Gear-ring-free parallel shaft type multi-mode dual-motor coupling driving system

Abstract

The invention discloses a gear-ring-free parallel shaft type multi-mode dual-motor coupling driving system which comprises a main driving motor, an auxiliary driving motor, a first synchronizing mechanism control motor, a second synchronizing mechanism control motor, a power coupling mechanism, a differential coupling mechanism, a differential mechanism, a first synchronizing mechanism, a second synchronizing mechanism and a shell. The gear-ring-free parallel shaft type multi-mode dual-motor coupling driving system has five driving modes including a main motor independent low-gear driving mode, a main motor independent high-gear driving mode, a torque directional distribution mode, a dual-motor torque coupling driving mode and a dual-motor rotating speed coupling driving mode. By controlling the first synchronizing mechanism control motor and the second synchronizing mechanism control motor, the gear-ring-free parallel shaft type multi-mode dual-motor coupling driving system can be switched among five driving modes so as to meet the requirements of an automobile under various driving working conditions.

Description

Technical Field

[0001] The invention belongs to the field of electric vehicle transmission, and in particular relates to a gear-ringless parallel-axis multi-mode dual-motor coupling drive system. Background Art

[0002] In recent years, electric vehicles have developed rapidly with their advantages of zero emissions, high integration, fast response and precise control. At present, electric vehicles have occupied more than half of the passenger car market and are penetrating into the high-end car market, competing directly with traditional high-end fuel vehicles. As the power source of electric vehicles, the electric drive system directly determines the upper limit of the vehicle's performance. Therefore, the research and development of high-performance electric drive systems and related technologies is the key to improving the competitiveness of the high-end electric vehicle market.

[0003] The core basic performance of high-performance electric drive systems mainly includes power performance, driving efficiency and the ability to transfer drive torque between wheels. However, existing electric drive systems rarely have these three performance advantages at the same time. This is mainly because existing high-performance multi-motor drive systems are generally not flexible enough in the power distribution of motors. Under normal loads, the motors of these electric drive systems often operate in a low efficiency range, which ultimately makes the overall drive efficiency of the electric drive system low.

[0004] The inventor has previously developed a series of domestic and international invention patents for multi-mode dual-motor coupling torque-oriented distribution drive systems. Not only does it achieve torque-oriented distribution on a centralized electric drive system by adding a second motor, but it also enables the electric drive system to apply dual-motor coupling drive technology and torque-oriented distribution technology in a time-sharing manner by adding mechanical coupling devices and control actuators such as clutches, brakes, and synchronizers, thereby achieving strong power, high driving efficiency, and 0:100 to 100:0 torque-oriented distribution capabilities on a single drive unit. The inventor's technical solution can comprehensively improve the power, economy, handling stability, maneuverability, and passability of electric vehicles, and to a certain extent solves the problem that existing high-performance multi-motor drive systems are difficult to simultaneously take into account the three core performance requirements of high-performance electric drive systems. Therefore, this technical solution has great application potential in high-end electric vehicles.

[0005] However, several electric drive system configuration schemes previously proposed by the inventor all have problems such as complex component structures and high processing costs, which to some extent hinder the engineering application of this technical solution.

[0006] The main reasons for these problems are the coaxial arrangement and the use of a large number of gear rings. The coaxial arrangement produces a large number of "shaft-sleeve-shaft" structures, which poses a great challenge to the structural design and support design of the shaft system. The use of a large number of gear rings requires the production and manufacturing of the electric drive system to rely on high-precision internal gear processing technology, making its processing cost high.

[0007] Therefore, a multi-mode dual-motor coupled torque directional distribution drive system configuration based on a coaxial arrangement that avoids the use of a ring gear will be a configuration scheme with greater engineering application value and greater application potential in high-end electric vehicles. Summary of the invention

[0008] The purpose of the present invention is to propose a gearless parallel shaft multi-mode dual-motor coupling drive system that can realize dual-motor coupling drive and torque directional distribution through synchronizer control time-sharing, which has five drive modes: main motor independent resistance drive mode, main motor independent high-gear drive mode, torque directional distribution mode, dual-motor torque coupling drive mode and dual-motor speed coupling drive mode.

[0009] In the main motor independent low gear drive mode, only the main drive motor outputs power to drive the car, and has a large transmission ratio. This drive mode allows the car to travel with less energy consumption and relatively large drive torque.

[0010] In the main motor independent high gear drive mode, only the main drive motor outputs power to drive the car, and has a small gear ratio. This drive mode allows the car to travel with less energy consumption and a relatively high speed.

[0011] In the torque-oriented distribution mode, the output torque of the main drive motor is used to drive the vehicle, and the output torque of the auxiliary drive motor is used to generate the differential torque of the left and right half-axles. This driving mode allows the vehicle's driving torque to be arbitrarily distributed between the left and right wheels.

[0012] In the dual-motor torque coupling driving mode, the power output by the main drive motor is used as the main power source to drive the car, and the auxiliary drive motor is used as an assist motor. In this driving mode, the car has a larger upper limit of driving torque and better dynamic performance.

[0013] In the dual-motor speed coupling driving mode, the power output by the main drive motor is used as the main power source to drive the car, and the auxiliary drive motor is used as a speed regulating motor. The energy economy of the car in this driving mode is better.

[0014] In order to achieve the above purpose, the following technical solutions are adopted:

[0015] A gearless parallel shaft multi-mode dual-motor coupling drive system, characterized in that it includes a main drive motor, an auxiliary drive motor, a first synchronization mechanism control motor, a second synchronization mechanism control motor, a housing, a power coupling mechanism, a differential coupling mechanism, a differential mechanism, a first synchronization mechanism and a second synchronization mechanism.

[0016] The main drive motor is an inner rotor permanent magnet synchronous motor, which serves as the main power source of the gearless parallel shaft multi-mode dual-motor coupling drive system.

[0017] The auxiliary drive motor is also an inner rotor permanent magnet synchronous motor. According to different driving modes, the auxiliary drive motor functions as a differential torque power source, a booster motor and a speed regulating motor.

[0018] The first synchronization mechanism control motor is a DC servo motor, which is used to control the working state of the first synchronization mechanism.

[0019] The second synchronization mechanism control motor is also a DC servo motor, which is used to control the working state of the second synchronization mechanism.

[0020] The housing is used to accommodate various assemblies and components of the gearless parallel-axis multi-mode dual-motor coupling drive system.

[0021] The main body of the power coupling mechanism is a WW type planetary gear mechanism, which has two sun gears and two sets of planetary gears. According to different driving modes, the power coupling mechanism can respectively realize torque coupling and speed coupling of two power sources and low gear driving and high gear driving of the main driving motor.

[0022] The power coupling mechanism mainly includes a first sun gear, a second sun gear, a first planetary gear, a first planetary shaft, a second planetary gear, a second planetary shaft and a first planetary carrier.

