A dual motor reducer drive system and vehicle

Abstract

This invention discloses a dual-motor reducer drive system and a vehicle. The dual-motor reducer drive system includes: a first motor with a first-stage drive gear rotating on its first output shaft; a second motor with a second-stage drive gear rotating on its second output shaft; a transmission shaft with a first-stage driven gear and a second-stage drive gear fixed thereon, the first-stage driven gear meshing with both the first and second-stage drive gears; and a differential assembly with a second-stage driven gear fixed thereon, the second-stage drive gear meshing with the second-stage driven gear. Using dual motors can meet different torque requirements, and the two motors share a single first-stage driven gear and a second-stage reducer, simplifying the structure. Compared to a separate reducer for each motor, the technical solution of this application effectively reduces costs. Furthermore, by eliminating one reducer, energy loss during transmission is reduced, thereby improving transmission efficiency.

Description

Technical Field

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

[0002] Traditionally, the front-mounted engine and, in some models, a single rear-wheel drive system in gasoline-powered vehicles have been sufficient to meet the high-quality performance requirements of automobiles.

[0003] However, many new energy vehicles adopt a four-wheel drive configuration. Specifically, the four-wheel drive system includes a front-drive induction asynchronous motor and a rear-drive permanent magnet synchronous motor. The two sets of electric drives complement each other. During normal driving, the permanent magnet synchronous motor is the main drive, while during acceleration, the two sets of electric drive motors work together to achieve maximum torque output.

[0004] The aforementioned electric drive system is generally used as an auxiliary drive, with a low actual utilization rate (less than 10%). Two electric drive systems require two independent motors, electronic controls, reducers, and two transmission systems. If the auxiliary drive has a power disengagement mechanism, it still needs to drive the two drive shafts to idle even when the auxiliary drive is not working; if there is no power disengagement mechanism, it must simultaneously drive the motor rotor, gears, differential assembly, and both drive shafts to idle, resulting in significant efficiency losses. Two power systems add an extra reducer assembly, two drive shafts, and related transmission structures, and the two independent electronic controls cannot achieve deep integration of internal electrical components, leading to high costs.

[0005] Therefore, how to provide a dual-motor reducer drive system to achieve high torque output, reduce the number of vehicle drive systems, and lower costs is a technical problem that technical personnel urgently need to solve. Summary of the Invention

[0006] In view of this, the present invention provides a dual-motor reducer drive system to achieve high torque output, thereby reducing the number of vehicle drive systems and lowering costs. Furthermore, the present invention also provides a vehicle having the aforementioned dual-motor reducer drive system.

[0007] To achieve the above objectives, the present invention provides the following technical solution:

[0008] A dual-motor reducer drive system, comprising:

[0009] A first motor, the first motor having a first output shaft, and a first stage drive gear that can rotate with the first output shaft is provided on the first output shaft;

[0010] The second motor has a second output shaft, and a second primary drive gear that can rotate with the second output shaft is provided on the second output shaft.

[0011] A drive shaft is located between the first output shaft and the second output shaft, and a first-stage driven gear and a second-stage driving gear are fixed on the drive shaft. The first-stage driven gear meshes with both the first-stage driving gear and the second-stage driving gear.

[0012] A differential assembly, on which a secondary driven gear is fixed, wherein the secondary driving gear meshes with the secondary driven gear for transmission.

[0013] Preferably, in the above-mentioned dual-motor reducer drive system, the transmission ratio between the first stage driving gear and the first stage driven gear is different from the transmission ratio between the second stage driving gear and the first stage driven gear.

[0014] Preferably, in the above-mentioned dual-motor reducer drive system, the first stage drive gear and the second stage drive gear have the same number of teeth;

[0015] The first-stage driven gear includes a first gear ring and a second gear ring, and the first gear ring and the second gear ring have different numbers of teeth. The first gear ring meshes with the first-stage driving gear, and the second gear ring meshes with the second-stage driving gear.

