Dual-motor coupling driving mechanism

Abstract

The invention discloses a dual-motor coupling driving mechanism, and relates to the technical field of electric automobiles. The device comprises a left motor, a right motor, a left speed reducer, a right speed reducer, a left half shaft, a right half shaft, a left clutch and a right clutch, the left speed reducer comprises a left first-stage transmission assembly, a left second-stage transmission assembly, a left first-stage linkage piece and a left second-stage linkage piece. The right speed reducer comprises a right first-stage transmission assembly, a right second-stage transmission assembly, a right first-stage linkage piece and a right second-stage linkage piece. The left clutch is used for being connected with and in transmission connection with the left first-stage linkage piece and the right second-stage linkage piece. The right clutch is used for connecting and being in transmission connection with the right first-stage linkage piece and the left second-stage linkage piece. The left motor and the right motor can independently control the right wheel and the left wheel respectively, the left first-stage linkage piece and the right second-stage linkage piece can be connected through the left clutch, and therefore the torque of the right wheel is increased; the right first-stage linkage piece and the left second-stage linkage piece are connected through the right clutch, and therefore the torque of the left wheel is increased.

Description

Technical Field

[0001] The present invention relates to the technical field of electric vehicles, and more particularly to a dual-motor coupling drive mechanism. Background Art

[0002] When an automobile travels off-road on unpaved roads with harsh conditions, it often encounters the phenomenon that one side wheel is locked and the other side wheel is in the air. The locked side wheel cannot overcome the external torque, so the vehicle cannot run normally.

[0003] The existing methods for enabling the locked side wheel to overcome the external torque mainly adopt a centralized vehicle drive system or a distributed vehicle drive system to achieve active torque vector distribution.

[0004] The centralized vehicle drive system often realizes it through a differential with an active torque distribution function, and there are mainly two technical routes. One is to realize the torque vector function by adding an actively controlled friction plate clutch (electronic limited-slip differential), and the other is to realize the torque vector control by a torque distribution motor (engine shunt).

[0005] The distributed drive system usually uses multiple electric motors to drive different wheels respectively, so only the output torque of each wheel motor needs to be controlled separately to achieve torque vector control; see Figure 13 、 14 , and some vehicle models are also equipped with a motor coupling to realize motor parallel connection and increase the torque output capacity of a single side wheel.

[0006] Compared with the centralized drive scheme, the distributed drive scheme can simultaneously realize functions such as large torque output on one side, high-speed active yaw moment distribution, and low-speed in-situ turning. However, since the torque cannot be vectorially transmitted between the drive motors on both sides of the distributed drive mechanism, when the total output torque is the same, when the torque is appropriately distributed to a single side wheel, the output torque of the single side wheel is limited by the maximum torque of a single motor at different speeds, resulting in a small output torque and being insufficient to get the vehicle out of trouble.

[0007] Therefore, how to provide an automotive dual-motor coupling drive mechanism that can increase the torque of a single side wheel and enhance the driving stability of the vehicle on unpaved roads is an urgent problem to be solved by those skilled in the art. Summary of the Invention

[0008] In view of this, the present invention aims to provide a dual-motor coupling drive mechanism to at least to some extent solve the problem in the prior art that the output torque of a single side wheel is limited and insufficient to get the vehicle out of trouble.

[0009] To achieve the above object, the present invention adopts the following technical solutions:

[0010] A dual-motor coupling drive mechanism, comprising: a left motor, a right motor, a left reducer, a right reducer, a left half shaft, a right half shaft, a left clutch and a right clutch;

[0011] The left reducer includes a left first-stage transmission component, a left second-stage transmission component, a left first-stage linkage member and a left second-stage linkage member; the input end of the left first-stage transmission component is drivingly connected to the left motor; the input ends of the left second-stage transmission component and the left first-stage linkage member are both drivingly connected to the output end of the left first-stage transmission component; the input ends of the right half shaft and the left second-stage linkage member are both drivingly connected to the output end of the left second-stage transmission component, and the output end of the right half shaft is drivingly connected to a right wheel;

[0012] The right reducer includes a right first-stage transmission component, a right second-stage transmission component, a right first-stage linkage member and a right second-stage linkage member; the input end of the right first-stage transmission component is drivingly connected to the right motor; the input ends of the right second-stage transmission component and the right first-stage linkage member are both drivingly connected to the output end of the right first-stage transmission component; the input ends of the left half shaft and the right second-stage linkage member are both drivingly connected to the output end of the right second-stage transmission component, and the output end of the left half shaft is drivingly connected to a left wheel;

[0013] The left clutch is used to engage and drivingly connect the left first-stage linkage member and the right second-stage linkage member; the right clutch is used to engage and drivingly connect the right first-stage linkage member and the left second-stage linkage member.

