Unpowered interrupt multi-mode dual motor coupled drive bridge

Abstract

The application relates to the technical field of electric vehicle transmission control, in particular to a multi-mode double-motor coupling drive axle without power interruption, which comprises a drive axle housing, a left drive motor, a right drive motor, a left mode switching assembly, a right mode switching assembly, a differential, a left half shaft and a right half shaft. The application has three working modes, i.e. single-motor one-gear centralized driving mode, double-motor one-gear centralized driving mode and double-motor two-gear distributed driving mode, and can meet the requirements of economy and active safety of a vehicle under complex working conditions. The three working modes of the multi-mode double-motor coupling drive axle without power interruption can be switched without power interruption, the vehicle impact caused by mode switching is reduced, and the mode switching time is shortened. The application has the distributed driving mode, and can significantly improve the active safety of the vehicle and the passing ability on a bad road.

Description

Technical Field

[0001] This invention relates to the field of electric vehicle transmission control technology, specifically a non-interrupted multi-mode dual-motor coupled drive axle. Background Technology

[0002] Electric vehicles have the advantages of being low-carbon and environmentally friendly, and developing new energy vehicles is an important means to solve the current energy crisis and urban air pollution. Based on the location of the motor, electric vehicles are divided into centralized drive systems and distributed drive systems with electric wheels.

[0003] Among them, the centralized drive system is a mature and reliable technology. The power output by the drive motor is reduced and increased in torque by the main reducer, and then distributed equally to the left and right wheels through the differential. The driving torque of the left and right wheels is always the same. The left and right wheels cannot be independently controlled in terms of driving torque. As a result, when one wheel slips, the other wheel will lose power, which affects the vehicle's passability and weakens the vehicle's lateral and longitudinal stability and driving experience during cornering.

[0004] Dual-motor distributed drive offers the advantage of independently controllable driving torque for both wheels, effectively improving vehicle handling stability during cornering, enhancing driving pleasure, and increasing traction on rough roads, making it a current research hotspot. However, when the vehicle is traveling in a straight line and the motor torque demand is low, the driving torque is always evenly distributed between the two motors, causing them to operate in a low-efficiency range, impacting vehicle fuel economy. Furthermore, if one wheel in a dual-motor distributed drive system fails, the vehicle cannot continue driving using the other working motor, limiting the vehicle's fault redundancy capability.

[0005] Therefore, it is necessary to invent a drive axle that combines the advantages of mature and reliable centralized drive technology with the independent controllability of torque on both sides of the distributed drive, thereby improving the vehicle's driving economy, handling, and active safety, and increasing the driving pleasure of the vehicle. Summary of the Invention

[0006] The technical problem to be solved by the present invention is to overcome the defects of the prior art and provide a non-power interruption multi-mode dual-motor coupled drive bridge.

[0007] To solve the above-mentioned technical problems, the present invention provides the following technical solution:

[0008] A non-powered, interruptible, multi-mode dual-motor coupled drive bridge includes:

[0009] Drive axle housing;

[0010] The left-side drive motor is an internal rotor hollow shaft motor, which includes a housing, a stator coil, a hollow shaft internal rotor, and a hollow power output shaft.

[0011] The right-side drive motor is an internal rotor hollow shaft motor, which includes a housing, a stator coil, a hollow shaft internal rotor, and a hollow power output shaft.

[0012] The left-side mode switching assembly includes a reduction gear transmission mechanism, an electromagnetic clutch, a two-way overrunning clutch, an intermediate shaft, a first-gear centralized drive mode gear transmission mechanism, and a second-gear distributed drive mode gear transmission mechanism.

[0013] The right-side mode switching assembly includes a second reduction gear transmission mechanism, a second electromagnetic clutch, a second bidirectional overrunning clutch, a second intermediate shaft, a second gear transmission mechanism for first-gear centralized drive mode, and a second gear transmission mechanism for second-gear distributed drive mode.

[0014] Differential;

[0015] The left half-shaft is rotatably supported by the hollow power output shaft of the left drive motor and extends out from the hollow power output shaft.

[0016] The right half-shaft is rotatably supported by the hollow power output shaft two of the right drive motor and extends out from the hollow power output shaft two.