[0023] Among them, the first sun gear is a gear shaft, which is rotatably supported on the first planetary carrier through a needle bearing, and the end of its shaft is processed with an external spline, which is spline-connected with the output shaft of the main drive motor as the first input end of the power coupling mechanism; the first planetary gear is meshed with the first sun gear for transmission, and is rotatably supported on the first planetary shaft through a needle bearing; the second planetary gear is meshed with the first planetary gear for transmission, and is rotatably supported on the second planetary shaft through a needle bearing; the first planetary shaft and the second planetary shaft are both installed on the first planetary carrier; the second sun gear is also a gear shaft, which is meshed with the second planetary gear for transmission, and is rotatably supported on the first planetary carrier through a needle bearing, and the end of its shaft is processed with an internal spline, which is the second input end of the power coupling mechanism; the left end of the first planetary carrier is processed with an external spline, which is the output end of the power coupling mechanism.

[0024] The main body of the differential coupling mechanism is also a WW type planetary gear mechanism, which has two sun gears and two sets of planetary gears. According to different driving modes, the differential coupling mechanism is used to generate a pair of reverse torques, transmit the power of the auxiliary drive motor, and cut off the power transmission path of the auxiliary drive motor.

[0025] The differential coupling mechanism mainly includes a third sun gear, a fourth sun gear, a third planetary gear, a third planetary shaft, a fourth planetary gear, a fourth planetary shaft and a second planet carrier.

[0026] Among them, the third sun gear is a gear shaft, which is rotatably supported on the second planetary carrier through a needle bearing, and the end of its shaft is processed with an external spline, which is spline-connected with the output shaft of the auxiliary drive motor as the input end of the differential coupling mechanism; the third planetary gear is meshed with the third sun gear for transmission, and is rotatably supported on the third planetary shaft through a needle bearing; the fourth planetary gear is meshed with the third planetary gear for transmission, and is rotatably supported on the fourth planetary shaft through a needle bearing; the third planetary shaft and the fourth planetary shaft are both installed on the second planetary carrier; the fourth sun gear is also a gear shaft, which is meshed with the fourth planetary gear for transmission, and is rotatably supported on the second planetary carrier through a needle bearing, and the end of its shaft is processed with an internal spline, which is used as the first output end of the differential coupling mechanism; the left end of the second planetary carrier is processed with an external spline, which is used as the second output end of the differential coupling mechanism.

[0027] The main body of the differential mechanism is also a WW type planetary gear mechanism, which has two sun gears and two sets of planetary gears for realizing the differential function.

[0028] The differential mechanism mainly includes a fifth sun gear, a sixth sun gear, a fifth planetary gear, a fifth planetary shaft, a sixth planetary gear, a sixth planetary shaft, a third planetary carrier, a main reducer driven gear and a second speed regulating gear.

[0029] Among them, the fifth sun gear is a gear shaft, which is rotatably supported on the third planet carrier through a needle bearing, and the end of the shaft is processed with an external spline; the fifth planetary gear is meshed with the fifth sun gear for transmission, and is rotatably supported on the fifth planetary shaft through a needle bearing; the sixth planetary gear is meshed with the fifth planetary gear for transmission, and is rotatably supported on the sixth planetary shaft through a needle bearing; the fifth planetary shaft and the sixth planetary shaft are both installed on the third planet carrier; the sixth sun gear is also a gear shaft, which is meshed with the sixth planetary gear for transmission, and is rotatably supported on the sixth planetary shaft through a needle bearing. The third planetary carrier is rotatably supported, and the end of its shaft is connected to the right half-shaft as the right output end of the gearless parallel-axis multi-mode dual-motor coupling drive system; the right end of the third planetary carrier is processed with an external spline; the inner hole of the driven gear of the main reducer is processed with an internal spline, which is spline-connected to the right end of the third planetary carrier; the second speed regulating gear is a gear shaft, the right end of which is processed with a blind hole, and the blind hole is processed with an internal spline, which is spline-connected to the fifth sun gear, and the end of its shaft is connected to the left half-shaft as the left output end of the gearless parallel-axis multi-mode dual-motor coupling drive system.

[0030] The fifth sun gear and the sixth sun gear have the same number of teeth.

[0031] The core component of the first synchronization mechanism is a lock ring synchronizer, which is used to change the function of the power coupling mechanism and has three states: left engagement, middle position and right engagement.

[0032] The first synchronization mechanism mainly includes a first lock ring synchronizer, a first shift fork assembly, a first central shaft, a fixed shaft and a main reducer driving gear.

[0033] Among them, the core components of the first lock ring synchronizer include a first spline hub, a first engagement sleeve, a first left engagement ring gear, a first left locking ring, a first right engagement ring gear and a first right locking ring; the first shift fork assembly consists of a first shift fork, a first slider and a first eccentric shaft.

[0034] The first center shaft is a stepped shaft, and the left end, middle section and right end of the shaft are all processed with external splines. The left end is connected to the second synchronization mechanism, the middle section is splined to the first spline hub, and the right end is splined to the second sun gear of the power coupling mechanism; the fixed shaft is rotatably supported on the first center shaft through a needle roller bearing, the middle section of which is a disc-shaped structure and is processed with circumferentially uniform through holes, and is connected to the housing through screws, and the right end is processed with external splines and is splined to the first left engaging gear ring; the main reducer driving gear is rotatably supported on the first center shaft through a needle roller bearing, meshing with the driven gear of the main reducer, the left end of which is processed with external splines and is splined to the first right engaging gear ring, and the right end of which is processed with internal splines and is splined to the first planetary carrier of the power coupling mechanism.

[0035] The first shift fork is a semi-circular ring-shaped part with an eccentric boss, and a through hole is processed at the center axis position. The first slider is rotatably supported in the through hole, and its side surface contacts the inner side surface of the outer circular groove of the first coupling sleeve; the first eccentric shaft is rotatably supported on the housing through a needle bearing, and one end of the shaft is processed with an internal spline, which is spline-connected to the output shaft of the first synchronous mechanism control motor, and the other end of the shaft is processed with a boss with a through hole, which is fixed to the eccentric boss of the first shift fork by screws.

[0036] When the drive mode needs to be switched, the first synchronization mechanism controls the motor to drive the first eccentric shaft to rotate, thereby driving the first shift fork to rotate a certain angle around the first eccentric shaft, and then driving the first coupling sleeve to move axially a certain distance through the first slider, thereby changing the working state of the first lock ring synchronizer.

[0037] The core component of the second synchronization mechanism is also a lock ring synchronizer, which is used to change the function of the differential coupling mechanism and also has three states: left engagement, middle position and right engagement.

[0038] The second synchronization mechanism mainly includes a second lock ring synchronizer, a second shift fork assembly, a second center shaft, an outer shaft and a first speed regulating gear.

[0039] Among them, the core components of the second lock ring synchronizer include a second spline hub, a second engagement sleeve, a second left engagement ring gear, a second left locking ring, a second right engagement ring gear and a second right locking ring; the second shift fork assembly consists of a second shift fork, a second slider and a second eccentric shaft.