[0014] The beneficial effects that the present invention can achieve: when neither the left nor the right clutch is working, the left motor can drive the left first-stage transmission component to move, thereby driving the left second-stage transmission component to move, and further driving the right half shaft to move. Thus, the output torque of the left motor is transmitted to the right wheel through the right half shaft to drive the right wheel to rotate; similarly, the right motor drives the left wheel to rotate. When the left clutch is working, while the left motor drives the right wheel to rotate, the torque transmitted by the right motor through the right first-stage transmission component and the right second-stage transmission component to the right second-stage linkage member can be transmitted to the left first-stage linkage member through the left clutch. Then, this torque is further transmitted to the right half shaft after being decelerated and torque-increased by the left first-stage transmission component and the left second-stage transmission component, and finally transmitted to the right wheel, thereby increasing the torque of the right wheel; similarly, the torque of the left wheel can be increased by closing the right clutch.

[0015] Preferably, the left first-stage transmission component includes a left sun gear and a plurality of left first-stage planetary gears; the input end of the left sun gear is drivingly connected to the left motor; the plurality of left first-stage planetary gears are meshingly connected to the outer peripheral side of the left sun gear; the input end of the left second-stage transmission component is drivingly connected to the left first-stage planetary gears; the left first-stage linkage member is provided with a first left internal tooth that meshes and drives with the left first-stage planetary gears;

[0016] The right first-stage transmission assembly includes a right sun gear and multiple right first-stage planetary gears; the input end of the right sun gear is drivingly connected to the right motor; the multiple right first-stage planetary gears are meshingly connected to the outer peripheral side of the right sun gear; the input end of the right second-stage transmission assembly is drivingly connected to the right first-stage planetary gears; the right first-stage linkage member is provided with a first right internal tooth that meshes and drives with the right first-stage planetary gears.

[0017] Preferably, the left second-stage transmission assembly includes multiple left second-stage planetary gears and a left second-stage internal gear ring. Each left second-stage planetary gear is drivingly connected to the left first-stage planetary gear through a first rotating shaft. The left second-stage internal gear ring is meshingly driven on the outer peripheral side of the multiple left second-stage planetary gears; the left second-stage linkage member is fixedly connected to the left second-stage internal gear ring; the right half shaft is drivingly connected to the left second-stage internal gear ring.

[0018] The right second-stage transmission assembly includes multiple right second-stage planetary gears and a right second-stage internal gear ring. Each right second-stage planetary gear is drivingly connected to the right first-stage planetary gear through a second rotating shaft. The right second-stage internal gear ring is meshingly driven on the outer peripheral side of the multiple right second-stage planetary gears; the right second-stage linkage member is fixedly connected to the right second-stage internal gear ring; the left half shaft is drivingly connected to the right second-stage internal gear ring.

[0019] Preferably, a right half shaft transmission connection assembly is further provided. The right half shaft transmission connection assembly includes a left driving gear and a left driven gear. The left driving gear is drivingly connected to the left second-stage internal gear ring. The left driven gear is meshingly driven to connect to the left driving gear. The input end of the right half shaft is drivingly connected to the left driven gear.

[0020] Preferably, a left half shaft transmission connection assembly is further provided. The left half shaft transmission connection assembly includes a right driving gear and a right driven gear. The right driving gear is drivingly connected to the right second-stage internal gear ring. The right driven gear is meshingly driven to connect to the right driving gear. The input end of the left half shaft is drivingly connected to the right driven gear.

[0021] Preferably, the left clutch and the right clutch have the same structure and both include multiple internal tooth friction plates, multiple external tooth friction plates and a pressing plate assembly. The multiple internal tooth friction plates and the multiple external tooth friction plates are alternately arranged. The pressing plate assembly is used to press or loosen the internal tooth friction plates and the external tooth friction plates.

[0022] Among them, the left primary linkage is provided with a second left internal tooth engaged with the external tooth friction plate in the left clutch; the right secondary linkage is provided with a right external tooth engaged with the internal tooth friction plate in the left clutch; the right secondary linkage is provided with a second right internal tooth engaged with the external tooth friction plate in the right clutch, and the left secondary linkage is provided with the left external tooth engaged with the internal tooth friction plate in the right clutch.

