Multi-mode dual-motor driving system

Abstract

The invention discloses a multi-mode dual-motor driving system which comprises a first driving motor, a second driving motor, a first transmission device, a second transmission device, a differential mechanism, a coupler, a half shaft device, a left main reduction gear and a right main reduction gear. The differential mechanism is connected with the half shaft device and the left main reduction gear, the coupler is connected with the half shaft device, and the second driving motor is connected with the right main reduction gear through the second transmission device. Movement of the first driving motor and movement of the second driving motor are transmitted to the left main reduction gear and the right main reduction gear through the first transmission device and the second transmission device respectively and output through the half shaft device.

Description

Technical Field

[0001] The present invention belongs to the technical field of new energy vehicles, and specifically relates to a multi-mode dual-motor drive system. Background Art

[0002] Pure electric vehicle drive systems currently fall into two main categories: single-motor centralized drive and multi-motor distributed drive. Most pure electric vehicles on the market currently use a centralized drive solution, where the motor drive force is connected to the differential via gears and shafts, roughly evenly distributed to the left and right half-axles. Individual wheels cannot be independently controlled. Compared to single-motor centralized drive electric vehicles, dual-motor distributed independent wheel drive offers advantages: compact structure, convenient layout, and enhanced driving flexibility. Typical electric drive system architectures include the following:

[0003] A) Centralized drive, with a single front-mounted motor and two-wheel drive; vehicle handling is average. The electric motor maintains high efficiency in most medium- and high-speed driving conditions. However, under conditions such as low speed and heavy load, and high speed and light load, the motor's efficiency drops by 20-30% compared to the high-efficiency range. Overall efficiency is average; the braking energy recovered by a single motor is limited. Achieving high performance (high torque) and a wide speed range with a single motor is difficult to design and manufacture, and the overall weight is high.

[0004] B) Distributed drive, dual-motor front / rear drive. The significant advantage of independent wheel drive is that the speed difference and power distribution between the wheels can be adjusted arbitrarily. By properly distributing torque, the vehicle's steering can be assisted, significantly extending the range of torque distribution between wheels in traditional vehicles. With a robust control program, the vehicle's dynamic characteristics can far surpass those of traditional rear-wheel drive vehicles. However, since the two motors are driven independently, they cannot be effectively coordinated. Overall efficiency is inferior to that of a centralized drive system. Summary of the Invention

[0005] The purpose of the present invention is to solve the above problems and provide a multi-mode dual-motor drive system with good overall efficiency, high recovery efficiency and good controllability.

[0006] To solve the above technical problems, the technical solution of the present invention is: a multi-mode dual-motor drive system, including a first drive motor, a second drive motor, a first transmission device, a second transmission device, a differential, a coupler, a half-shaft device, a left main reduction gear and a right main reduction gear, the first drive motor is connected to the differential through the first transmission device, the differential is respectively connected to the half-shaft device and the left main reduction gear, the coupler is connected to the half-shaft device, the second drive motor is connected to the right main reduction gear through the second transmission device, the movement of the first drive motor and the second drive motor is transmitted to the left main reduction gear and the right main reduction gear after passing through the first transmission device and the second transmission device respectively, and is output through the half-shaft device.

[0007] Preferably, the first transmission device includes a first output shaft, a first transmission gear and a second transmission gear are sleeved on the first output shaft, and the second transmission gear is engaged with the left main reduction gear.

[0008] Preferably, the second transmission device has the same structure as the first transmission device, and the second transmission device is connected to the right main reduction gear.

[0009] Preferably, the differential includes a differential housing, wherein planetary gears, a first side shaft gear and an intermediate side shaft gear are arranged inside the differential housing, and the first side shaft gear and the intermediate side shaft gear are respectively connected to the side shaft devices.

[0010] Preferably, the coupler includes a first coupler and a second coupler, the first coupler includes a first coupling sleeve, a differential coupling tooth and a first half-shaft coupling tooth, and the differential coupling tooth and the first half-shaft coupling tooth are arranged in parallel. The second coupler includes a second coupling sleeve, a second main reduction coupling tooth, an intermediate half-shaft coupling tooth and a second half-shaft coupling tooth, and the second main reduction coupling tooth, the intermediate half-shaft coupling tooth and the second half-shaft coupling tooth are arranged in parallel.