[0017] The left-side mode switching assembly and the right-side mode switching assembly are symmetrically arranged on the left and right sides of the differential.

[0018] Specifically, the reduction gear transmission mechanism of the left-side mode switching assembly includes a driving gear and a driven gear. The driving gear is connected to the hollow power output shaft with one key, and the driven gear is connected to the intermediate shaft with one key.

[0019] The first gear transmission mechanism of the left-side mode switching assembly includes a second driving gear and a second driven gear. The second driving gear is keyed to the outer ring of the two-way overrunning clutch, and the second driven gear is keyed to the outer housing of the differential.

[0020] The two-speed distributed drive mode gear transmission mechanism of the left-side mode switching assembly includes a driving gear three and a driven gear three. The driving gear three is connected to the driven plate key of the electromagnetic clutch one, and the driven gear three is connected to the left half shaft key.

[0021] The drive plate of the electromagnetic clutch of the left-side mode switching assembly is keyed to the intermediate shaft, which is supported on the drive axle housing by bearings.

[0022] The reduction ratio of the first gear centralized drive mode gear transmission mechanism of the left-side mode switching assembly is greater than the reduction ratio of the second gear distributed drive mode gear transmission mechanism.

[0023] The inner ring of the bidirectional overrunning clutch 1 of the left-side mode switching assembly is connected to the intermediate shaft with one key. When the inner ring speed of the bidirectional overrunning clutch 1 is higher than the outer ring speed, the inner and outer rings of the bidirectional overrunning clutch 1 are engaged, and the bidirectional overrunning clutch 1 can realize power transmission. When the inner ring speed of the bidirectional overrunning clutch 1 is lower than the outer ring speed, the inner and outer rings of the bidirectional overrunning clutch 1 are disengaged, and the bidirectional overrunning clutch 1 disconnects power transmission.

[0024] The reduction gear transmission mechanism 2 of the right-side mode switching assembly includes a driving gear 4 and a driven gear 4. The driving gear 4 is keyed to the hollow power output shaft 2, and the driven gear 4 is keyed to the intermediate shaft 2.

[0025] The first gear centralized drive mode gear transmission mechanism 2 of the right-side mode switching assembly includes a driving gear 5 and a driven gear 5. The driving gear 5 is keyed to the outer ring of the two-way overrunning clutch 2, and the driven gear 5 is keyed to the outer housing of the differential.

[0026] The second gear transmission mechanism of the second distributed drive mode of the right-side mode switching assembly includes a driving gear six and a driven gear six. The driving gear six is ​​keyed to the driven plate of the electromagnetic clutch two, and the driven gear six is ​​keyed to the right half-shaft.

[0027] The driving plate of the electromagnetic clutch two of the right-side mode switching assembly is keyed to the intermediate shaft two, and the intermediate shaft two is supported on the drive axle housing by bearings.

[0028] The reduction ratio of the first gear centralized drive mode gear transmission mechanism 2 of the right-side mode switching assembly is greater than the reduction ratio of the second gear distributed drive mode gear transmission mechanism 2 of the right-side mode switching assembly.

[0029] The inner ring of the two-way overrunning clutch II of the right-side mode switching assembly is keyed to the intermediate shaft II. When the inner ring speed of the two-way overrunning clutch II is higher than the outer ring speed, the inner and outer rings of the two-way overrunning clutch II are engaged, and the two-way overrunning clutch II can realize power transmission. When the inner ring speed of the two-way overrunning clutch II is lower than the outer ring speed, the inner and outer rings of the two-way overrunning clutch II are disengaged, and the two-way overrunning clutch II disconnects power transmission.

[0030] It features a single-motor single-speed centralized drive mode, a dual-motor single-speed centralized drive mode, and a dual-motor two-speed distributed drive mode.

[0031] The single-motor first-gear centralized drive mode is as follows: when both the electromagnetic clutch one of the left mode switching assembly and the electromagnetic clutch two of the right mode switching assembly are disengaged, the left drive motor works while the right drive motor does not work, the uninterrupted multi-mode dual-motor coupling drive bridge works in the single-motor first-gear centralized drive mode, and the vehicle is driven by a single motor.

