actuating ring 322. In this way, when the telescopic rod 321 drives the actuating ring 322 to slide along the axial direction of the transmission cylinder 31, the actuating ring 322, clamped by the two stop flanges 313, can also slide along the axial direction with the transmission cylinder 31, thereby achieving the purpose of controlling the axial movement of the transmission cylinder 31.

[0074] For example, a bearing may be provided between the transmission cylinder 31 and the execution ring 322 , wherein the inner ring of the bearing is sleeved outside the transmission cylinder 31 , the outer ring of the bearing is inserted into the execution ring 322 , and the outer ring of the bearing is sleeved outside the inner ring of the bearing.

[0075] Alternatively, as Figure 1 As shown, the dual-motor power system also includes a first speed transmission mechanism and a second speed transmission mechanism.

[0076] For example, Figure 1 As shown, the first speed change mechanism includes a first gear train 41, a second gear train 42 and a power shaft 43. The input gear of the first gear train 41 is sleeved outside the output shaft of the first motor 11, the output gear of the first gear train 41 is sleeved outside the power shaft 43, the input gear of the second gear train 42 is sleeved outside the power shaft 43, and the output gear of the second gear train 42 is sleeved outside the left driving half shaft 21.

[0077] By providing the first speed change mechanism, the power of the first motor 11 can be transmitted to the left driving half shaft 21 to drive the wheels to rotate.

[0078] In the embodiment of the present disclosure, the first gear train 41 and the second gear train 42 each include at least an input gear and an output gear, and the input gear and the output gear are transmission-connected so that power can be transmitted to the output gear through the input gear.

[0079] Optionally, in the first gear train 41 and the second gear train 42 , the input gear and the output gear may be directly meshed; or, at least one connecting gear may be provided between the input gear and the output gear.

[0080] It should be noted that the specific number of gears provided in the first gear train 41 and the second gear train 42 can be determined according to actual needs.

[0081] In the disclosed embodiment, the second speed change mechanism has the same structure as the first speed change mechanism, and the second speed change mechanism is transmission-connected to the output shaft of the second motor 12 and the right drive half shaft 22 respectively.

[0082] For example, Figure 1As shown, the second speed change mechanism includes a third gear train 51, a fourth gear train 52 and a transmission shaft 53. The input gear of the third gear train 51 is sleeved outside the output shaft of the second motor 12, the output gear of the third gear train 51 is sleeved outside the transmission shaft 53, the input gear of the fourth gear train 52 is sleeved outside the transmission shaft 53, and the output gear of the fourth gear train 52 is sleeved outside the right driving half shaft 22.

[0083] By providing a second speed change mechanism, the power of the second motor 12 can be transmitted to the right driving half shaft 22 to drive the wheels to rotate.

[0084] In the embodiment of the present disclosure, the third gear train 51 and the fourth gear train 52 each include at least an input gear and an output gear, and the input gear and the output gear are transmission-connected so that power can be transmitted to the output gear through the input gear.

[0085] Optionally, in the third gear train 51 and the fourth gear train 52 , the input gear and the output gear may be directly meshed; or, at least one connecting gear may be provided between the input gear and the output gear.

[0086] It should be noted that the specific number of gears provided in the third gear train 51 and the fourth gear train 52 can be determined according to actual needs.

[0087] Alternatively, as Figure 1 As shown, the first speed change mechanism also includes a shaft support frame 44, in which a bearing for inserting the shaft is provided; at least two shaft support frames 44 are arranged at intervals on the output shaft of the first motor 11, the power shaft 43 and the left drive half shaft 21.

[0088] Three shaft support frames 44 are spaced apart outside the output shaft of the first motor 11 , and the input gear of the first gear train 41 is located between two of the shaft support frames 44 on the output shaft of the first motor 11 .

[0089] By disposing multiple shaft supports 44 on the outer surface of the output shaft of the first motor 11, the output shaft of the first motor 11 can be supported. Furthermore, by arranging the input gear of the first gear train 41 between two shaft supports 44, the input gear of the first gear train 41 can be prevented from axially sliding and loosening from other gears in the first gear train 41, thereby improving the reliability of the first gear train 41.

[0090] like Figure 1 As shown, two shaft support frames 44 are spaced apart outside the power shaft 43 , and the output gear of the first gear train 41 and the input gear of the second gear train 42 are both located between the two shaft support frames 44 of the power shaft 43 .

[0091] By arranging two rotating shaft support frames 44 outside the power shaft 43, the output gear of the first gear train 41 and the input gear of the second gear train 42 are arranged between the two rotating shaft support frames 44. This can prevent the output gear of the first gear train 41 from sliding axially and loosening from other gears in the first gear train 41, thereby improving the reliability of the first gear train 41; and can also prevent the input gear of the second gear train 42 from sliding axially and loosening from other gears in the second gear train 42, thereby improving the reliability of the second gear train 42.