[0040] The second center shaft is a stepped shaft, and the left end, middle section and right end of the shaft are all processed with splines. The spline on the left end is an external spline, which is connected to the fourth sun gear spline of the differential coupling mechanism, and the spline on the middle section is also an external spline, which is connected to the second right engaging gear ring spline, and the spline on the right end is an internal spline, which is connected to the left end spline of the first center shaft of the first synchronization mechanism; the outer shaft is rotatably supported on the second center shaft by a needle roller bearing, and the right end is processed with an external spline, which is connected to the second right engaging gear ring spline, and the left end is processed with an internal spline, which is connected to the second planetary carrier spline of the differential coupling mechanism; the first speed regulating gear is rotatably supported on the outer shaft by a needle roller bearing, and meshes with the second speed regulating gear for transmission, and the right end is processed with an external spline and is connected to the second left engaging gear ring spline.

[0041] The second shift fork is also a semi-circular ring-shaped part with an eccentric boss, and a through hole is processed at the center axis position. The second slider is rotatably supported in the through hole, and its side surface contacts the inner side surface of the outer circular groove of the second coupling sleeve; the second eccentric shaft is rotatably supported on the housing through a needle bearing, and one end of the shaft is processed with an internal spline, which is spline-connected to the output shaft of the second synchronous mechanism control motor, and the other end of the shaft is processed with a boss with a through hole, which is fixed to the eccentric boss of the second shift fork by screws.

[0042] When the drive mode needs to be switched, the second synchronization mechanism controls the motor to drive the second eccentric shaft to rotate, thereby driving the second shift fork to rotate a certain angle around the second eccentric shaft, and then driving the second coupling sleeve to move axially a certain distance through the second slider, thereby changing the working state of the second lock ring synchronizer.

[0043] In order to achieve the equal reverse characteristics of the left and right half-shaft differential torques, the number of teeth of the first speed regulating gear is z t1 , the number of teeth z of the second speed regulating gear t2 , the number of teeth z of the third sun gear s3 , the number of teeth z of the fourth sun gear s4 , the number of teeth z of the main reducer driving gear m1 and the number of teeth z of the driven gear of the main reducer m2 Satisfies the following relationship:

[0044]

[0045] A gearless parallel shaft multi-mode dual-motor coupling drive system, characterized in that by controlling the first synchronization mechanism to control the motor and the second synchronization mechanism to control the motor, the gearless parallel shaft multi-mode dual-motor coupling drive system can switch between five driving modes, namely, a main motor independent low-gear driving mode, a main motor independent high-gear driving mode, a torque directional distribution mode, a dual-motor torque coupling driving mode and a dual-motor speed coupling driving mode.

[0046] When the first synchronization mechanism is in the left engagement state and the second synchronization mechanism is in the neutral state, the gear ring-less parallel shaft multi-mode dual-motor coupling drive system operates in the main motor independent low-gear drive mode.

[0047] At this time, the first sun gear of the power coupling mechanism is connected to the housing through the first lock-ring synchronizer, and the power coupling mechanism acts as a reducer; the differential coupling mechanism is in a free state, cutting off the power transmission route of the auxiliary drive motor.

[0048] At this time, the power output by the main drive motor is output to the left and right half shafts through the differential action of the differential mechanism after the two-stage deceleration and torque increase action of the power coupling mechanism and the main reducer (composed of the main reducer driving gear and the main reducer driven gear).

[0049] In the main motor independent low-gear drive mode, the input-output characteristics of the gearless parallel-axis multi-mode dual-motor coupling drive system satisfy the following relationship:

[0050]

[0051] Where, T l ,T r ,n l ,n r are the output torque and output speed of the left and right half shafts respectively; T m ,n m are the output torque and output speed of the main drive motor respectively; s1 ,z s2 are the numbers of teeth of the first sun gear and the second sun gear respectively.

[0052] When the first synchronization mechanism is in the right engagement state and the second synchronization mechanism is in the neutral state, the gear ring-less parallel shaft multi-mode dual-motor coupling drive system operates in the main motor independent high-gear drive mode.

[0053] At this time, the first sun gear of the power coupling mechanism is connected to the main reducer driving gear through the first lock-ring synchronizer, and then connected to the first planetary carrier of the power coupling mechanism, and the power coupling mechanism is in a locked state; the differential coupling mechanism is in a free state, cutting off the power transmission route of the auxiliary drive motor.

[0054] At this time, the power output by the main drive motor is output to the left and right half shafts through the differential action of the differential mechanism after the two-stage speed reduction and torque increase action of the main reducer.

[0055] In the main motor independent high-gear drive mode, the input-output characteristics of the gearless parallel-axis multi-mode dual-motor coupling drive system satisfy the following relationship:

[0056]

[0057] When the first synchronization mechanism is in the right engagement state and the second synchronization mechanism is in the left engagement state, the gear-ringless parallel-axis multi-mode dual-motor coupling drive system operates in the torque-oriented distribution mode.

[0058] At this time, the first sun gear of the power coupling mechanism is connected to the main reducer driving gear through the first lock-ring synchronizer, and then connected to the first planetary carrier of the power coupling mechanism, and the power coupling mechanism is in a locked state; the fourth sun gear of the differential coupling mechanism is connected to the first center shaft via the second center shaft, and then connected to the power coupling mechanism; the second planetary carrier of the differential coupling mechanism is connected to the first speed regulating gear through the second lock-ring synchronizer, and thus meshes with the second speed regulating gear (connected to the left half shaft) for transmission.

[0059] At this time, the power output by the main drive motor is output to the left and right half shafts through the differential action of the differential mechanism after the first-stage deceleration and torque-increasing action of the main reducer; the torque output by the auxiliary drive motor is converted into two torques of opposite directions through the differential coupling mechanism, and these two torques are converted into a pair of equal and opposite torques after passing through the speed regulating gear pair (composed of the first speed regulating gear and the second speed regulating gear) and the deceleration and torque-increasing action of the main reducer, and act on the left half shaft and the third planetary carrier respectively, and finally, under the action of the WW type planetary gear mechanism (composed of the fifth sun gear, the sixth sun gear, the fifth planetary gear, the fifth planetary shaft, the sixth planetary gear, the sixth planetary shaft and the third planetary carrier) of the differential mechanism, they are converted into equal and opposite differential torques acting on the left and right half shafts respectively.

[0060] In the torque directional distribution mode, the input-output characteristics of the gearless parallel shaft multi-mode dual-motor coupling drive system satisfy the following relationship:

[0061]

[0062] Where, T a ,n a are the output torque and output speed of the auxiliary drive motor respectively.

[0063] When the first synchronization mechanism and the second synchronization mechanism are both in the right engagement state, the gear ring-less parallel shaft multi-mode dual-motor coupling drive system operates in the dual-motor torque coupling drive mode.

[0064] At this time, the first sun gear of the power coupling mechanism is connected to the main reducer driving gear through the first lock-ring synchronizer, and then connected to the first planetary carrier of the power coupling mechanism, and the power coupling mechanism is in a locked state; the second planetary carrier of the differential coupling mechanism is connected to the first center shaft through the second lock-ring synchronizer, and then connected to the fourth sun gear of the differential coupling mechanism, and the differential coupling mechanism is also in a locked state.