[0016] Preferably, in the above-mentioned dual-motor reducer drive system, the first stage driving gear, the second stage driving gear, and the first stage driven gear are all cylindrical helical gears.

[0017] Preferably, in the above-described dual-motor reducer drive system, both the secondary driving gear and the secondary driven gear are helical bevel gears. Preferably, the above-described dual-motor reducer drive system further includes a housing, in which the first motor, the second motor, the drive shaft, and the differential assembly are all integrated.

[0018] The first motor and the second motor are arranged side by side, and the first output shaft, the second output shaft and the transmission shaft are all arranged in parallel.

[0019] Preferably, in the above-described dual-motor reducer drive system, the housing includes:

[0020] The first mounting plate is rotatably mounted on the first end of the first output shaft and the first end of the second output shaft, and the first end of the first output shaft and the first end of the second output shaft are press-fitted with the sensing components of the rotary transformer.

[0021] A second mounting plate is provided, and a first sealing space is formed between the first mounting plate and the second mounting plate. The second end of the first output shaft and the second end of the second output shaft are rotatably mounted on the second mounting plate and extend out of the first sealing space.

[0022] A third mounting plate forms a second sealed space between the third mounting plate and the second mounting plate. The first stage drive gear and the second stage drive gear are both located in the second sealed space. The first end of the drive shaft is rotatably and sealedly mounted on the second mounting plate, and the second end of the drive shaft is rotatably and sealedly mounted on the third mounting plate.

[0023] The third sealing space is located on the side of the third mounting plate away from the second sealing space. The differential assembly, the secondary driven gear, and the secondary driving gear are all located in the third sealing space.

[0024] Preferably, in the above-mentioned dual-motor reducer drive system, the first motor is a magnetic induction motor and the second motor is a permanent magnet synchronous motor.

[0025] A vehicle includes a drive system, wherein the drive system is a dual-motor reducer drive system as described in any of the preceding claims.

[0026] Preferably, in the above-described vehicle, the drive system is a rear-wheel drive system.

[0027] This invention discloses a dual-motor reducer drive system. The use of dual motors can meet different torque requirements, and the two motors share a single primary driven gear and a secondary reduction gear, which simplifies the structure. Compared with a separate reducer for each dual motor, the technical solution of this application effectively reduces costs. By reducing one reducer, energy loss during transmission can be reduced, thereby improving transmission efficiency. Attached Figure Description

[0028] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0029] Figure 1 This is a front view of the first structure of the dual-motor reducer drive system disclosed in this embodiment of the invention;

[0030] Figure 2 This is a front view of the structure of the first motor disclosed in an embodiment of the present invention;

[0031] Figure 3 for Figure 1 Schematic diagram of a local structure in the middle;

[0032] Figure 4 This is a front view of the structure of the second motor disclosed in an embodiment of the present invention;

[0033] Figure 5 This is a front view of the transmission shaft structure disclosed in an embodiment of the present invention;

[0034] Figure 6 for Figure 1 A magnified view of part A in the image;

[0035] Figure 7 This is a second structural front view of the dual-motor reducer drive system disclosed in this embodiment of the invention;

[0036] Figure 8 for Figure 7 A magnified view of part B in the image;

[0037] Figure 9 A front view of a primary driven gear disclosed in an embodiment of the present invention. Detailed Implementation

[0038] This invention discloses a dual-motor reducer drive system to achieve high torque output, thereby reducing the number of vehicle drive systems and lowering costs. Furthermore, this invention also discloses a vehicle equipped with the aforementioned dual-motor reducer drive system.

[0039] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0040] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0041] Combination Figure 1 and Figure 6 As shown in the figure, an embodiment of the present invention discloses a dual-motor reducer drive system, including: a first motor 1, a second motor 2, a transmission shaft 4, and a differential assembly 6.

[0042] Combination Figure 2The first motor 1 has a first output shaft 13, and a first-stage drive gear 31 that can rotate with the first output shaft 13 is provided on the first output shaft 13; combined with Figure 4 The second motor 2 has a second output shaft 23, and a second-stage drive gear 32 that can rotate with the second output shaft 23 is provided on the second output shaft 23.