[0032] The dual-motor first-gear centralized drive mode is as follows: when the electromagnetic clutch one of the left mode switching assembly and the electromagnetic clutch two of the right mode switching assembly are both disengaged, and the left drive motor and the right drive motor work simultaneously, the uninterrupted multi-mode dual-motor coupled drive axle system works in the dual-motor first-gear centralized drive mode, and the vehicle is driven by the dual motors.

[0033] The dual-motor two-speed distributed drive mode is as follows: when both the electromagnetic clutch one of the left mode switching assembly and the electromagnetic clutch two of the right mode switching assembly are engaged, and the left drive motor and the right drive motor work simultaneously, the uninterrupted multi-mode dual-motor coupled drive axle system works in the dual-motor two-speed distributed drive mode, which can realize independent control of the driving torque of the wheels on both sides of the vehicle.

[0034] When the uninterrupted multi-mode dual-motor coupled drive bridge operates in the dual-motor first-gear centralized drive mode, the electromagnetic clutch one of the left mode switching assembly and the electromagnetic clutch two of the right mode switching assembly are engaged simultaneously, which enables the uninterrupted mode switching of the uninterrupted multi-mode dual-motor coupled drive bridge from the dual-motor first-gear centralized drive mode to the dual-motor second-gear distributed drive mode.

[0035] The beneficial effects achieved by this invention are:

[0036] 1. This invention can rationally distribute the motor drive torque by switching between multiple modes, thereby enabling the motor to operate in the optimal efficiency range to the maximum extent, significantly improving the vehicle's driving economy.

[0037] 2. This invention features a distributed drive mode, which enables distributed drive functionality through a centralized arrangement of the drive system. By independently controlling the drive torque of the left and right wheels, it significantly improves the vehicle's active safety and ability to traverse rough roads, while also enhancing the driving pleasure of the vehicle.

[0038] 3. This invention does not cause power interruption during the switching of various driving modes, effectively suppresses the vehicle impact caused by mode switching, improves the vehicle's ride comfort, and shortens the mode switching time. Attached Figure Description

[0039] The accompanying drawings are provided to further illustrate the invention and form part of the specification. They are used in conjunction with embodiments of the invention to explain the invention and do not constitute a limitation thereof. In the drawings:

[0040] Figure 1 This is a schematic diagram of the structure of the present invention;

[0041] Figure 2 This is a schematic diagram of the torque flow in the single-motor, single-gear centralized drive mode of the present invention;

[0042] Figure 3 This is a schematic diagram of the torque flow in the dual-motor single-speed centralized drive mode of the present invention.

[0043] Figure 4 This is a schematic diagram of the torque flow in the dual-motor two-speed distributed drive mode of the present invention.

[0044] In the diagram: 100, Left half-shaft; 200, Left drive motor; 201, Housing 1; 202, Stator coil 1; 203, Hollow shaft inner rotor 1; 204, Hollow power output shaft 1; 300, Left mode switching assembly; 301, Driven gear 1; 302, Intermediate shaft 1; 303, Driven gear 3; 304, Driven gear 2; 305, Bidirectional overrunning clutch 1; 306, Driven gear 1; 307, Electromagnetic clutch 1; 308, Driven gear 3; 309, Driven gear 2; 400, Drive axle Housing; 500, Differential; 600, Right-side mode switching assembly; 601, Driven gear four; 602, Intermediate shaft two; 603, Driven gear six; 604, Driven gear five; 605, Two-way overrunning clutch two; 606, Driven gear four; 607, Electromagnetic clutch two; 608, Driven gear six; 609, Driven gear five; 700, Right-side drive motor; 701, Housing two; 702, Stator coil two; 703, Hollow shaft inner rotor two; 704, Hollow power output shaft two; 800, Right-side half-shaft. Detailed Implementation

[0045] The preferred embodiments of the present invention will be described below with reference to the accompanying drawings. It should be understood that the preferred embodiments described herein are for illustration and explanation only and are not intended to limit the present invention.

[0046] Example:

[0047] like Figure 1 As shown, a non-power-interrupted multi-mode dual-motor coupled drive axle includes a drive axle housing 400, a left drive motor 200, a right drive motor 700, a left mode switching assembly 300, a right mode switching assembly 600, a differential 500, a left half-shaft 100, and a right half-shaft 800.