[0092] like Figure 1 As shown, the left driving half shaft 21 is provided with two rotating shaft support frames 44 at intervals, and the output gear of the second gear train 42 is located between the two rotating shaft support frames 44 of the left driving half shaft 21 .

[0093] By disposing two rotating shaft support frames 44 on the outer surface of the left driving half shaft 21, the output gear of the second gear train 42 is arranged between the two rotating shaft support frames 44. This can prevent the output gear of the second gear train 42 from sliding axially and loosening from other gears in the second gear train 42, thereby improving the reliability of the second gear train 42.

[0094] Alternatively, as Figure 1 As shown, the second speed change mechanism also includes a shaft support frame 44, in which a bearing for inserting the shaft is provided; at least two shaft support frames 44 are arranged at intervals on the output shaft of the first motor 11, the power shaft 43 and the left drive half shaft 21.

[0095] Three shaft support frames 44 are spaced apart outside the output shaft of the second motor 12 , and the input gear of the third gear train 51 is located between two of the shaft support frames 44 on the output shaft of the second motor 12 .

[0096] By disposing two rotating shaft supports 44 on the outer surface of the input shaft of the second motor 12, the input gear of the third gear train 51 is disposed between the two rotating shaft supports 44. This can prevent the input gear of the third gear train 51 from sliding axially and loosening from other gears in the third gear train 51, thereby improving the reliability of the third gear train 51.

[0097] like Figure 1 As shown, two shaft support frames 44 are provided outside the transmission shaft 53 , and the output gear of the third gear train 51 and the input gear of the fourth gear train 52 are both located between the two shaft support frames 44 of the transmission shaft 53 .

[0098] By arranging two rotating shaft support frames 44 on the outer surface of the transmission shaft 53, the output gear of the third gear train 51 and the input gear of the fourth gear train 52 are arranged between the two rotating shaft support frames 44. This can prevent the output gear of the third gear train 51 from sliding axially and loosening from other gears in the third gear train 51, thereby improving the reliability of the third gear train 51; and can also prevent the input gear of the fourth gear train 52 from sliding axially and loosening from other gears in the fourth gear train 52, thereby improving the reliability of the fourth gear train 52.

[0099] like Figure 1 As shown, the right driving half shaft 22 is provided with two rotating shaft support frames 44 at intervals, and the output gear of the fourth gear train 52 is located between the two rotating shaft support frames 44 of the left driving half shaft 21 .

[0100] By disposing two rotating shaft support frames 44 on the outer surface of the right driving half shaft 22, the output gear of the fourth gear train 52 is disposed between the two rotating shaft support frames 44. This can prevent the output gear of the fourth gear train 52 from sliding axially and loosening from other gears in the fourth gear train 52, thereby improving the reliability of the fourth gear train 52.

[0101] Optionally, the dual-motor power system further includes a power supply component, which includes: a battery and an inverter, the inverter is connected to the battery, and the first motor 11 and the second motor 12 are both connected to the inverter.

[0102] Exemplarily, the power supply assembly may include two inverters, the two inverters are respectively connected to the battery, the first motor 11 is connected to one of the two inverters, and the second motor 12 is connected to the other of the two inverters.

[0103] Two inverters are provided, one for connecting the battery and the first motor 11, and the other for connecting the battery and the second motor 12. The battery is a rechargeable battery, and the inverter is provided on the battery output circuit to convert the DC power output by the battery into three-phase AC power to drive the first motor 11 or the second motor 12.

[0104] by Figure 1 Taking the dual-motor power system as an example, the operating conditions of the dual-motor power system provided by the embodiment of the present disclosure are described:

[0105] When the wheels on one side of the car slip, for example, the wheels on the left side of the car slip. Figure 1 As shown, the transmission cylinder 31 is controlled by the actuator 32 to slide and be simultaneously mounted on the left drive half-shaft 21 and the right drive half-shaft 22, and the left drive half-shaft 21 and the right drive half-shaft 22 are connected together through the transmission cylinder 31, so that the power of the first motor 11 can be transmitted to the right drive half-shaft 22 through the transmission cylinder 31, allowing the two motors to drive the right wheel of the car together.

[0106] When the wheels of the car are not slipping, Figure 4 As shown, the transmission cylinder 31 is controlled by the actuator 32 to slide until it is only mounted outside the left driving half shaft 21, so that the transmission cylinder 31 can only rotate together with the left driving half shaft 21, so that the left driving half shaft 21 and the right driving half shaft 22 are driven separately by the first motor 11 and the second motor 12 respectively.

[0107] An embodiment of the present disclosure provides a car, which includes the dual-motor power system, transmission housing and body as described above.