[0011] Preferably, the half-shaft device includes a first half-shaft, an intermediate half-shaft and a second half-shaft, the first half-shaft is provided with a first half-shaft coupling tooth, and the end of the first half-shaft is connected to the first half-shaft gear; the end of the intermediate half-shaft is connected to the intermediate half-shaft gear, the other end of the intermediate half-shaft passes through the left main reduction tooth and the right main reduction tooth in sequence, the other end of the intermediate half-shaft is provided with an intermediate half-shaft coupling tooth, and the end of the second half-shaft is provided with a second half-shaft coupling tooth.

[0012] Preferably, the first coupling sleeve is connected to or disconnected from the differential coupling gear and the first half-shaft coupling gear respectively.

[0013] Preferably, the second coupling sleeve is connected to or disconnected from the second main reducer coupling gear, the intermediate half-shaft coupling gear and the second half-shaft coupling gear respectively.

[0014] Preferably, the right main reduction gear includes a right first main reduction gear, the right first main reduction gear and the right second main reduction coupling gear are arranged in parallel and fixedly connected, the right first main reduction gear is connected to the second transmission device, and the right second main reduction coupling gear is connected to or disconnected from the second coupling sleeve.

[0015] The beneficial effects of the present invention are:

[0016] 1. The multi-mode dual-motor drive system provided by the present invention adopts centralized drive and rear-mounted dual-motor two-wheel drive, which improves controllability. The dual motors can be matched in different ways (single motor drive when the torque is small, dual motor drive when the torque is large) to expand the high-efficiency area of ​​the system, improve efficiency, and have better overall efficiency.

[0017] 2. The present invention uses two motors to have more high energy recovery space, thereby improving the recovery efficiency. Two motors can reduce the difficulty of motor manufacturing and the total weight can also be reduced.

[0018] 3. The present invention solves the disadvantage of low efficiency of distributed electric drive and retains the advantageous controllability of distributed electric drive.

[0019] 4. The present invention can realize two modes: "single motor drive" and "dual motor distributed drive". Different modes are used according to different vehicle conditions to effectively improve the overall transmission efficiency.

[0020] 5. The present invention can realize the differential lock function, improve the vehicle's ability to escape from trouble, and can be widely used in new energy distributed electric drive vehicles with strong practicality. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 This is a schematic diagram of the principle of a multi-mode dual-motor drive system of the present invention;

[0022] Figure 2 Schematic diagram of the differential mechanism of the present invention;

[0023] Figure 3 It is a schematic diagram of the distributed mode of the present invention;

[0024] Figure 4 This is a schematic diagram of a single motor drive mode of the present invention;

[0025] Figure 5 Schematic diagram of the differential lock locking mode of the present invention.

[0026] Explanation of the accompanying symbols: 1. first drive motor; 2. second drive motor; 3. first transmission device; 4. second transmission device; 5. differential; 6. coupler; 7. half-shaft device; 8. left main reduction gear; 9. right main reduction gear; 11. first drive motor driving gear; 21. second drive motor driving gear; 31. first output shaft; 32. first transmission gear; 33. second transmission gear; 50. differential case; 51. planetary gear; 52. first half-shaft gear; 53. intermediate half-shaft gear; 61. first A coupling sleeve; 62, a second coupling sleeve; 71, a first half-shaft; 72, an intermediate half-shaft; 73, a second half-shaft; 91, a first right main reduction gear; 92, a second right main reduction coupling gear; 611, a first coupling sleeve; 612, a differential coupling gear; 613, a first half-shaft coupling gear; 621, a second coupling sleeve; 622, a second main reduction coupling gear; 623, an intermediate half-shaft coupling gear; 624, a second half-shaft coupling gear; 711, a first half-shaft coupling gear; 721, an intermediate half-shaft coupling gear; 731, a second half-shaft coupling gear. DETAILED DESCRIPTION

[0027] The present invention will be further described below with reference to the accompanying drawings and specific embodiments:

[0028] like Figures 1 to 5 As shown, the present invention provides a multi-mode dual-motor drive system, including a first drive motor 1, a second drive motor 2, a first transmission device 3, a second transmission device 4, a differential 5, a coupler 6, a half-shaft device 7, a left main reduction gear 8, and a right main reduction gear 9. The first drive motor 1 is connected to the differential 5 through the first transmission device 3. The differential 5 is respectively connected to the half-shaft device 7 and the left main reduction gear 8. The coupler 6 is connected to the half-shaft device 7. The second drive motor 2 is connected to the right main reduction gear 9 through the second transmission device 4. The motion of the first drive motor 1 and the second drive motor 2 is transmitted to the left main reduction gear 8 and the right main reduction gear 9 after passing through the first transmission device 3 and the second transmission device 4, and is output through the half-shaft device 7.