[0048] Specifically, the left-side drive motor 200 is an inner rotor hollow shaft motor, which includes a housing 201, a stator coil 202, a hollow shaft inner rotor 203, and a hollow power output shaft 204.

[0049] The right-side drive motor 700 is an internal rotor hollow shaft motor, which includes a housing 701, a stator coil 702, a hollow shaft internal rotor 703, and a hollow power output shaft 704.

[0050] The left-side mode switching assembly 300 is mainly used for switching drive modes, including a reduction gear transmission mechanism 1, an electromagnetic clutch 307, a two-way overrunning clutch 305, an intermediate shaft 302, a first-gear centralized drive mode gear transmission mechanism 1, and a second-gear distributed drive mode gear transmission mechanism 1.

[0051] The right-side mode switching assembly 600 is mainly used for switching drive modes, including a reduction gear transmission mechanism 2, an electromagnetic clutch 2 607, a two-way overrunning clutch 2 605, an intermediate shaft 2 602, a first-gear centralized drive mode gear transmission mechanism 2, and a second-gear distributed drive mode gear transmission mechanism 2.

[0052] The left half-shaft 100 is rotatably supported by the hollow power output shaft 204 of the left drive motor 200 and extends out from the hollow power output shaft 204.

[0053] The right half-shaft 800 is rotatably supported by the hollow power output shaft 704 of the right drive motor 700 and extends out from the hollow power output shaft 704.

[0054] The left-side mode switching assembly 300 and the right-side mode switching assembly 600 are symmetrically arranged on the left and right sides of the differential 500.

[0055] Furthermore, the reduction gear transmission mechanism of the left-side mode switching assembly 300 includes a driving gear 306 and a driven gear 301. The driving gear 306 is connected to the hollow power output shaft 204 via a flat key, and the driven gear 301 is connected to the intermediate shaft 302 via a flat key.

[0056] The first gear centralized drive mode gear transmission mechanism of the left mode switching assembly 300 includes a second driving gear 304 and a second driven gear 309. The second driving gear 304 is connected to the outer ring of the bidirectional overrunning clutch 305 via a spline, and the second driven gear 309 is connected to the outer housing of the differential 500 via a spline.

[0057] The second-gear distributed drive mode gear transmission mechanism of the left-side mode switching assembly 300 includes a driving gear 303 and a driven gear 308. The driving gear 303 is connected to the driven plate of the electromagnetic clutch 307 via a spline, and the driven gear 308 is connected to the left half-shaft 100 via a flat key.

[0058] The drive plate of the electromagnetic clutch 307 of the left-side mode switching assembly 300 is connected to the intermediate shaft 302 via a spline, and the intermediate shaft 302 is supported on the drive axle housing 400 by bearings.

[0059] The reduction ratio of the first gear centralized drive mode gear transmission mechanism of the left-side mode switching assembly 300 is greater than the reduction ratio of the second gear distributed drive mode gear transmission mechanism.

[0060] The inner ring of the bidirectional overrunning clutch 305 of the left-side mode switching assembly 300 is connected to the intermediate shaft 302 via a spline. When the inner ring speed of the bidirectional overrunning clutch 305 is higher than the outer ring speed, the inner and outer rings of the bidirectional overrunning clutch 305 are engaged, and the bidirectional overrunning clutch 305 can transmit power. When the inner ring speed of the bidirectional overrunning clutch 305 is lower than the outer ring speed, the inner and outer rings of the bidirectional overrunning clutch 305 are disengaged, and the bidirectional overrunning clutch 305 disconnects the power transmission.

[0061] The reduction gear transmission mechanism 2 of the right-side mode switching assembly 600 includes a driving gear 4 606 and a driven gear 4 601. The driving gear 4 606 is connected to the hollow power output shaft 2 704 via a flat key, and the driven gear 4 601 is connected to the intermediate shaft 2 602 via a flat key.

[0062] The first gear centralized drive mode gear transmission mechanism of the right mode switching assembly 600 includes a driving gear 604 and a driven gear 609. The driving gear 604 is connected to the outer ring of the two-way overrunning clutch 605 by a spline, and the driven gear 609 is connected to the outer housing of the differential 500 by a spline.