[0043] In some embodiments, the first stage drive gear 31 can be fixed to the first output shaft 13, for example, by a spline or keyway for circumferential limiting connection, and an axial limiting connection by a shoulder. The second stage drive gear 32 and the second output shaft 23 are connected by, but not limited to, a clutch connection, ensuring that the second stage drive gear 32 and the second output shaft 23 can rotate relative to each other when the second motor 2 is not working. Of course, the second stage drive gear 32 and the second output shaft 23 can also be connected by a spline.

[0044] The drive shaft 4 is located between the first output shaft 13 and the second output shaft 23, and a first-stage driven gear 33 and a second-stage driving gear 51 are fixed on the drive shaft 4. The first-stage driven gear 33 meshes with the first-stage driving gear 31 and the second-stage driving gear 32 for transmission.

[0045] The differential assembly 6 has a built-in secondary driven gear 52, and the secondary driving gear 51 meshes with the secondary driven gear 52 for transmission.

[0046] It should be noted that the meshing of the first-stage driving gear 31 with the first-stage driven gear 33, and the meshing of the second-stage driving gear 32 with the first-stage driven gear 33, form the first-stage reduction gear; the meshing of the second-stage driving gear 51 with the second-stage driven gear 52 forms the second-stage reduction gear; the first-stage reduction gear and the second-stage reduction gear realize the function of the reducer.

[0047] The dual-motor reducer drive system in this application adopts a two-stage reduction, which can easily achieve a large speed ratio reduction. For example, the reduction ratio of the first stage is 4 and the reduction ratio of the second stage is 5, with a reduction ratio of 20. This is very suitable for new energy vehicles that require a large speed ratio and models that require independent suspension.

[0048] The meshing of the first-stage driving gear 31 and the first-stage driven gear 33 transmits the torque output by the first motor 1 to the drive shaft 4. The meshing of the second-stage driving gear 32 and the first-stage driven gear 33 transmits the torque output by the second motor 2 to the drive shaft 4, thus realizing the first-stage transmission. The drive shaft 4 rotates under the drive of the first-stage driven gear 33, which in turn drives the second-stage driving gear 51 to rotate, thereby transmitting the torque to the differential assembly 6 through the second-stage driven gear 52, and the torque is output by the differential assembly 6.

[0049] It should be noted that, during the process of driving the vehicle, the first motor 1 is used as the main drive motor and the second motor 2 is used as the auxiliary drive motor.

[0050] When the vehicle requires low torque, only the first motor 1 outputs torque and simultaneously drives the first-stage driven gear 33 to rotate. The second motor 2 does not output torque, and under the meshing of the first-stage driven gear 33 and the second-stage driving gear 32, the second-stage driving gear 32 is allowed to idle or drive the second output shaft 23 to rotate.

[0051] When the vehicle requires high torque, both the first motor 1 and the second motor 2 start and output torque. The torque is then transmitted to the drive shaft 4 through the first-stage driven gear 33, which helps to increase the torque output of the drive shaft 4 and meet the high torque requirements of the vehicle.

[0052] As can be seen from the above, the dual-motor reducer drive system of the present invention uses two motors to meet different torque requirements, and the two motors share a single first-stage driven gear 33 and a second-stage reducer, which simplifies the structure. Compared with a separate reducer for each motor, the technical solution of this application effectively reduces costs. By reducing one reducer, energy loss during transmission can be reduced, thereby improving transmission efficiency.

[0053] like Figure 1 and Figure 6 The transmission ratio between the first stage driving gear 31 and the first stage driven gear 33 is the same as that between the second stage driving gear 32 and the first stage driven gear 33.