[0065] At this time, the power output by the main drive motor is output to the left and right half-shafts through the differential action of the differential mechanism after the first-stage deceleration and torque increase action of the main reducer; the power output by the auxiliary drive motor is also output to the left and right half-shafts through the differential action of the differential mechanism after the first-stage deceleration and torque increase action of the main reducer.

[0066] In the dual-motor torque coupling drive mode, the input-output characteristics of the gearless parallel-axis multi-mode dual-motor coupling drive system satisfy the following relationship:

[0067]

[0068] When the first synchronization mechanism is in a neutral state and the second synchronization mechanism is in a right engagement state, the gear ringless parallel shaft multi-mode dual-motor coupling drive system operates in a dual-motor speed coupling drive mode.

[0069] At this time, the power coupling mechanism is a two-input single-output transmission mechanism, and its two input ends are respectively connected to the power transmission paths of the main drive motor and the auxiliary drive motor; the second planetary carrier of the differential coupling mechanism is connected to the first center shaft through the second lock ring synchronizer, and then connected to the fourth sun gear of the differential coupling mechanism, and the differential coupling mechanism is in a locked state.

[0070] At this time, the power output by the main drive motor and the auxiliary drive motor first undergoes the speed coupling action of the power coupling mechanism, then undergoes the primary deceleration and torque increase action of the main reducer, and finally is output to the left and right half shafts through the differential action of the differential mechanism.

[0071] In the dual-motor speed coupling drive mode, the input-output characteristics of the gearless parallel-axis multi-mode dual-motor coupling drive system satisfy the following relationship:

[0072]

[0073] The beneficial effects of the present invention are:

[0074] 1. The gearless parallel shaft multi-mode dual-motor coupling drive system described in the present invention makes full use of the complementarity between the torque oriented distribution technology and the dual-motor coupling drive technology in the application conditions. This technical solution improves the utilization rate of the auxiliary drive motor through mode switching, so that the automobile can simultaneously obtain the technical advantages of torque oriented distribution and dual-motor coupling drive. In the torque oriented distribution drive mode, the present invention can realize the arbitrary distribution of the driving torque between the left and right wheels of the automobile, which avoids power loss compared with the traditional electronic stability control system (ESP / VDC) relying on differential braking, and effectively improves the power, economy, handling stability and driving pleasure of the automobile. In the torque coupling mode, the auxiliary drive motor's power boosting effect enhances the vehicle's power performance and provides the vehicle with stronger acceleration and climbing capabilities. In the speed coupling mode, the speed regulation effect of the auxiliary drive motor enables the main drive motor to work more in the high efficiency range, effectively improving the driving efficiency of the electric drive system and achieving better energy economy of the whole vehicle.

[0075] 2. The gearless parallel-axis multi-mode dual-motor coupling drive system of the present invention realizes the functional switching of the power coupling mechanism and the differential coupling mechanism through two lock-ring synchronizers, thereby realizing the conversion of five drive modes of the electric drive system. This design realizes the conversion of multiple drive modes with fewer control actuators, and the system structure is streamlined and reliable in operation.

[0076] 3. Compared with the multi-mode dual-motor coupling drive system proposed by the inventor in the early stage, the gear ringless parallel shaft multi-mode dual-motor coupling drive system described in the present invention adopts a parallel shaft arrangement, and avoids the use of gear rings through the application of WW type planetary gear mechanism. The parallel shaft arrangement structure is simple and reliable, and reduces the use of hollow shafts and the appearance of "shaft sleeve shaft" structure. The gear ringless design also avoids the processing of internal gears, significantly reducing the cost of machining. These advantages make the present invention have better engineering potential and industrial application prospects. BRIEF DESCRIPTION OF THE DRAWINGS

[0077] Figure 1 This is a three-dimensional structural diagram of the gearless parallel-axis multi-mode dual-motor coupling drive system described in the present invention.

[0078] Figure 2 This is a simplified diagram of the mechanical principles of the gearless parallel-axis multi-mode dual-motor coupling drive system described in the present invention.

[0079] Figure 3 It is a three-dimensional cross-sectional view of the power coupling mechanism of the gearless parallel-axis multi-mode dual-motor coupling drive system described in the present invention.

[0080] Figure 4 It is a three-dimensional cross-sectional view of the differential coupling mechanism of the gearless parallel-axis multi-mode dual-motor coupling drive system described in the present invention.

[0081] Figure 5 It is a three-dimensional cross-sectional view of the differential mechanism of the gear-ringless parallel-axis multi-mode dual-motor coupling drive system described in the present invention.

[0082] Figure 6 It is a three-dimensional cross-sectional view of the first synchronization mechanism of the gearless parallel-axis multi-mode dual-motor coupling drive system described in the present invention.

[0083] Figure 7 It is a three-dimensional cross-sectional view of the second synchronization mechanism of the gearless parallel-axis multi-mode dual-motor coupling drive system described in the present invention.

[0084] Figure 8 Schematic diagram of the transmission path of the gearless parallel shaft multi-mode dual-motor coupling drive system in the main motor independent low-gear drive mode described in the present invention.

[0085] Fig. 9 Schematic diagram of the transmission path of the gearless parallel-axis multi-mode dual-motor coupling drive system described in the present invention in the main motor independent high-gear drive mode.

[0086] Fig.10 It is a schematic diagram of the transmission path of the gearless parallel-axis multi-mode dual-motor coupling drive system in the torque-oriented distribution mode described in the present invention.

[0087] Fig.11 Schematic diagram of the transmission path of the gearless parallel shaft multi-mode dual-motor coupling drive system in the dual-motor torque coupling drive mode described in the present invention.

[0088] Fig.12 It is a schematic diagram of the transmission path of the gearless parallel shaft multi-mode dual-motor coupled drive system in the dual-motor speed coupled drive mode described in the present invention. DETAILED DESCRIPTION

[0089] The present invention is further described in detail below in conjunction with the accompanying drawings so that those skilled in the art can implement the invention with reference to the description.

[0090] An embodiment of the present invention is given below in conjunction with the accompanying drawings.

[0091] like Figure 1 , Figure 2 As shown, a gearless parallel shaft multi-mode dual-motor coupling drive system is composed of a main drive motor 1, an auxiliary drive motor 2, a first synchronous mechanism control motor 3, a second synchronous mechanism control motor 4, a power coupling mechanism 5, a differential coupling mechanism 6, a differential mechanism 7, a first synchronous mechanism 8, a second synchronous mechanism 9 and a housing 10.

[0092] Among them, the main drive motor 1 is an inner rotor permanent magnet synchronous motor, which serves as the main power source of the electric drive system; the auxiliary drive motor 2 is also an inner rotor permanent magnet synchronous motor, which acts as a differential torque power source, a power assist motor and a speed regulating motor according to different drive modes; the first synchronous mechanism control motor 3 is a DC servo motor, which is used to control the working state of the first synchronous mechanism 8; the second synchronous control motor 4 is also a DC servo motor, which is used to control the working state of the second synchronous mechanism 9.