[0063] The second gear transmission mechanism of the second distributed drive mode of the right mode switching assembly 600 includes a driving gear 603 and a driven gear 608. The driving gear 603 is connected to the driven plate of the electromagnetic clutch 607 via a spline, and the driven gear 608 is connected to the right half shaft 800 via a flat key.

[0064] The driving plate of the electromagnetic clutch 607 of the right-side mode switching assembly 600 is connected to the intermediate shaft 602 via a spline, and the intermediate shaft 602 is supported on the drive axle housing 400 by bearings.

[0065] The reduction ratio of the first gear centralized drive mode gear transmission mechanism 2 of the right mode switching assembly 600 is greater than the reduction ratio of the second gear distributed drive mode gear transmission mechanism 2 of the right mode switching assembly 600.

[0066] The inner ring of the bidirectional overrunning clutch 605 of the right-side mode switching assembly 600 is connected to the intermediate shaft 602 via a spline. When the inner ring speed of the bidirectional overrunning clutch 605 is higher than the outer ring speed, the inner and outer rings of the bidirectional overrunning clutch 605 are engaged, and the bidirectional overrunning clutch 605 can transmit power. When the inner ring speed of the bidirectional overrunning clutch 605 is lower than the outer ring speed, the inner and outer rings of the bidirectional overrunning clutch 605 are disengaged, and the bidirectional overrunning clutch 605 disconnects the power transmission.

[0067] This invention features a single-motor, single-speed centralized drive mode, a dual-motor, single-speed centralized drive mode, and a dual-motor, two-speed distributed drive mode.

[0068] The single-motor first-gear centralized drive mode is as follows: when both the electromagnetic clutch 307 of the left mode switching assembly 300 and the electromagnetic clutch 607 of the right mode switching assembly 600 are disengaged, the left drive motor 200 is working while the right drive motor 700 is not working, the uninterrupted multi-mode dual-motor coupling drive axle operates in the single-motor first-gear centralized drive mode, and the vehicle is driven by a single motor.

[0069] The dual-motor single-gear centralized drive mode is as follows: when the electromagnetic clutch 307 of the left mode switching assembly 300 and the electromagnetic clutch 607 of the right mode switching assembly 600 are both disengaged, and the left drive motor 200 and the right drive motor 700 work simultaneously, the uninterrupted multi-mode dual-motor coupled drive axle system works in the dual-motor single-gear centralized drive mode, and the vehicle is driven by both motors.

[0070] The dual-motor two-speed distributed drive mode is as follows: when both the electromagnetic clutch 307 of the left mode switching assembly 300 and the electromagnetic clutch 607 of the right mode switching assembly 600 are engaged, and the left drive motor 200 and the right drive motor 700 work simultaneously, the uninterrupted multi-mode dual-motor coupled drive axle system operates in the dual-motor two-speed distributed drive mode, which can realize independent control of the driving torque of the wheels on both sides of the vehicle.

[0071] When the uninterrupted multi-mode dual-motor coupled drive bridge operates in the dual-motor first-gear centralized drive mode, the electromagnetic clutch 307 of the left mode switching assembly 300 and the electromagnetic clutch 607 of the right mode switching assembly 600 are engaged simultaneously, which enables the uninterrupted mode switching of the uninterrupted multi-mode dual-motor coupled drive bridge from the dual-motor first-gear centralized drive mode to the dual-motor second-gear distributed drive mode.