[0054] The first-stage driving gear 31 and the second-stage driving gear 32 are identical gears, and the first-stage driven gear 33 is a gear with a single row of teeth. Therefore, the torque output from the first motor 1 to the transmission shaft 4 is the same as the torque output from the second motor 2 to the transmission shaft 4. Furthermore, the speed ratio between the first-stage driving gear 31 and the first-stage driven gear 33, as well as the speed ratio between the second-stage driving gear 32 and the first-stage driven gear 33, are the same and fixed. The first-stage driving gear 31 and the second-stage driving gear 32 share a single first-stage driven gear 33, thus saving one driven tooth and reducing costs.

[0055] Combination Figures 7 to 9 As shown, in some embodiments, the transmission ratio between the first stage driving gear 31 and the first stage driven gear 33 is different from that between the second stage driving gear 32 and the first stage driven gear 33. Different gear changes can be achieved through different transmission ratios.

[0056] In some embodiments, the first stage driving gear 31 and the second stage driving gear 32 have the same number of teeth; the first stage driven gear 33 includes a first gear ring 331 and a second gear ring 332, and the first gear ring 331 and the second gear ring 332 have different numbers of teeth. The first gear ring 331 meshes with the first stage driving gear 31 for transmission, and the second gear ring 332 meshes with the second stage driving gear 32 for transmission.

[0057] It should be noted that the number of teeth on the first gear ring 331 and the second gear ring 332 can be set according to different transmission ratio requirements, and is not specifically limited here.

[0058] The transmission ratio between the first stage drive gear 31 and the first gear ring 331 is different from that between the second stage drive gear 32 and the second gear ring 332. When one gear ring is working, the other gear ring is idling, thus realizing two gears of the dual-motor reduction drive system. When both the first motor 1 and the second motor 2 are working, high torque output can be achieved by adjusting the speed of the first motor 1 and the second motor 2.

[0059] To make the structure more integrated and simplified, and to reduce the space occupied by the structure, in some embodiments, the first motor 1, the second motor 2, the drive shaft 4 and the differential assembly 6 are all integrated into the housing; and the first motor 1 and the second motor 2 are arranged side by side, and the first output shaft 13, the second output shaft 23 and the drive shaft 4 are all arranged in parallel.

[0060] like Figure 2 As shown, the first motor 1 includes: a first motor stator 11, a first motor rotor 12, and a first output shaft 13.

[0061] In this paper, the first output shaft 13 can be considered as the motor shaft of the first motor 1. The first motor rotor 12 is fixed on the first output shaft 13, and the first motor stator 11 is fixed on the housing. The working principle of the first motor stator 11 and the first motor rotor 12 will not be explained here; please refer to the working principle of existing motors.

[0062] like Figure 4 As shown, the second motor 2 includes: a second motor stator 21, a second motor rotor 22, and a second output shaft 23.

[0063] The second output shaft 23 in this article can be considered as the motor shaft of the second motor 2. The working principles of the second motor stator 21 and the second motor rotor 22 are not explained here; please refer to the working principles of existing motors.

[0064] It should be noted that the first motor 1 and the second motor 2 in this document can be axial flux motors, radial flux motors, permanent magnet synchronous motors, or asynchronous induction motors, etc. The cooling methods for the first motor 1 and the second motor 2 include, but are not limited to, water cooling, air cooling, oil cooling, or a combination of cooling methods. In some embodiments, the first motor 1 in this application is an oil-cooled flat-wire permanent magnet synchronous motor, and the second motor 2 is an induction motor. Of course, the motor types of the first motor 1 and the second motor 2 can be selected interchangeably, or the same type of motor can be used.

[0065] like Figure 5As shown, the drive shaft 4 is a stepped shaft, and includes a first section 41, a middle section 42 and a third section 43, with the diameters of the first section 41, the middle section 42 and the third section 43 gradually increasing.

[0066] In some embodiments, the first stage driving gear 31, the second stage driving gear 32, and the first stage driven gear 33 are all cylindrical helical gears; the second stage driving gear 51 and the second stage driven gear 52 are both spiral bevel gears, and the power is reversed in a T-shape through the spiral bevel gears to form a T-shaped structure.