[0093] The main body of the power coupling mechanism 5 is a WW type planetary gear mechanism, which has two sun gears and two sets of planetary gears. According to different driving modes, it can respectively realize the torque coupling and speed coupling of the two power sources, the main drive motor 1 and the auxiliary drive motor 2, and the low gear drive and high gear drive of the main drive motor 1; the main body of the differential coupling mechanism 6 is also a WW type planetary gear mechanism, which has two sun gears and two sets of planetary gears. According to different driving modes, it is used to generate a pair of reverse torques, transmit the power of the auxiliary drive motor 2 and cut off the power transmission of the auxiliary drive motor 2; the main body of the differential mechanism 7 is also a WW type planetary gear mechanism, which has two sun gears and two sets of planetary gears, and is used to realize the differential function.

[0094] The core component of the first synchronization mechanism 8 is a lock-ring synchronizer, which is used to change the function of the power coupling mechanism 5, and has three states: left engagement, middle position and right engagement; the core component of the second synchronization mechanism 9 is also a lock-ring synchronizer, which is used to change the function of the differential coupling mechanism 6, and also has three states: left engagement, middle position and right engagement.

[0095] The housing 10 is used to accommodate various assemblies and components of the gearless parallel-axis multi-mode dual-motor coupling drive system.

[0096] like Figure 3 As shown, the power coupling mechanism 5 is composed of a first sun gear 501 , a second sun gear 502 , a first planetary gear 503 , a first planetary shaft 504 , a second planetary gear 505 , a second planetary shaft 506 and a first planetary carrier 507 .

[0097] Among them, the first sun gear 501 is a gear shaft, which is rotatably supported on the first planet carrier 507 through a needle bearing, and the end of its shaft is processed with an external spline, which is spline-connected with the output shaft of the main drive motor 1 as the first input end of the power coupling mechanism 5; the first planetary gear 503 is meshed with the first sun gear 501 for transmission, and is rotatably supported on the first planetary shaft 504 through a needle bearing; the second planetary gear 505 is meshed with the first planetary gear 503 for transmission, and is rotatably supported on the second planetary shaft 506 through a needle bearing; the first planetary shaft 504 and the second planetary shaft 506 are both installed on the first planet carrier 507; the second sun gear 502 is also a gear shaft, which is meshed with the second planetary gear 505 for transmission, and is rotatably supported on the first planetary carrier 507 through a needle bearing, and the end of its shaft is processed with an internal spline, which is the second input end of the power coupling mechanism 5; the first planetary carrier 507 is a left-right split bracket, and its left end is processed with an external spline, which is the output end of the power coupling mechanism 5.

[0098] like Figure 4 As shown, the differential coupling mechanism 6 is composed of a third sun gear 601 , a fourth sun gear 602 , a third planetary gear 603 , a third planetary shaft 604 , a fourth planetary gear 605 , a fourth planetary shaft 606 and a second planet carrier 607 .

[0099] Among them, the third sun gear 601 is a gear shaft, which is rotatably supported on the second planetary carrier 607 through a needle bearing, and the end of its shaft is processed with an external spline, which is spline-connected with the output shaft of the auxiliary drive motor 2 as the input end of the differential coupling mechanism 6; the third planetary gear 603 is meshed with the third sun gear 601 for transmission, and is rotatably supported on the third planetary shaft 604 through a needle bearing; the fourth planetary gear 605 is meshed with the third planetary gear 603 for transmission, and is rotatably supported on the fourth planetary shaft 606 through a needle bearing; the third planetary shaft 604 and the fourth planetary shaft 606 are both installed on the second planetary carrier 607; the fourth sun gear 602 is also a gear shaft, which is meshed with the fourth planetary gear 605 for transmission, and is rotatably supported on the second planetary carrier 607 through a needle bearing, and the end of its shaft is processed with an internal spline, which is the first output end of the differential coupling mechanism 6; the second planetary carrier 607 is a left and right split bracket, and its left end is processed with an external spline, which is the second output end of the differential coupling mechanism 6.

[0100] like Figure 5 As shown, the differential mechanism 7 is composed of a fifth sun gear 701 , a sixth sun gear 702 , a fifth planetary gear 703 , a fifth planetary shaft 704 , a sixth planetary gear 705 , a sixth planetary shaft 706 , a third planetary carrier 707 , a main reducer driven gear 708 and a second speed regulating gear 709 .

[0101] The fifth sun gear 701 is a gear shaft, which is rotatably supported on the third planet carrier 707 through a needle bearing, and the end of the shaft is processed with an external spline; the fifth planet gear 703 is meshed with the fifth sun gear 701 for transmission, and is rotatably supported on the fifth planet shaft 704 through a needle bearing; the sixth planet gear 705 is meshed with the fifth planet gear 703 for transmission, and is rotatably supported on the sixth planet shaft 606 through a needle bearing; the fifth planet shaft 704 and the sixth planet shaft 706 are both mounted on the third planet carrier 707; the sixth sun gear 702 is also a gear shaft, which is meshed with the sixth planet shaft 706 and is rotatably supported on the sixth planet shaft 606. The wheel 705 is meshed with the transmission and is rotatably supported on the third planetary carrier 707 through a needle bearing. The end of its shaft is connected to the right half shaft as the right output end of the drive system. The third planetary carrier 607 is a left-right split bracket, and an external spline is processed on the right end. The inner hole of the main reducer driven gear 708 is processed with an internal spline, which is spline-connected to the right end of the third planetary carrier 607. The second speed regulating gear 709 is a gear shaft, and a blind hole is processed on the right end. An internal spline is processed in the blind hole, and it is spline-connected to the fifth sun gear 701. The end of its shaft is connected to the left half shaft as the left output end of the drive system.

[0102] The fifth sun gear 701 and the sixth sun gear 702 have the same number of teeth.

[0103] like Figure 1 , Figure 6 As shown, the first synchronization mechanism 8 is composed of a first lock ring synchronizer 810, a first shift fork assembly 820, a first central shaft 801, a fixed shaft 802 and a main reducer driving gear 803. Among them, the core components of the first lock ring synchronizer 810 include a first spline hub 811, a first engagement sleeve 812, a first left engagement ring gear 813, a first left lock ring 814, a first right engagement ring gear 815 and a first right lock ring 816; the first shift fork assembly 820 is composed of a first shift fork 821, a first slider 822 and a first eccentric shaft 823.