[0072] The left-side mode switching assembly 300 and the right-side mode switching assembly 600 are symmetrically arranged on the left and right sides of the differential 500 about the center of the differential 500. The reduction ratio i of the reduction gear transmission mechanism of the left-side mode switching assembly 300 is... r1 The reduction ratio i of the reduction gear transmission mechanism 2 of the mode switching assembly 600 on the right is... r2 The same, where i r1 The ratio of the number of teeth of driven gear 301 to the number of teeth of driving gear 306 is given by i. r2 This is the ratio of the number of teeth on driven gear 4 601 to the number of teeth on driving gear 4 606. The reduction ratio i of the gear transmission mechanism in the first gear of the left-side mode switching assembly 300's centralized drive mode. j1 The reduction ratio i of the gear transmission mechanism of the first gear centralized drive mode of the right-side mode switching assembly 600 is... j2 The same, where i j1 The ratio of the number of teeth of driven gear 309 to the number of teeth of driving gear 304 is given by i. j2 This is the ratio of the number of teeth on driven gear 5 (609) to the number of teeth on driving gear 2 (604). The reduction ratio i of the gear transmission mechanism 1 in the second-gear distributed drive mode of the left-side mode switching assembly 300 is... f1 The reduction ratio i of the second gear distributed drive mode gear transmission mechanism of the right-side mode switching assembly 600 is... f2 The same, where i f1 Let i be the ratio of the number of teeth of driven gear 308 to the number of teeth of driving gear 303. f2 This is the ratio of the number of teeth on the driven gear 608 to the number of teeth on the driving gear 603. Furthermore, the reduction ratio i of the first gear transmission mechanism in the centralized drive mode... j1 It must be greater than the reduction ratio i of the first gear transmission mechanism in the second-gear distributed drive mode. f1 The reduction ratio i of the gear transmission mechanism in the first gear centralized drive mode j2 It must be greater than the reduction ratio i of the second gear transmission mechanism in the second gear distributed drive mode. f2 .

[0073] The following is in conjunction with the appendix Figure 2 , Figure 3 , Figure 4 The working modes of the present invention will be described in further detail below.

[0074] This invention has three working modes: single-motor first-gear centralized drive mode, dual-motor first-gear centralized drive mode, and dual-motor second-gear distributed drive mode. By controlling the working state of the left drive motor 200, the right drive motor 700, the electromagnetic clutch 1 307, and the electromagnetic clutch 2 607, the uninterrupted multi-mode dual-motor coupled drive bridge can switch between the three working modes without power interruption.

[0075] like Figure 2 As shown, when the vehicle is traveling under conditions where the required torque is relatively low and the required torque for both left and right wheels is the same, this invention operates in a single-motor, first-gear centralized drive mode. At this time, the left drive motor 200 outputs torque, the right drive motor 700 is not working, and both electromagnetic clutches 307 and 607 are disengaged. The torque output by the left drive motor 200 is transmitted through the hollow power output shaft 204 to the driving gear 306 of the reduction gear mechanism. After reduction and torque amplification by the reduction gear transmission mechanism, it passes sequentially through the intermediate shaft 302, the bidirectional overrunning clutch 305, the driving gear 304 of the first-gear centralized gear transmission mechanism, and the driven gear 309 of the first-gear centralized gear transmission mechanism, before being transmitted to the differential 500. Finally, the differential 500 evenly distributes the torque output by the left drive motor 200 to the left half-shaft 100 and the right half-shaft 800, thereby driving the vehicle.

[0076] like Figure 3As shown, when the vehicle is operating under conditions where the required torque is high and the required torque for both left and right wheels is the same, this invention operates in a dual-motor, first-gear centralized drive mode. In this mode, the left drive motor 200 and the right drive motor 700 jointly output torque, and both electromagnetic clutches 307 and 607 are disengaged. The torque output by the left drive motor 200 is transmitted through the hollow power output shaft 204 to the drive gear 306 of the reduction gear mechanism. After reduction and torque amplification by the reduction gear transmission mechanism, it sequentially passes through the intermediate shaft 302, the bidirectional overrunning clutch 305, the drive gear 304 of the first-gear centralized gear transmission mechanism, and the driven gear 309 of the first-gear centralized gear transmission mechanism before being transmitted to the differential 500. The torque output by the right-side drive motor 700 is transmitted through the hollow power output shaft 704 to the drive gear 606 of the reduction gear mechanism 2. After being reduced and amplified by the reduction gear transmission mechanism 2, it is transmitted sequentially through the intermediate shaft 602, the two-way overrunning clutch 605, the drive gear 604 of the first-gear centralized gear transmission mechanism 2, and the driven gear 609 of the first-gear centralized gear transmission mechanism 2, before reaching the differential 500. Finally, the differential 500 evenly distributes the torque output by the left-side drive motor 200 and the right-side drive motor 700 to the left half-shaft 100 and the right half-shaft 800, thereby driving the vehicle.