[0067] Because meshing spiral bevel gears have the following advantages: the axis of the driving gear of the meshing spiral bevel gear is offset downward relative to the axis of the driven gear by a certain amount. Therefore, the position of the driving gear and the output drive shaft can be lowered, thereby lowering the center of gravity of the vehicle body and the whole vehicle, which is beneficial to improving the driving stability of the car.

[0068] The offset of spiral bevel gears also allows for fewer teeth on the drive gear (down to 7), enabling a larger transmission ratio with a single pair of gears. Spiral bevel gears have a higher contact ratio (the number of teeth that can come into contact during meshing), resulting in higher strength, greater load-bearing capacity, lower noise, smoother transmission, and longer service life.

[0069] Therefore, the use of meshing spiral bevel gears in the secondary reduction stage of this application allows the size of the secondary reduction stage to be very small. The size of the entire dual-motor reducer drive system and the axle housing can be greatly reduced, and the amount of oil added to the rear axle housing can be significantly reduced, which greatly helps with weight reduction, cost control and efficiency improvement.

[0070] In addition, because the secondary driven gear can be made relatively small, the height dimension (Z-axis of the entire vehicle) of the dual-motor reducer drive system can be made relatively small, basically the outer diameter of the motor plus the thickness of the controller, which is conducive to rear-wheel drive layout and lowers the center of gravity of the car.

[0071] The following combination Figures 1 to 6 The specific connection method of the dual-motor reducer drive system is described in detail.

[0072] The housing includes, but is not limited to, the first mounting plate 71, the second mounting plate 72, and the third mounting plate 73.

[0073] The first end of the first output shaft 13 and the first end of the second output shaft 23 are both rotatably mounted on the first mounting plate 71. Specifically, the first ends of the first output shaft 13 and the second output shaft 23 are rotatably connected via the rear bearing of the motor. Figure 2 and Figure 4It can be seen that the first end of the first output shaft 13 and the first end of the second output shaft 23 are both stepped structures, and the rear bearing of the motor is limited along the axial direction of the motor shaft of the corresponding motor by the stepped surface and the first mounting plate 71.

[0074] The first end of the first output shaft 13 and the first end of the second output shaft 23 are both press-fitted with the induction components of a rotary transformer.

[0075] Combination Figure 3 As shown, the inner induction component of the rotary transformer 14 is press-fitted at the first end of the first output shaft 13 and fixed on the first output shaft 13 along the axial direction of the first output shaft 13 by the rotary transformer fixing bolt 16. The outer induction coil is assembled on the housing and can be zeroed by the rotary transformer. After the rotary transformer is completed, the sealing cover 15 is assembled. If the rotary transformer fails, the sealing cover 15 can be removed for maintenance.

[0076] Depend on Figure 1 As can be seen, the structure of the first end of the second output shaft 23 is the same as that of the first end of the first output shaft 13, and will not be described again here.

[0077] A first sealing space is formed between the first mounting plate 71 and the second mounting plate 72. The second end of the first output shaft 13 and the second end of the second output shaft 23 can be rotatably mounted on the second mounting plate 72 and extend out of the first sealing space.

[0078] The second ends of the first output shaft 13 and the second output shaft 23 are rotatably mounted on the second mounting plate 72 via the motor front bearing, respectively. Figure 2 and Figure 4 It can be seen that the second end of the first output shaft 13 and the second end of the second output shaft 23 are both stepped structures, and the front bearing of the motor achieves axial limitation through the stepped surface and the structure of the housing.

[0079] It should be noted that the front bearing of the motor includes, but is not limited to, high-speed cylindrical roller bearings or deep groove ball bearings. When using deep groove ball bearings, axial fixation is required. For example, the outer ring of the deep groove ball bearing is fixed to the housing by a retaining ring, and the inner ring and roller assembly are press-fitted onto the motor shaft and axially fixed by a retaining ring on the motor shaft. In this case, the deep groove ball bearing must withstand radial force, axial force, and bending moment. The rear bearing of the motor includes, but is not limited to, deep groove ball bearings. The outer ring of the bearing is axially fixed by a bearing cap, and the inner ring is fixed to the motor shaft by a snap ring.