[0104] The first center shaft 801 is a stepped shaft, and the left end, middle section and right end of the shaft are all machined with external splines. The left end is connected to the second synchronization mechanism 9, the middle section is splined to the first spline hub 811, and the right end is splined to the second sun gear 502 of the power coupling mechanism 5; the fixed shaft 802 is rotatably supported on the first center shaft 801 through a needle bearing, the middle section of which is a disc-shaped structure and is machined with circumferentially uniform through holes, and is connected to the housing 10 through screws, and the right end is machined with external splines and is splined to the first left engaging gear ring 813; the main reducer driving gear 803 is rotatably supported on the first center shaft 801 through a needle bearing, and is meshed with the main reducer driven gear 708 for transmission, the left end of which is machined with external splines and is splined to the first right engaging gear ring 815, and the right end of which is machined with internal splines and is splined to the first planetary carrier 507 of the power coupling mechanism 5.

[0105] The first shift fork 821 is a semi-circular ring-shaped part with an eccentric boss, and a through hole is machined at the center axis position. The first slider 822 is rotatably supported in the through hole, and its side surface contacts the inner side surface of the outer circular groove of the first coupling sleeve 812; the first eccentric shaft 823 is rotatably supported on the housing 10 through a needle bearing, and one end of the shaft is machined with an internal spline, which is spline-connected to the output shaft of the first synchronous mechanism control motor 3, and the other end of the shaft is machined with a boss with a through hole, which is fixed to the eccentric boss of the first shift fork 821 by screws.

[0106] When the drive mode needs to be switched, the first synchronization mechanism controls the motor 3 to drive the first eccentric shaft 823 to rotate, thereby driving the first shift fork 821 to rotate a certain angle around the first eccentric shaft 823, and then driving the first coupling sleeve 812 to move axially a certain distance through the first slider 822, thereby changing the working state of the first lock ring synchronizer 810.

[0107] like Figure 1 , Figure 7 As shown, the second synchronization mechanism 9 is composed of a second lock ring synchronizer 910, a second shift fork assembly 920, a second central shaft 901, an outer shaft 902 and a first speed regulating gear 903. Among them, the core components of the second lock ring synchronizer 910 include a second spline hub 911, a second engagement sleeve 912, a second left engagement ring gear 913, a second left lock ring 914, a second right engagement ring gear 915 and a second right lock ring 916; the second shift fork assembly 920 is composed of a second shift fork 921, a second slider 922 and a second eccentric shaft 923.

[0108] The second center shaft 901 is a stepped shaft, and the left end, middle section and right end of the shaft are all processed with splines. The spline on the left end is an external spline, which is spline-connected to the fourth sun gear 602 of the differential coupling mechanism 6, and the spline on the middle section is also an external spline, which is spline-connected to the second right engaging gear ring 915, and the spline on the right end is an internal spline, which is spline-connected to the first center shaft 801 of the first synchronization mechanism 8; the outer shaft 902 is rotatably supported on the second center shaft 901 by a needle bearing, and the right end of the shaft is processed with an external spline, which is spline-connected to the second right engaging gear ring 915, and the left end of the shaft is processed with an internal spline, which is spline-connected to the second planetary carrier 607 of the differential coupling mechanism 6; the first speed regulating gear 903 is rotatably supported on the outer shaft 902 by a needle bearing, and meshes with the second speed regulating gear 709 for transmission, and the right end of the shaft is processed with an external spline and is spline-connected to the second left engaging gear ring 913.

[0109] The second shift fork 921 is also a semi-circular part with an eccentric boss, and a through hole is machined at the center axis position. The second slider 822 is rotatably supported in the through hole, and its side surface contacts the inner side surface of the outer circular groove of the second coupling sleeve 912; the second eccentric shaft 923 is rotatably supported on the housing 10 through a needle bearing, and one end of the shaft is machined with an internal spline, which is spline-connected to the output shaft of the second synchronous mechanism control motor 4, and the other end of the shaft is machined with a boss with a through hole, which is fixed to the eccentric boss of the second shift fork 921 by screws.

[0110] When the drive mode needs to be switched, the second synchronization mechanism controls the motor 4 to drive the second eccentric shaft 923 to rotate, thereby driving the second fork 921 to rotate a certain angle around the second eccentric shaft 923, and then driving the second coupling sleeve 912 to move axially a certain distance through the second slider 922, thereby changing the working state of the second lock ring synchronizer 910.

[0111] The number of teeth z of the first speed regulating gear 903 t1 , the number of teeth z of the second speed regulating gear 709 t2 , the number of teeth z of the third sun gear 601 s3 , the number of teeth z of the fourth sun gear 602 s4 , the number of teeth of the main reducer driving gear 803 m1 and the number of teeth z of the driven gear 708 of the main reducer m2 Satisfies the following relationship:

[0112]

[0113] The gearless parallel shaft multi-mode dual-motor coupling drive system has five driving modes: main motor independent low gear drive mode, main motor independent high gear drive mode, torque directional distribution mode, dual-motor torque coupling drive mode and dual-motor speed coupling drive mode. By controlling the first synchronization mechanism control motor 3 and the second synchronizer control mechanism motor 4, the first synchronization mechanism 8 and the second synchronization mechanism 9 can switch between different states, so that the gearless parallel shaft multi-mode dual-motor coupling drive system can switch between five working modes.

[0114] As shown in the following table, when the first synchronous mechanism 8 is in the left engagement state and the second synchronous mechanism 9 is in the neutral state, the gearless parallel shaft type multi-mode dual-motor coupling drive system operates in the main motor independent low-gear drive mode; when the first synchronous mechanism 8 is in the right engagement state and the second synchronous mechanism 9 is in the neutral state, the gearless parallel shaft type multi-mode dual-motor coupling drive system operates in the main motor independent high-gear drive mode; when the first synchronous mechanism 8 is in the right engagement state and the second synchronous mechanism 9 is in the left engagement state, the gearless parallel shaft type multi-mode dual-motor coupling drive system operates in the torque directional distribution mode; when the first synchronous mechanism 8 and the second synchronous mechanism 9 are both in the right engagement state, the gearless parallel shaft type multi-mode dual-motor coupling drive system operates in the dual-motor torque coupling drive mode; when the first synchronous mechanism 8 is in the neutral state and the second synchronous mechanism 9 is in the right engagement state, the gearless parallel shaft type multi-mode dual-motor coupling drive system operates in the dual-motor speed coupling drive mode.

[0115]

[0116] like Figure 8 As shown, when the gearless parallel shaft multi-mode dual-motor coupling drive system operates in the main motor independent low-gear drive mode, the first sun gear 501 of the power coupling mechanism 5 is connected to the housing 10 through the first lock ring synchronizer 810, and the power coupling mechanism 5 acts as a reducer; the differential coupling mechanism 6 is in a free state, cutting off the power transmission route of the auxiliary drive motor 2.

[0117] At this time, the power output by the main drive motor 1 is output to the left and right half shafts through the differential action of the differential mechanism 7 after the two-stage deceleration and torque increase action of the power coupling mechanism 5 and the main reducer (composed of the main reducer driving gear 803 and the main reducer driven gear 708).

[0118] The input-output characteristics of the gearless parallel-axis multi-mode dual-motor coupling drive system in the main motor independent low-gear drive mode satisfy the following relationship:

[0119]

[0120] Where, T l ,T r ,n l ,n r are the output torque and output speed of the left and right half shafts respectively; T m ,n m are the output torque and output speed of the main drive motor 1 respectively; s1 ,z s2 are the number of teeth of the first sun gear 501 and the second sun gear 502 respectively.