[0023] Preferably, the pressure plate assembly includes a driving assembly, a pressure ring and a return spring, the pressure ring is transmission-connected to the output end of the driving assembly, and a limiting ring is formed on its outer ring wall; wherein, the pressure ring in the left clutch is slidably connected to the outer ring wall of the right secondary linkage member along an axial direction parallel to the corresponding inner tooth friction plate to tighten or loosen the corresponding inner tooth friction plate and the outer tooth friction plate, and the return spring is installed between the corresponding limiting ring and the left primary linkage member; the pressure ring in the right clutch is slidably connected to the outer ring wall of the left secondary linkage member along an axial direction parallel to the corresponding inner tooth friction plate to tighten or loosen the corresponding inner tooth friction plate and the outer tooth friction plate, and the return spring is installed between the corresponding limiting ring and the right primary linkage member.

[0024] Preferably, the driving assembly includes a driving motor, a worm gear transmission assembly, a fixed ring, a plurality of balls and a slip ring; the input end of the worm gear transmission assembly is transmission-connected to the driving motor, the fixed ring is arranged axially parallel to the pressure ring and is fixed to the output end of the worm gear transmission assembly, and the plurality of balls are evenly spaced circumferentially and rotatably connected to the end face of the fixed ring close to the pressure ring; the slip ring is rotationally connected to the pressure ring and an arcuate rolling groove is provided at one end close to the fixed ring corresponding to each ball and connected to the ball in a rolling manner, and each of the arcuate rolling grooves is an arcuate inclined groove with a groove depth gradually increasing along the same circumferential direction.

[0025] Preferably, the worm gear transmission assembly includes a worm and a worm wheel, the input end of the worm is transmission-connected to the drive motor, the worm wheel is axially parallel to the pressure ring and its input end is transmission-connected to the worm, and the fixing ring is fixedly connected to the worm wheel.

[0026] Preferably, the inner ring wall of the worm wheel is provided with a plurality of slots evenly spaced circumferentially therethrough and arranged close to the pressure ring, and the fixing ring is provided with a plurality of protrusions evenly spaced circumferentially therethrough, and the protrusions are limit-connected in the slots.

[0027] It can be seen from the above technical solutions that, compared with the prior art, the present invention discloses a dual-motor coupling drive mechanism, which has the following beneficial effects:

[0028] 1. When the left clutch and the right clutch of the present invention are not working, a traditional distributed drive structure is formed, and each wheel is independently controlled by a corresponding motor, thereby improving the flexibility and stability of vehicle control.

[0029] 2. By respectively arranging the left and right clutches on the left and right speed reducers, the present invention can engage the left first-level linkage member with the right second-level linkage member through the left clutch, and transmit the torque output by the right motor to the right wheel after decelerating and increasing the torque; through the right clutch, the right first-level linkage member is engaged with the left second-level linkage member, and the torque output by the left motor is transmitted to the left wheel after decelerating and increasing the torque; furthermore, when one-sided wheel slip occurs while the other-sided wheel is locked, the torque of the slipping-side wheel can be transmitted to the linked external gear ring of the locked-side wheel reducer through the slipping-side motor and reducer after decelerating and increasing the torque, and then output to the locked-side wheel after decelerating and increasing the torque by the locked-side reducer, thereby achieving a greater one-sided torque output. This design breaks through the limitation that ordinary dual motors can only achieve the torque superposition of both motors, and significantly enhances the vehicle's off-road ability.

[0030] 3. The left clutch and the right clutch of the present invention both adopt friction plate clutches, which can achieve torque vector control. During the working process, when it is necessary to adjust the torque distribution of both-sided wheels, by controlling the pressing force between the internal tooth friction plate and the external tooth friction plate in the clutch, the torque output of one-sided wheel can be reduced while increasing the torque output of the other-sided wheel. That is to say, the output torque of a single wheel on one side can exceed the maximum torque limit of a single motor, thereby realizing the power transmission between both-sided wheels, breaking through the situation that the output torque of a single wheel on one side of a traditional four-motor vehicle is limited by the maximum torque of a single motor at different rotational speeds. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the drawings in the following description are only the embodiments of the present invention. For those of ordinary skill in the art, other drawings can be obtained according to the provided drawings without creative efforts.

[0032] Figure 1 FIG. is a schematic structural diagram of a dual-motor coupling drive mechanism provided by the present invention.

[0033] Figure 2 FIG. is an exploded structural diagram of the left motor, the left speed reducer, and the left half shaft provided by the present invention.

[0034] Figure 3 FIG. is an exploded structural diagram of the left speed reducer provided by the present invention.