[0080] A second sealed space is formed between the third mounting plate 73 and the second mounting plate 72, and both the first stage drive gear 31 and the second stage drive gear 32 are located in the second sealed space. The first end of the drive shaft 4 is rotatably and sealedly mounted on the second mounting plate 72, and the second end of the drive shaft 4 is rotatably and sealedly mounted on the third mounting plate 73.

[0081] For the first end of drive shaft 4 (i.e. Figure 5 The first segment 41) is connected to the second mounting plate 72 via a first bearing, which may include, but is not limited to, a tapered roller bearing or a tapered double-row ball bearing. Furthermore, the first end of the drive shaft 4 is connected to the second mounting plate 72 via a lock nut, thereby limiting the drive shaft 4 along its axis.

[0082] After the lock nut is tightened, it is axially compressed, and the compression generates a huge rebound force, which can continuously provide axial preload to the first bearing and ensure NVH performance.

[0083] The second end of drive shaft 4 (i.e. Figure 5 The third section 43) is connected to the third mounting plate 73 via a second bearing, which may include, but is not limited to, a tapered roller bearing or a tapered double-row ball bearing.

[0084] The first-stage driven gear 33 is sleeved on the middle section 42 of the transmission shaft 4. An elastic spacer is provided between the step surface between the first section 41 and the middle section 42 and the first bearing. Under the action of the elastic spacer and the step surface between the middle section 42 and the third section 43, the axis of the first-stage driven gear 33 can be limited.

[0085] In some embodiments, an oil seal is provided at the second end of the drive shaft 4 and at the third mounting plate 73. A mounting shim for adjusting the mounting distance of the secondary drive gear 51 is provided between the second end of the drive shaft 4 and the third mounting plate 73.

[0086] The third sealing space is located on the side of the third mounting plate 73 that is away from the second sealing space. The differential assembly 6, the second-stage driven gear 52 and the second-stage driving gear 51 are all located in the third sealing space.

[0087] The differential assembly 6 is secured to the housing via a bearing cap. The housing has mounting points for assembling suspension bushings, and is then mounted onto the subframe. The housing also has mounting points for mounting the dual-motor controller.

[0088] For the structure of differential assembly 6, refer to existing known differentials; no specific limitations are specified here.

[0089] It should be noted that the second sealed space uses low-viscosity gear oil with low churning loss for cooling the motor and lubricating the gears and bearings. It is designed for maintenance-free operation, with an oil change interval of 300,000 kilometers. The third sealed space uses domestically produced heavy-duty gear oil. Because the spiral bevel gears experience significant relative sliding between their tooth surfaces during operation, their movement involves both rolling and sliding, resulting in high pressure between the tooth surfaces. Therefore, the requirements for the lubricating oil are very high. Only dedicated spiral bevel gear oil should be used; the use of ordinary gear oil is strictly prohibited, as it will cause rapid and severe wear and damage to the tooth surfaces. Oil changes can be performed at the same frequency as for a conventional fuel bridge, reducing maintenance costs and improving efficiency.

[0090] Of course, in some embodiments, the oil seals of the second and third sealing spaces can be omitted, and the same gear oil can be used throughout the entire cavity.

[0091] The housing in this application includes a reducer housing and a motor housing, which are designed as separate units and assembled with bolts. The separate design facilitates assembly and reduces housing mold costs. In some embodiments, the reducer housing is made of cast iron, which helps reduce costs and increase housing rigidity; aluminum alloy can also be used to reduce weight. The motor housing is made of cast aluminum alloy, or it can be manufactured using profiles and friction stir welding.

[0092] Of course, the shell can also be designed as a one-piece cast structure.

[0093] The first mounting plate 71, the second mounting plate 72, and the plate in between constitute the motor housing; the remaining portion constitutes the reducer housing.