[0029] A first driving motor driving gear 11 is sleeved on the end of the rotating shaft of the first driving motor 1 , and a second driving motor driving gear 21 is sleeved on the end of the rotating shaft of the second driving motor 2 .

[0030] The first transmission device 3 includes a first output shaft 31 . A first transmission gear 32 and a second transmission gear 33 are sleeved on the first output shaft 31 . The second transmission gear 33 is engaged with the left main reduction gear 8 .

[0031] The first transmission gear 32 is engaged with the first drive motor driving gear 11. When the first drive motor 1 is working, it drives the first drive motor driving gear 11 to rotate, and then drives the first transmission gear 32 to rotate. When the first transmission gear 32 rotates, it drives the first output shaft 31 to rotate, so that the second transmission gear 33 rotates, and then drives the left main reduction gear 8 to rotate.

[0032] The second transmission device 4 has the same structure as the first transmission device 3 and is connected to the right main reduction gear 9. The second transmission device 4 is symmetrically arranged with the first transmission device 3.

[0033] like Figure 2 As shown, the differential 5 includes a differential housing 50, in which planetary gears 51, a first sideshaft gear 52, and an intermediate sideshaft gear 53 are arranged. The first sideshaft gear 52 and the intermediate sideshaft gear 53 are respectively connected to the sideshaft device 7. The planetary gears 51 are respectively engaged with the first sideshaft gear 52 and the intermediate sideshaft gear 53.

[0034] One end of the differential housing 50 is fixedly connected to the left main reduction gear 8 , and the other end of the differential housing 50 is a gear structure and is connected to the coupler 6 .

[0035] The coupler 6 includes a first coupler 61 and a second coupler 62. The first coupler 61 includes a first coupling sleeve 611, a differential coupling tooth 612, and a first half-shaft coupling tooth 613. The differential coupling tooth 612 and the first half-shaft coupling tooth 613 are arranged in parallel. The second coupler 62 includes a second coupling sleeve 621, a second main reduction coupling tooth 622, an intermediate half-shaft coupling tooth 623, and a second half-shaft coupling tooth 624. The second main reduction coupling tooth 622, the intermediate half-shaft coupling tooth 623, and the second half-shaft coupling tooth 624 are arranged in parallel. The differential coupling tooth 612 is connected to the differential case 50.

[0036] In this embodiment, the movement inside the half-shaft device 7 can be controlled by controlling the operation of the first coupling sleeve 61 and the second coupling sleeve 62 .

[0037] The half-shaft device 7 includes a first half-shaft 71, an intermediate half-shaft 72 and a second half-shaft 73. The first half-shaft 71 is provided with a first half-shaft coupling tooth 613, and the end of the first half-shaft 71 is connected to the first half-shaft gear 52; the end of the intermediate half-shaft 72 is connected to the intermediate half-shaft gear 53, and the other end of the intermediate half-shaft 72 passes through the left main reduction tooth 8 and the right main reduction tooth 9 in sequence. The other end of the intermediate half-shaft 72 is provided with an intermediate half-shaft coupling tooth 623, and the end of the second half-shaft 73 is provided with a second half-shaft coupling tooth 624.

[0038] The first axle shaft 71 is sleeved with first axle shaft coupling teeth 613, which are splined together. The other end of the intermediate axle shaft 72 is splined with intermediate axle shaft coupling teeth 623. During operation, the first coupling sleeve 61 connects or disconnects with the differential coupling teeth 612 and the first axle shaft coupling teeth 613, respectively, to achieve either differential or non-differential operation.

[0039] The second coupling sleeve 62 is connected to the right main reducer gear 9, the intermediate half-shaft coupling gear 721, and the second half-shaft coupling gear 731. By controlling the second coupling sleeve 62, the second coupling sleeve 62 is connected to or disconnected from the second main reducer coupling gear 622, the intermediate half-shaft coupling gear 623, and the second half-shaft coupling gear 624, thereby achieving power connection and disconnection between any two of them, or simultaneous connection of all three.

[0040] When the first coupling sleeve 61 is engaged, the differential housing 50 and the first half-shaft 71 of the differential 5 are fixedly connected together and do not have a differential function; when the first coupling sleeve 61 is disconnected, the first half-shaft 71 and the first half-shaft gear 52 of the differential 50 are fixedly connected together and have a differential function.