[0121] like Fig. 9As shown, when the gearless parallel shaft multi-mode dual-motor coupling drive system operates in the main motor independent high-gear drive mode, the first sun gear 501 of the power coupling mechanism 5 is connected to the main reducer driving gear 803 through the first lock ring synchronizer 810, and then connected to the first planetary carrier 507 of the power coupling mechanism 5, and the power coupling mechanism 5 is in a locked state; the differential coupling mechanism 6 is in a free state, cutting off the power transmission route of the auxiliary drive motor 2.

[0122] At this time, the power output by the main drive motor 1 is output to the left and right half shafts through the differential action of the differential mechanism 7 after the primary speed reduction and torque increase effect of the main reducer.

[0123] The input-output characteristics of the gearless parallel-axis multi-mode dual-motor coupling drive system in the main motor independent high-gear drive mode satisfy the following relationship:

[0124]

[0125] like Fig.10 As shown, when the gearless parallel shaft multi-mode dual-motor coupling drive system operates in the torque directional distribution mode, the first sun gear 501 of the power coupling mechanism 5 is connected to the main reducer driving gear 803 through the first lock ring synchronizer 810, and then connected to the first planetary carrier 507 of the power coupling mechanism 5, and the power coupling mechanism 5 is in a locked state; the fourth sun gear 602 of the differential coupling mechanism 6 is connected to the first center shaft 801 through the second center shaft 901, and then connected to the power coupling mechanism 5; the second planetary carrier 607 of the differential coupling mechanism 6 is connected to the first speed regulating gear 803 through the second lock ring synchronizer 910, thereby meshing with the second speed regulating gear 709 (connected to the left half shaft) for transmission.

[0126] At this time, the power output by the main drive motor 1 is output to the left and right half shafts through the differential action of the differential mechanism 7 after the first-stage deceleration and torque increase of the main reducer; the torque output by the auxiliary drive motor 2 is converted into two torques of opposite directions through the differential coupling mechanism 6, and these two torques are converted into a pair of equal and opposite torques after the deceleration and torque increase of the speed regulating gear pair (composed of the first speed regulating gear 803 and the second speed regulating gear 709) and the main reducer, and act on the left half shaft and the third planetary carrier 707 respectively, and finally, under the action of the WW type planetary gear mechanism (composed of the fifth sun gear 701, the sixth sun gear 702, the fifth planetary gear 703, the fifth planetary shaft 704, the sixth planetary gear 705, the sixth planetary shaft 706 and the third planetary carrier 707) of the differential mechanism 7, they are converted into equal and opposite differential torques acting on the left and right half shafts respectively.

[0127] The input-output characteristics of the gearless parallel shaft multi-mode dual-motor coupling drive system in the torque directional distribution mode satisfy the following relationship:

[0128]

[0129] Where, T a ,n a are the output torque and output speed of the auxiliary drive motor 2 respectively.

[0130] like Fig.11 As shown, when the gearless parallel shaft multi-mode dual-motor coupling drive system operates in the dual-motor torque coupling drive mode, the first sun gear 501 of the power coupling mechanism 5 is connected to the main reducer driving gear 803 through the first lock ring synchronizer 810, and then connected to the first planetary carrier 507 of the power coupling mechanism 5, and the power coupling mechanism 5 is in a locked state; the second planetary carrier 607 of the differential coupling mechanism 6 is connected to the first center shaft 901 through the second lock ring synchronizer 910, and then connected to the fourth sun gear 602 of the differential coupling mechanism 6, and the differential coupling mechanism 6 is also in a locked state.

[0131] At this time, the power output by the main drive motor 1 is output to the left and right half-axles through the differential action of the differential mechanism 7 after the first-stage deceleration and torque increase of the main reducer; the power output by the auxiliary drive motor 2 is also output to the left and right half-axles through the differential action of the differential mechanism 7 after the first-stage deceleration and torque increase of the main reducer.

[0132] The input-output characteristics of the gearless parallel shaft multi-mode dual-motor coupling drive system in the dual-motor torque coupling drive mode satisfy the following relationship:

[0133]

[0134] like Fig.12 As shown, when the gearless parallel shaft multi-mode dual-motor coupling drive system operates in the dual-motor speed coupling drive mode, the power coupling mechanism 5 is a two-input single-output transmission mechanism, and its two input ends are respectively connected to the power transmission paths of the main drive motor 1 and the auxiliary drive motor 2; the second planetary carrier 607 of the differential coupling mechanism 6 is connected to the first center shaft 901 through the second lock ring synchronizer 910, and then connected to the fourth sun gear 602 of the differential coupling mechanism 6, and the differential coupling mechanism 6 is in a locked state.

[0135] At this time, the power output by the main drive motor 1 and the auxiliary drive motor 2 first undergoes the speed coupling action of the power coupling mechanism 5, then undergoes the primary deceleration and torque increase action of the main reducer, and finally is output to the left and right half-axles through the differential action of the differential mechanism 7.

[0136] The input-output characteristics of the gearless parallel shaft multi-mode dual-motor coupling drive system in the dual-motor speed coupling drive mode satisfy the following relationship:

[0137]

[0138] Although the embodiments of the present invention have been disclosed as above, they are not limited to the applications listed in the specification and the implementation modes. They can be fully applied to various fields suitable for the present invention. For those familiar with the art, additional modifications can be easily implemented. Therefore, without departing from the general concept defined by the claims and the scope of equivalents, the present invention is not limited to the specific details and the illustrations shown and described herein.

Claims

1. A gearless parallel shaft multi-mode dual-motor coupling drive system, characterized in that: include: A main drive motor, serving as the main power source of the gearless parallel shaft multi-mode dual-motor coupled drive system; The auxiliary drive motor functions as a differential torque power source, a boost motor, and a speed regulating motor, depending on the drive mode; The power coupling mechanism, whose main body is a planetary gear mechanism with two sun gears and two sets of planetary gears, can realize torque coupling and speed coupling of the output power of the main drive motor and the auxiliary drive motor, and low gear drive and high gear drive of the main drive motor respectively according to different drive modes; The differential coupling mechanism, whose main body is also a planetary gear mechanism with two sun gears and two sets of planetary gears, is used to generate a pair of reverse torques, transmit the power of the auxiliary drive motor, and cut off the power transmission of the auxiliary drive motor according to different driving modes; The differential mechanism, whose main body is also a planetary gear mechanism with two sun gears and two sets of planetary gears, is used to realize the differential function; A first synchronization mechanism, used to change the function of the power coupling mechanism, having three states: left engagement, middle position and right engagement; A second synchronization mechanism, used to change the function of the differential coupling mechanism, having three states: left engagement, middle position and right engagement; a first synchronization mechanism control motor, used to control the state of the first synchronization mechanism; a second synchronization mechanism control motor, used for controlling the state of the second synchronization mechanism; The housing is used to accommodate various assemblies and components of the gearless parallel-axis multi-mode dual-motor coupling drive system.