[0035] Figure 4Exploded structural schematic diagram of the left reducer and the right reducer provided by the present invention.

[0036] Figure 5 Exploded structural schematic diagram of a dual-motor coupling drive mechanism provided by the present invention.

[0037] Figure 6 Exploded structural schematic diagram of the left clutch, the right linkage outer gear ring and the left linkage inner gear ring provided by the present invention.

[0038] Figure 7 Exploded structural schematic diagram of the left clutch provided by the present invention.

[0039] Figure 8 Structural schematic diagram of the slip ring provided by the present invention.

[0040] Figure 9 Structural schematic diagram of the assembly structure of the fixed ring and the ball provided by the present invention.

[0041] Figure 10 Structural schematic diagram of the connection structure of the fixed ring, the ball and the pressing ring provided by the present invention.

[0042] Figure 11 Cross-sectional structural schematic diagram of a dual-motor coupling drive mechanism provided by the present invention.

[0043] Figure 12 For Figure 11 Enlarged structural schematic diagram of part A in

[0044] Figure 13 Structural schematic diagram of the prior art in which the output shafts of the left and right motors are connected by a coupling.

[0045] Figure 14 Structural schematic diagram of the prior art in which the left and right half shafts are connected by a coupling.

[0046] In the figure: 1 - left motor, 101 - left motor output shaft, 2 - right motor, 201 - right motor output shaft, 3 - left reducer, 31 - left sun gear, 32 - left first - stage planetary gear transmission assembly, 33 - left first - stage linkage, 331 - first left internal gear, 332 - second left internal gear, 34 - left second - stage planetary gear, 35 - left second - stage internal gear ring, 36 - first rotating shaft, 37 - left second - stage linkage, 38 - left driving gear, 39 - left driven gear, 4 - right reducer, 41 - right sun gear, 42 - right first - stage planetary gear, 43 - right first - stage linkage, 431 - first right internal gear, 432 - second right internal gear, 44 - right second - stage planetary gear, 45 - right second - stage internal gear ring, 46 - second rotating shaft, 47 - right second - stage linkage, 48 - right driving gear, 49 - right driven gear, 5 - left half - shaft, 6 - right half - shaft, 7 - left clutch, 71 - internal - tooth friction plate, 72 - external - tooth friction plate, 73 - pressure ring, 731 - limit ring, 74 - return spring, 75 - driving motor, 76 - worm - and - worm - wheel transmission assembly, 761 - worm, 762 - worm wheel, 7621 - card slot opening, 77 - fixing ring, 771 - card projection, 78 - ball, 79 - slip ring, 791 - arc - shaped rolling groove, 8 - right clutch, 9 - left planet carrier, 10 - right planet carrier, 11 - left wheel, 12 - right wheel, 13 - coupling. Detailed implementation manners

[0047] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0048] In the description of the present invention, it should be understood that the orientation or positional relationship indicated by the terms "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as a limitation to the present invention.

[0049] In the present invention, unless otherwise clearly defined and limited, terms such as "installation", "connection", "linkage", "fixation" shall be understood in a broad sense. For example, it may be a fixed connection, a detachable connection, or an integral one; it may be a mechanical connection or an electrical connection; it may be a direct connection or an indirect connection through an intermediate medium, and it may be the communication inside two components or the interaction relationship between two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0050] Please refer to Figures 1 - 12 , an embodiment of the present invention discloses a dual-motor coupled drive mechanism, including: a reduction gearbox (not shown in the figure), a left motor 1, a right motor 2, a left reducer 3, a right reducer 4, a left half shaft 5, a right half shaft 6, a left clutch 7 and a right clutch 8. The left reducer 3 and the right reducer 4 are both placed inside the reduction gearbox; the reduction gearbox is fixed to the vehicle bottom. A left planet carrier 9 and a right planet carrier 10 are respectively installed on the left and right end walls inside the reduction gearbox.