[0041] The right main reduction gear 9 includes a right first main reduction gear 91. The right first main reduction gear 91 and the right second main reduction coupling gear 622 are arranged in parallel and fixedly connected. The right first main reduction gear 91 is connected to the second transmission device 4, and the right second main reduction coupling gear 622 is connected to or disconnected from the second coupling sleeve 62.

[0042] During use, the present invention controls the first coupling sleeve 61 and the second coupling sleeve 62 to form three working modes, namely: distributed mode, single motor drive mode and differential lock mode.

[0043] Distributed mode:

[0044] In this mode, if Figure 3 As shown, the first coupling sleeve 61 is positioned on the right side, coupling the first axle shaft 71 with the differential coupling gear 612. The second coupling sleeve 62's synchronizing sleeve is equipped with a variety of interlocking teeth and gaps. When positioned on the far left, the right main reduction gear 9 and the second axle shaft coupling gear 624 are connected. In this state, the first drive motor 1 and the second drive motor 2, represented by TM1 and TM2, independently drive their respective axles. Specifically, the rotation of the first drive motor 1 during operation is transmitted sequentially through the first drive motor driving gear 11, the first transmission gear 32, the second transmission gear 33, the left main reduction gear 8, and the differential case 50. After passing through the first coupling sleeve 61, it is transferred to the first axle shaft coupling gear 613, causing the first axle shaft 71 to rotate. The rotation of the second drive motor 2 during operation is transmitted sequentially through the second drive motor driving gear 21, the second transmission device 4, the right first main reduction gear 91, and the right second main reduction coupling gear 622. Finally, it passes through the second coupling sleeve 62 and is transferred to the second axle shaft coupling gear 624, causing the second axle shaft 73 to rotate.

[0045] Single motor drive mode:

[0046] In this mode, if Figure 4 As shown, the first coupling sleeve 61 is positioned on the left side. The first axle shaft 71 is no longer engaged with the differential case 50, but is instead connected to the first axle shaft gear 52, which is also a conventional arrangement. The synchronizing sleeve of the second coupling sleeve 62 is moved rightward to the center position, connecting the intermediate axle shaft coupling gear 623 and the second axle shaft coupling gear 624 of the differential. In this state, TM1 can drive both left and right axles and provide differential functionality; however, TM2 does not output power. This mode can improve drive efficiency under certain operating conditions. The rotational transmission process in single-motor drive mode is as follows: During operation, the rotation of the first drive motor 1 passes sequentially through the first drive motor driving gear 11, the first transmission gear 32, the second transmission gear 33, the left main reduction gear 8, and the planetary gear 51, and then through the first axle shaft gear 52 and the intermediate axle shaft gear 53, respectively. The first axle shaft gear 52 drives the first axle shaft 71. The rotation of the intermediate axle shaft gear 53 passes sequentially through the intermediate axle shaft coupling gear 623, the second coupling sleeve 62, and the second axle shaft coupling gear 624, causing the second axle shaft 73 to rotate. The rotation of the second drive motor 2 is not transmitted to the first half-shaft 71 and the second half-shaft 73 .

[0047] Differential Lock Mode:

[0048] In this mode, if Figure 5 As shown, the first coupling sleeve 61 is positioned to the right, with the first axle shaft coupling gear 613 engaged with the differential case 50. The synchronizing sleeve of the second coupling sleeve 62 is shifted to the rightmost position, connecting the intermediate axle shaft coupling gear 623, the right main reduction gear 9, and the second axle shaft coupling gear 624. In this state, the torques of TM1 and TM2 are fully coupled, and differential speed cannot be achieved between the left and right wheels, which can be used to help the vehicle escape.

[0049] The rotation transmission process in differential lock mode is as follows: the rotation of the first drive motor 1 is transmitted to the differential 5 via the first transmission device 3, and then to the first axle coupling gear 613 through the differential 5 and the first coupling sleeve 61, driving the rotation of the first axle 71. Simultaneously, the power inside the differential 5 is transmitted to the intermediate axle gear 53 via the planetary gear 51, and then to the intermediate axle coupling gear 623 through the intermediate axle 72, and then to the second axle coupling gear 624 through the second coupling sleeve 62. The rotation of the second drive motor 2 is transmitted to the right main reduction gear 9 through the second transmission device 4, and then to the intermediate axle coupling gear 623 and the second axle coupling gear 624 through the second coupling sleeve 62. This rotation, together with the rotation generated by the first drive motor 1, acts on the first axle 71 and the second axle 73.