[0077] like Figure 4 As shown, when the vehicle is turning or one wheel slips, the driving torque of both wheels needs to be independently controlled to improve the vehicle's handling performance and passability on rough roads. In this case, the invention operates in a dual-motor, two-speed distributed drive mode. At this time, the left drive motor 200 and the right drive motor 700 jointly output torque, and both electromagnetic clutches 307 and 607 are engaged. The torque output by the left drive motor 200 is transmitted through the hollow power output shaft 204 to the drive gear 306 of the reduction gear mechanism. After reduction and torque amplification by the reduction gear transmission mechanism, it passes sequentially through the intermediate shaft 302, electromagnetic clutch 307, drive gear 303, and driven gear 308 to the left half-shaft 100. The torque output by the right drive motor 700 is transmitted to the drive gear 606 of the reduction gear mechanism 2 through the hollow power output shaft 2 704. After being reduced and increased in torque by the reduction gear transmission mechanism 2, it is transmitted to the right half shaft 800 in sequence through the intermediate shaft 2 602, the electromagnetic clutch 2 607, the drive gear 6 603, and the driven gear 6 608.

Claims

1. A passive interrupted multi-mode dual motor coupled drive axle, characterized by, Comprise: Drive axle housing (400); Left side drive motor (200), which is an inner rotor hollow shaft motor, comprising shell one (201), stator coil one (202), hollow shaft inner rotor one (203), hollow power output shaft one (204); Right side drive motor (700), which is an inner rotor hollow shaft motor, comprising shell two (701), stator coil two (702), hollow shaft inner rotor two (703), hollow power output shaft two (704); Left side mode switching assembly (300), comprising reduction gear drive mechanism one, electromagnetic clutch one (307), bidirectional overrunning clutch one (305), intermediate shaft one (302), one-gear centralized drive mode gear drive mechanism one, two-gear distributed drive mode gear drive mechanism one; Right side mode switching assembly (600), comprising reduction gear drive mechanism two, electromagnetic clutch two (607), bidirectional overrunning clutch two (605), intermediate shaft two (602), one-gear centralized drive mode gear drive mechanism two, two-gear distributed drive mode gear drive mechanism two; Differential (500); Left side half shaft (100), which is rotatably supported on the hollow power output shaft one (204) of the left side drive motor (200) and passes out of the hollow power output shaft one (204); Right side half shaft (800), which is rotatably supported on the hollow power output shaft two (704) of the right side drive motor (700) and passes out of the hollow power output shaft two (704); The left side mode switching assembly (300) and the right side mode switching assembly (600) are symmetrically arranged on the left and right sides of the differential (500); The reduction gear drive mechanism one of the left side mode switching assembly (300) comprises driving gear one (306) and driven gear one (301), the driving gear one (306) is keyed connected with the hollow power output shaft one (204), and the driven gear one (301) is keyed connected with the intermediate shaft one (302); The one-gear centralized drive mode gear drive mechanism one of the left side mode switching assembly (300) comprises driving gear two (304) and driven gear two (309), the driving gear two (304) is keyed connected with the outer ring of the bidirectional overrunning clutch one (305), and the driven gear two (309) is keyed connected with the differential (500) external housing; The two-gear distributed drive mode gear drive mechanism one of the left side mode switching assembly (300) comprises driving gear three (303) and driven gear three (308), the driving gear three (303) is keyed connected with the driven sheet of the electromagnetic clutch one (307), and the driven gear three (308) is keyed connected with the left side half shaft (100); The driving sheet of the electromagnetic clutch one (307) of the left side mode switching assembly (300) is keyed connected with the intermediate shaft one (302), and the intermediate shaft one (302) is supported on the drive axle housing (400) through a bearing; The reduction ratio of the first gear transmission mechanism one of the left mode switching assembly (300) is greater than the reduction ratio of the second gear transmission mechanism one of the left mode switching assembly (300); The inner ring of the bidirectional overrunning clutch one (305) of the left mode switching assembly (300) is connected with the intermediate shaft one (302) by a key, when the rotation speed of the inner ring of the bidirectional overrunning clutch one (305) is higher than the rotation speed of the outer ring, the inner ring and the outer ring of the bidirectional overrunning clutch one (305) are combined, and the bidirectional overrunning clutch one (305) can realize power transmission; when the rotation speed of the inner ring of the bidirectional overrunning clutch one (305) is lower than the rotation speed of the outer ring, the inner ring and the outer ring of the bidirectional overrunning clutch one (305) are separated, and the bidirectional overrunning clutch one (305) disconnects power transmission; The second gear transmission mechanism two of the right mode switching assembly (600) comprises a driving gear four (606) and a driven gear four (601), the driving gear four (606) is connected with the hollow power output shaft two (704) by a key, and the driven gear four (601) is connected with the intermediate shaft two (602) by a key; The first gear transmission mechanism two of the right mode switching assembly (600) comprises a driving gear five (604) and a driven gear five (609), the driving gear five (604) is connected with the outer ring of the bidirectional overrunning clutch two (605) by a key, and the driven gear five (609) is connected with the housing of the differential (500) by a key; The second gear transmission mechanism two of the right mode switching assembly (600) comprises a driving gear six (603) and a driven gear six (608), the driving gear six (603) is connected with the driven sheet of the electromagnetic clutch two (607) by a key, and the driven gear six (608) is connected with the right half shaft (800) by a key; The driving sheet of the electromagnetic clutch two (607) of the right mode switching assembly (600) is connected with the intermediate shaft two (602) by a key, and the intermediate shaft two (602) is supported on the drive axle housing (400) by a bearing; The reduction ratio of the first gear transmission mechanism two of the right mode switching assembly (600) is greater than the reduction ratio of the second gear transmission mechanism two of the right mode switching assembly (600); The inner ring of the bidirectional overrunning clutch two (605) of the right mode switching assembly (600) is connected with the intermediate shaft two (602) by a key, when the rotation speed of the inner ring of the bidirectional overrunning clutch two (605) is higher than the rotation speed of the outer ring, the inner ring and the outer ring of the bidirectional overrunning clutch two (605) are combined, and the bidirectional overrunning clutch two (605) can realize power transmission; when the rotation speed of the inner ring of the bidirectional overrunning clutch two (605) is lower than the rotation speed of the outer ring, the inner ring and the outer ring of the bidirectional overrunning clutch two (605) are separated, and the bidirectional overrunning clutch two (605) disconnects power transmission.