[0108] Among them, the dual-motor power system is located in the gearbox housing, and the gearbox is located in the body.

[0109] For example, for a front-wheel drive vehicle, the transmission housing can be arranged in the front compartment of the vehicle body to avoid the need to arrange more transmission structures when the transmission housing is arranged in the rear compartment to transmit power to the front wheels.

[0110] For example, for a rear-wheel drive vehicle, the transmission housing can be arranged in the rear compartment of the vehicle body to avoid the need to arrange more transmission structures when the transmission housing is arranged in the front compartment to transmit power to the rear wheels.

[0111] The above does not limit the present disclosure in any form. Although the present disclosure has been disclosed as above through the embodiments, it is not intended to limit the present disclosure. Any technician familiar with the profession can make slight changes or modifications to equivalent embodiments with equivalent changes using the technical content disclosed above without departing from the scope of the technical solution of the present disclosure. However, any simple modifications, equivalent changes and modifications made to the above embodiments based on the technical essence of the present disclosure without departing from the content of the technical solution of the present disclosure are still within the scope of the technical solution of the present disclosure.

Claims

1. A dual-motor power system, characterized in that: The dual-motor power system comprises: a first motor (11), a second motor (12), a left drive half shaft (21), a right drive half shaft (22) and an escape assembly (3); The output shaft of the first motor (11) is in driving connection with the left driving half shaft (21), and the output shaft of the second motor (12) is in driving connection with the right driving half shaft (22); The left driving half shaft (21) and the right driving half shaft (22) are coaxially spaced and distributed, the escape assembly (3) is connected between the left driving half shaft (21) and the right driving half shaft (22), and the escape assembly (3) is used to control the transmission connection or disconnection of the left driving half shaft (21) and the right driving half shaft (22); The escape assembly (3) comprises: a transmission cylinder (31) and an actuator (32); the transmission cylinder (31) is axially slidably sleeved outside the left drive half shaft (21) and the right drive half shaft (22); and the left drive half shaft (21) and the right drive half shaft (22) are both circumferentially locked with the transmission cylinder (31); The actuator (32) is connected to the transmission cylinder (31), and the actuator (32) is used to drive the transmission cylinder (31) to slide along the axial direction of the left driving half shaft (21), so that at least one of the left driving half shaft (21) and the right driving half shaft (22) is inserted into the transmission cylinder (31), and the inner wall of the transmission cylinder (31) is provided with a limit strip (311), and the limit strip (311) extends along the axial direction of the transmission cylinder (31), and the opposite ends of the left driving half shaft (21) and the right driving half shaft (22) are provided with a limit slot (23) that cooperates with the limit strip (311), and the left driving half shaft (21) and the right driving half shaft (22) are both inserted into the transmission cylinder (31), and the limit strip (311) is located in the limit slot (23); or, The inner wall of the transmission cylinder (31) is provided with a limiting groove (23), and the limiting groove (23) extends along the axial direction of the transmission cylinder (31). The opposite ends of the left driving half shaft (21) and the right driving half shaft (22) are both provided with limiting strips (311) that cooperate with the limiting groove (23). The left driving half shaft (21) and the right driving half shaft (22) are both inserted into the transmission cylinder (31), and the limiting strips (311) are located in the limiting groove (23).

2. The dual-motor power system according to claim 1, characterized in that: The actuator (32) comprises: a telescopic rod (321) and an actuator ring (322); the telescopic rod (321) is connected to the actuator ring (322); the telescopic rod (321) is used to control the axial sliding of the actuator ring (322) along the transmission cylinder (31); The outer wall of the transmission cylinder (31) is provided with two stop flanges (313) arranged at intervals, and the execution ring (322) is sleeved outside the transmission cylinder (31) and is located between the two stop flanges (313).

3. The dual-motor power system according to claim 1, characterized in that: The actuator (32) comprises: a linear motor and an actuator ring, wherein a slider of the linear motor is connected to the actuator ring; The outer wall of the transmission cylinder is provided with two stop flanges arranged at intervals, and the execution ring is sleeved outside the transmission cylinder and is located between the two stop flanges.

4. The dual-motor power system according to claim 1, characterized in that: The dual-motor power system further includes a first speed change mechanism and a second speed change mechanism; The first speed change mechanism comprises a first gear train (41), a second gear train (42) and a power shaft (43), wherein the input gear of the first gear train (41) is sleeved outside the output shaft of the first motor (11), the output gear of the first gear train (41) is sleeved outside the power shaft (43), the input gear of the second gear train (42) is sleeved outside the power shaft (43), and the output gear of the second gear train (42) is sleeved outside the left driving half shaft (21); The second speed change mechanism has the same structure as the first speed change mechanism, and the second speed change mechanism is respectively connected to the output shaft of the second motor (12) and the right drive half shaft (22).