[0050] Those skilled in the art will appreciate that the embodiments described herein are intended to help readers understand the principles of the present invention, and it should be understood that the scope of protection of the present invention is not limited to such specific descriptions and embodiments. Those skilled in the art can make various other specific variations and combinations based on the technical teachings disclosed in the present invention without departing from the essence of the present invention, and such variations and combinations are still within the scope of protection of the present invention.

Claims

1. A multi-mode dual-motor drive system, characterized in that: The invention comprises a first drive motor (1), a second drive motor (2), a first transmission device (3), a second transmission device (4), a differential (5), a coupler (6), a half-shaft device (7), a left main reduction gear (8) and a right main reduction gear (9); the first drive motor (1) is connected to the differential (5) through the first transmission device (3); the differential (5) is respectively connected to the half-shaft device (7) and the left main reduction gear (8); the coupler (6) is connected to the half-shaft device (7); the second drive motor (2) is connected to the right main reduction gear (9) through the second transmission device (4); the motions of the first drive motor (1) and the second drive motor (2) are respectively transmitted to the left main reduction gear (8) and the right main reduction gear (9) through the first transmission device (3) and the second transmission device (4) and output through the half-shaft device (7).

2. A multi-mode dual-motor drive system according to claim 1, characterized in that: The first transmission device (3) comprises a first output shaft (31), on which a first transmission gear (32) and a second transmission gear (33) are sleeved, and the second transmission gear (33) is meshed with the left main reduction gear (8).

3. The multi-mode dual-motor drive system according to claim 1, characterized in that: The second transmission device (4) has the same structure as the first transmission device (3), and the second transmission device (4) is connected to the right main reduction gear (9).

4. The multi-mode dual-motor drive system according to claim 1, characterized in that: The differential (5) comprises a differential housing (50), wherein a planetary gear (51), a first half-shaft gear (52) and an intermediate half-shaft gear (53) are arranged inside the differential housing (50), and the first half-shaft gear (52) and the intermediate half-shaft gear (53) are respectively connected to the half-shaft device (7).

5. The multi-mode dual-motor drive system according to claim 1, characterized in that: The coupler (6) comprises a first coupler (61) and a second coupler (62); the first coupler (61) comprises a first coupling sleeve (611), a differential coupling tooth (612) and a first half-shaft coupling tooth (613); the differential coupling tooth (612) and the first half-shaft coupling tooth (613) are arranged in parallel; the second coupler (62) comprises a second coupling sleeve (621), a second main reduction coupling tooth (622), an intermediate half-shaft coupling tooth (623) and a second half-shaft coupling tooth (624); the second main reduction coupling tooth (622), the intermediate half-shaft coupling tooth (623) and the second half-shaft coupling tooth (624) are arranged in parallel.

6. The multi-mode dual-motor drive system according to claim 1, characterized in that: The half-shaft device (7) comprises a first half-shaft (71), an intermediate half-shaft (72) and a second half-shaft (73); the first half-shaft (71) is sleeved with a first half-shaft coupling tooth (613); the end of the first half-shaft (71) is connected to the first half-shaft gear (52); the end of the intermediate half-shaft (72) is connected to the intermediate half-shaft gear (53); the other end of the intermediate half-shaft (72) passes through the left main reduction tooth (8) and the right main reduction tooth (9) in sequence; the other end of the intermediate half-shaft (72) is provided with an intermediate half-shaft coupling tooth (623); and the end of the second half-shaft (73) is provided with a second half-shaft coupling tooth (624).

7. The multi-mode dual-motor drive system according to claim 1, characterized in that: The first coupling sleeve (61) is connected to or disconnected from the differential coupling teeth (612) and the first half-shaft coupling teeth (613) respectively.

8. The multi-mode dual-motor drive system according to claim 1, characterized in that: The second coupling sleeve (62) is respectively connected to or disconnected from the second main reduction coupling tooth (622), the intermediate half-shaft coupling tooth (623) and the second half-shaft coupling tooth (624).

9. The multi-mode dual-motor drive system according to claim 1, characterized in that: The right main reduction gear (9) comprises a right first main reduction gear (91), the right first main reduction gear (91) and the right second main reduction coupling gear (622) are arranged in parallel and fixedly connected, the right first main reduction gear (91) is connected to the second transmission device (4), and the right second main reduction coupling gear (622) is connected to or disconnected from the second coupling sleeve (62).

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