2. The unpowered interrupt multi-mode dual motor coupling drive axle of claim 1, wherein, The single-motor one-gear centralized drive mode, the double-motor one-gear centralized drive mode, and the double-motor two-gear distributed drive mode are provided. The single-motor one-gear centralized drive mode is that when the electromagnetic clutch one (307) of the left mode switching assembly (300) and the electromagnetic clutch two (607) of the right mode switching assembly (600) are both disconnected, the left drive motor (200) works and the right drive motor (700) does not work, the power interruption multi-mode dual-motor coupled drive bridge works in the single-motor one-gear centralized drive mode, and the vehicle is driven by a single motor; The dual-motor one-gear centralized drive mode is that when the electromagnetic clutch one (307) of the left mode switching assembly (300) and the electromagnetic clutch two (607) of the right mode switching assembly (600) are both disconnected, the left drive motor (200) and the right drive motor (700) work at the same time, the power interruption multi-mode dual-motor coupled drive bridge system works in the dual-motor one-gear centralized drive mode, and the vehicle is driven by dual motors. The dual-motor two-gear distributed drive mode is that when the electromagnetic clutch one (307) of the left mode switching assembly (300) and the electromagnetic clutch two (607) of the right mode switching assembly (600) are both connected, the left drive motor (200) and the right drive motor (700) work at the same time, the power interruption multi-mode dual-motor coupled drive bridge system works in the dual-motor two-gear distributed drive mode, and the independent control of the driving torque of the wheels on both sides of the vehicle can be realized.

3. The unpowered interrupt multi-mode dual motor coupling drive axle of claim 2, wherein, When the power interruption multi-mode dual-motor coupled drive bridge works in the dual-motor one-gear centralized drive mode, the electromagnetic clutch one (307) of the left mode switching assembly (300) and the electromagnetic clutch two (607) of the right mode switching assembly (600) are connected at the same time, and the power interruption multi-mode dual-motor coupled drive bridge can realize the power interruption mode switching from the dual-motor one-gear centralized drive mode to the dual-motor two-gear distributed drive mode.

Images