[0094] In some embodiments, the shape of the motor housing is designed according to the motor's cooling method, and may include water channels. These water channels can be integrally cast or insulated. This application employs an oil-cooled, water-channel-free design.

[0095] In addition, this application also discloses a vehicle including a drive system, wherein the drive system is the dual-motor reducer drive system disclosed in the above embodiments. Therefore, the vehicle with the dual-motor reducer drive system also has all the above-mentioned technical effects, which will not be described in detail here.

[0096] The aforementioned drive system is the vehicle's rear-wheel drive system.

[0097] Using the dual-motor reducer drive system disclosed in the above embodiments as the rear-drive system of electric vehicles or hybrid vehicles can reduce the number of drive assemblies while meeting different torque requirements. This not only simplifies the structure, reduces the size, and lowers the cost, but also reduces energy loss during transmission and improves transmission efficiency.

[0098] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0099] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A dual-motor reducer drive system, characterized in that, include: A first motor, the first motor having a first output shaft, and a first stage drive gear that can rotate with the first output shaft is provided on the first output shaft; The second motor has a second output shaft, and a second primary drive gear that can rotate with the second output shaft is provided on the second output shaft. A drive shaft is located between the first output shaft and the second output shaft, and a first-stage driven gear and a second-stage driving gear are fixed on the drive shaft. The first-stage driven gear meshes with both the first-stage driving gear and the second-stage driving gear. A differential assembly, wherein a secondary driven gear is fixed on the differential assembly, and the secondary driving gear meshes with the secondary driven gear for transmission; The transmission ratio between the first stage driving gear and the first stage driven gear is different from the transmission ratio between the second stage driving gear and the first stage driven gear. The first-stage driving gear and the second-stage driving gear have the same number of teeth; The first-stage driven gear includes a first gear ring and a second gear ring, and the first gear ring and the second gear ring have different numbers of teeth. The first gear ring meshes with the first-stage driving gear, and the second gear ring meshes with the second-stage driving gear.

2. The dual-motor reducer drive system according to claim 1, characterized in that, The first-stage driving gear, the second-stage driving gear, and the first-stage driven gear are all cylindrical helical gears.

3. The dual-motor reducer drive system according to claim 1 or 2, characterized in that, Both the secondary driving gear and the secondary driven gear are spiral bevel gears.

4. The dual-motor reducer drive system according to claim 1 or 2, characterized in that, It also includes a housing, in which the first motor, the second motor, the drive shaft and the differential assembly are all integrated; The first motor and the second motor are arranged side by side, and the first output shaft, the second output shaft and the transmission shaft are all arranged in parallel.

5. The dual-motor reducer drive system according to claim 4, characterized in that, The housing includes: The first mounting plate is rotatably mounted on the first end of the first output shaft and the first end of the second output shaft, and the first end of the first output shaft and the first end of the second output shaft are press-fitted with the sensing components of the rotary transformer. A second mounting plate is provided, and a first sealing space is formed between the first mounting plate and the second mounting plate. The second end of the first output shaft and the second end of the second output shaft are rotatably mounted on the second mounting plate and extend out of the first sealing space. A third mounting plate forms a second sealed space between the third mounting plate and the second mounting plate. The first stage drive gear and the second stage drive gear are both located in the second sealed space. The first end of the drive shaft is rotatably and sealedly mounted on the second mounting plate, and the second end of the drive shaft is rotatably and sealedly mounted on the third mounting plate. The third sealing space is located on the side of the third mounting plate away from the second sealing space. The differential assembly, the secondary driven gear, and the secondary driving gear are all located in the third sealing space.

6. The dual-motor reducer drive system according to claim 4, wherein the first motor is a magnetic induction motor and the second motor is a permanent magnet synchronous motor.

7. A vehicle, comprising a drive system, characterized in that, The drive system is a dual-motor reducer drive system as described in any one of claims 1 to 6.

8. The vehicle according to claim 7, characterized in that, The drive system is the rear-wheel drive system of the vehicle.

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