2. The gearless parallel-axis multi-mode dual-motor coupling drive system according to claim 1, characterized in that: The gearless parallel shaft multi-mode dual-motor coupling drive system has five driving modes, namely, a main motor independent low-gear driving mode, a main motor independent high-gear driving mode, a torque directional distribution mode, a dual-motor torque coupling driving mode and a dual-motor speed coupling driving mode; by controlling the first synchronous mechanism to control the motor and the second synchronous mechanism to control the motor, the gearless parallel shaft multi-mode dual-motor coupling drive system can switch between the five driving modes.

3. The gearless parallel-axis multi-mode dual-motor coupling drive system according to claim 2, characterized in that: When the first synchronization mechanism is in the left engagement state and the second synchronization mechanism is in the neutral state, the gear ring-less parallel shaft multi-mode dual-motor coupling drive system operates in the main motor independent low-gear drive mode; When the first synchronization mechanism is in the right engagement state and the second synchronization mechanism is in the neutral state, the gear ring-less parallel shaft multi-mode dual-motor coupling drive system operates in the main motor independent high-gear drive mode; When the first synchronization mechanism is in the right engagement state and the second synchronization mechanism is in the left engagement state, the gearless parallel shaft multi-mode dual-motor coupling drive system operates in the torque directional distribution mode; When the first synchronization mechanism and the second synchronization mechanism are both in the right engagement state, the gearless parallel shaft multi-mode dual-motor coupling drive system operates in the dual-motor torque coupling drive mode; When the first synchronization mechanism is in a neutral state and the second synchronization mechanism is in a right engagement state, the gear ringless parallel shaft multi-mode dual-motor coupling drive system operates in a dual-motor speed coupling drive mode.

4. The gearless parallel-axis multi-mode dual-motor coupling drive system according to claim 1, characterized in that: The power coupling mechanism is mainly composed of a first sun gear, a second sun gear, a first planetary gear, a first planetary shaft, a second planetary gear, a second planetary shaft and a first planetary carrier; the differential coupling mechanism is mainly composed of a third sun gear, a fourth sun gear, a third planetary gear, a third planetary shaft, a fourth planetary gear, a fourth planetary shaft and a second planetary carrier; the differential mechanism is mainly composed of a fifth sun gear, a sixth sun gear, a fifth planetary gear, a fifth planetary shaft, a sixth planetary gear, a sixth planetary shaft, a third planetary carrier, a main reducer driven gear and a second speed regulating gear; the first synchronization mechanism is mainly composed of a first lock ring synchronizer, a first shift fork assembly, a first center shaft, a fixed shaft and a main reducer driving gear; the second synchronization mechanism is mainly composed of a second lock ring synchronizer, a second shift fork assembly, a second center shaft, an outer shaft and a first speed regulating gear.

5. The gearless parallel-axis multi-mode dual-motor coupling drive system according to claim 4, characterized in that: The fifth sun gear has the same number of teeth as the sixth sun gear; the first speed regulating gear has the same number of teeth as the sixth sun gear; t1 , the number of teeth z of the second speed regulating gear t2 , the number of teeth z of the third sun gear s3 , the number of teeth z of the fourth sun gear s4 , the number of teeth z of the main reducer driving gear m1 and the number of teeth z of the driven gear of the main reducer m2 Satisfies the following relationship:

6. The gearless parallel-axis multi-mode dual-motor coupling drive system according to claim 4, characterized in that: The first sun gear of the power coupling mechanism is spline-connected to the output shaft of the main drive motor, the second sun gear of the power coupling mechanism is spline-connected to the first center shaft of the first synchronization mechanism, and the first planet carrier of the power coupling mechanism is spline-connected to the main reducer driving gear of the first synchronization mechanism; The third sun gear of the differential coupling mechanism is spline-connected to the output shaft of the auxiliary drive motor, the fourth sun gear of the differential coupling mechanism is spline-connected to the second center shaft of the second synchronization mechanism, and the second planet carrier of the differential coupling mechanism is spline-connected to the outer shaft of the second synchronization mechanism; The fixed shaft of the first synchronization mechanism is fixedly connected to the housing by screws; The second center shaft of the second synchronization mechanism is spline-connected to the first center shaft of the first synchronization mechanism; The driven gear of the main reducer of the differential mechanism is meshed with the driving gear of the main reducer of the first synchronous mechanism for transmission, and the second speed regulating gear of the differential mechanism is meshed with the first speed regulating gear of the second synchronous mechanism for transmission; The fifth sun gear of the differential mechanism serves as the output end of the gearless parallel shaft multi-mode dual-motor coupling drive system and is connected to the right wheel through a flange. The second speed regulating gear of the differential mechanism serves as the output end of the gearless parallel shaft multi-mode dual-motor coupling drive system and is connected to the left wheel through a flange.

7. The gearless parallel-axis multi-mode dual-motor coupling drive system according to claim 4, characterized in that: When the first synchronous mechanism is in a left-engaged state, the first central shaft is connected to the fixed shaft; when the first synchronous mechanism is in a right-engaged state, the first central shaft is connected to the driving gear of the final reducer; When the second synchronization mechanism is in the left engagement state, the outer shaft is connected to the first speed regulating gear; When the second synchronizer mechanism is in the right engagement state, the outer shaft is connected to the second center shaft.

8. The gearless parallel-axis multi-mode dual-motor coupling drive system according to claim 4, characterized in that: In the first synchronization mechanism, the first center shaft is spline-connected to the spline hub of the first lock-ring synchronizer, the fixed shaft is rotatably supported on the first center shaft through a needle roller bearing and is spline-connected to the left engagement ring gear of the first lock-ring synchronizer, and the main reducer driving gear is also rotatably supported on the first center shaft through a needle roller bearing and is spline-connected to the right engagement ring gear of the first lock-ring synchronizer; In the second synchronization mechanism, the second center shaft is spline-connected to the right engaging gear ring of the second lock-ring synchronizer, the outer shaft is rotationally supported on the second center shaft through a needle bearing and is spline-connected to the spline hub of the first lock-ring synchronizer, and the first speed regulating gear is also rotationally supported on the outer shaft through a needle bearing and is spline-connected to the left engaging gear ring of the first lock-ring synchronizer.

9. The gearless parallel-axis multi-mode dual-motor coupling drive system according to claim 4, characterized in that: The first shift fork assembly and the second shift fork assembly are both semi-circular ring-shaped components with eccentric shafts and are spline-connected to the output shafts of the first synchronization mechanism control motor and the second synchronization mechanism control motor, respectively, and sliders are installed inside them; when it is necessary to switch the driving mode, the synchronization mechanism control motor drives the eccentric shaft to rotate, thereby driving the shift fork to rotate around the eccentric shaft by a certain angle, and then drives the synchronizer's coupling sleeve to move axially by a certain distance through the slider, thereby changing the working state of the synchronizer.

Images