5. The dual-motor power system according to claim 4, characterized in that: The first speed change mechanism further comprises a rotating shaft support frame (44), wherein a bearing for inserting the rotating shaft is provided in the rotating shaft support frame (44); The output shaft of the first motor (11), the power shaft (43) and the left drive half shaft (21) are each provided with at least two rotating shaft support frames (44) arranged at intervals.

6. The dual-motor power system according to claim 1, characterized in that: The dual-motor power system further includes a power supply component, which includes: a battery and an inverter, the inverter is connected to the battery, and the first motor (11) and the second motor (12) are both connected to the inverter.

7. An automobile, characterized in that: The automobile includes the dual-motor power system according to any one of claims 1 to 6.

8. A dual-motor power system, characterized in that: The dual-motor power system comprises: a first motor (11), a second motor (12), a left drive half shaft (21), a right drive half shaft (22) and an escape assembly (3); The output shaft of the first motor (11) is in driving connection with the left driving half shaft (21), and the output shaft of the second motor (12) is in driving connection with the right driving half shaft (22); The left driving half shaft (21) and the right driving half shaft (22) are coaxially spaced and distributed, the escape assembly (3) is connected between the left driving half shaft (21) and the right driving half shaft (22), and the escape assembly (3) is used to control the transmission connection or disconnection of the left driving half shaft (21) and the right driving half shaft (22); The escape assembly (3) comprises: a transmission cylinder (31), an actuator (32) and a transmission disc (33); The transmission cylinder (31) is axially slidably sleeved outside one of the left driving half shaft (21) and the right driving half shaft (22), and is circumferentially locked with one of the left driving half shaft (21) and the right driving half shaft (22); One end of the transmission disc (33) is coaxially connected to the other of the left driving half shaft (21) and the right driving half shaft (22); a peripheral edge of the end surface of the transmission disc (33) close to the transmission cylinder (31) is provided with a plurality of circumferentially spaced first locking protrusions (331); a peripheral edge of the end surface of the transmission cylinder (31) close to the transmission disc (33) is provided with a plurality of circumferentially spaced second locking protrusions (312); the number of the first locking protrusions (331) and the number of the second locking protrusions (312) are the same, and the spacing between two adjacent first locking protrusions (331) is the same as the spacing between two adjacent second locking protrusions (312); The actuator (32) is connected to the transmission cylinder (31), and the actuator (32) is used to drive the transmission cylinder (31) to slide along the axial direction of the left driving half shaft (21).

9. The dual-motor power system according to claim 8, characterized in that: The actuator (32) comprises: a telescopic rod (321) and an actuator ring (322); the telescopic rod (321) is connected to the actuator ring (322); the telescopic rod (321) is used to control the axial sliding of the actuator ring (322) along the transmission cylinder (31); The outer wall of the transmission cylinder (31) is provided with two stop flanges (313) arranged at intervals, and the execution ring (322) is sleeved outside the transmission cylinder (31) and is located between the two stop flanges (313).

10. The dual-motor power system according to claim 8, characterized in that: The actuator (32) comprises: a linear motor and an actuator ring, wherein a slider of the linear motor is connected to the actuator ring; The outer wall of the transmission cylinder is provided with two stop flanges arranged at intervals, and the execution ring is sleeved outside the transmission cylinder and is located between the two stop flanges.

11. The dual-motor power system according to claim 8, characterized in that: The dual-motor power system further includes a first speed change mechanism and a second speed change mechanism; The first speed change mechanism comprises a first gear train (41), a second gear train (42) and a power shaft (43), wherein the input gear of the first gear train (41) is sleeved outside the output shaft of the first motor (11), the output gear of the first gear train (41) is sleeved outside the power shaft (43), the input gear of the second gear train (42) is sleeved outside the power shaft (43), and the output gear of the second gear train (42) is sleeved outside the left driving half shaft (21); The second speed change mechanism has the same structure as the first speed change mechanism, and the second speed change mechanism is respectively connected to the output shaft of the second motor (12) and the right drive half shaft (22).

12. The dual-motor power system according to claim 11, characterized in that: The first speed change mechanism further comprises a rotating shaft support frame (44), wherein a bearing for inserting the rotating shaft is provided in the rotating shaft support frame (44); The output shaft of the first motor (11), the power shaft (43) and the left drive half shaft (21) are each provided with at least two rotating shaft support frames (44) arranged at intervals.

13. The dual-motor power system according to claim 8, characterized in that: The dual-motor power system further includes a power supply component, which includes: a battery and an inverter, the inverter is connected to the battery, and the first motor (11) and the second motor (12) are both connected to the inverter.

14. An automobile, characterized in that: The automobile comprises the dual-motor power system according to any one of claims 8 to 13.

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