[0051] The left reducer 3 includes a left first-stage transmission assembly, a left second-stage transmission assembly, a left first-stage linkage 33 and a left second-stage linkage 37; the input end of the left first-stage transmission assembly is drivingly connected to the left motor 1; the input ends of the left second-stage transmission assembly and the left first-stage linkage 33 are both drivingly connected to the output end of the left first-stage transmission assembly; the input ends of the right half shaft 6 and the left second-stage linkage 37 are both drivingly connected to the output end of the left second-stage transmission assembly, and the output end of the right half shaft 6 is drivingly connected to the right wheel;

[0052] The right reducer 4 includes a right first-stage transmission assembly, a right second-stage transmission assembly, a right first-stage linkage 43 and a right second-stage linkage 47; the input end of the right first-stage transmission assembly is drivingly connected to the right motor 2; the input ends of the right second-stage transmission assembly and the right first-stage linkage 43 are both drivingly connected to the output end of the right first-stage transmission assembly; the input ends of the left half shaft 5 and the right second-stage linkage 47 are both drivingly connected to the output end of the right second-stage transmission assembly, and the output end of the left half shaft 5 is drivingly connected to the left wheel;

[0053] The left clutch 7 is used to engage and drivingly connect the left first-stage linkage 33 and the right second-stage linkage 47; the right clutch 8 is used to engage and drivingly connect the right first-stage linkage 43 and the left second-stage linkage 37.

[0054] Under normal driving conditions, when neither the left nor the right clutch is working, the left motor 1 can drive the left first-stage transmission assembly to move, thereby driving the left second-stage transmission assembly to move, and further driving the right half shaft 6 to move. As a result, the output torque of the left motor 1 is transmitted to the right wheel through the right half shaft 6, driving the right wheel to rotate. Similarly, the right motor 2 drives the left wheel to rotate. When the left clutch 7 is working, while the left motor drives the right wheel to rotate, the torque transmitted by the right motor 2 to the right second-stage linkage 47 through the right first-stage transmission assembly and the right second-stage transmission assembly can be transmitted to the left first-stage linkage 33 through the left clutch 7. Then, this torque is further transmitted to the right half shaft 6 after being decelerated and torque-increased by the left first-stage transmission assembly and the left second-stage transmission assembly, and finally transmitted to the right wheel, thereby increasing the torque of the right wheel. Similarly, the torque of the left wheel can be increased by closing the right clutch 8.

[0055] In a specific embodiment, the left first-stage transmission assembly includes a left sun gear 31 and a plurality of left first-stage planetary gears 32. The input end of the left sun gear 31 is drivingly connected to the left motor 1. The plurality of left first-stage planetary gears 32 are meshingly connected to the outer peripheral side of the left sun gear 31. The input end of the left second-stage transmission assembly is drivingly connected to the left first-stage planetary gears 32. The left first-stage linkage 33 is provided with a first left internal tooth 331 that meshes with the left first-stage planetary gears 32. The left motor 1 drives the left sun gear 31 to rotate, the left sun gear 31 drives the left first-stage planetary gears 32 to rotate, and then drives the left second-stage transmission assembly to move, thereby driving the right wheel to rotate. And while the left first-stage planetary gears 32 are rotating, they can also drive the left first-stage linkage 33 to rotate by meshing with the first left internal tooth 331, and the left first-stage linkage 33 can be drivingly connected to the right second-stage linkage 47 under the action of the left clutch 7.

[0056] The right first-stage transmission assembly includes a right sun gear 41 and a plurality of right first-stage planetary gears 42. The input end of the right sun gear 41 is drivingly connected to the right motor 2. The plurality of right first-stage planetary gears 42 are meshingly connected to the outer peripheral side of the right sun gear 41. The input end of the right second-stage transmission assembly is drivingly connected to the right first-stage planetary gears 42. The right first-stage linkage 43 is provided with a first right internal tooth 431 that meshes with the right first-stage planetary gears 42. The right motor 2 drives the right sun gear 41 to rotate, the right sun gear 41 drives the right first-stage planetary gears 42 to rotate, and then drives the right second-stage transmission assembly to rotate, and further drives the left wheel to rotate. And while the right first-stage planetary gears 42 are rotating, they can drive the right first-stage linkage 43 to rotate by meshing with the first right internal tooth 431, and the right first-stage linkage 43 can be drivingly connected to the left second-stage linkage 37 under the action of the right clutch 8.

[0057] The left second-stage transmission assembly includes a plurality of left second-stage planetary gears 34 and a left second-stage internal gear ring 35. Each left second-stage planetary gear 34 is drivingly connected to the left first-stage planetary gear 32 through a first rotating shaft 36. The left second-stage internal gear ring 35 is meshingly driven on the outer peripheral side of the plurality of left second-stage planetary gears 34. The left second-stage linkage 37 is fixedly connected to the outer ring wall of the left second-stage internal gear ring 35. The right half shaft 6 is drivingly connected to the left second-stage internal gear ring 35. The rotation of the left first-stage planetary gear 32 drives the rotation of the first rotating shaft 36. The first rotating shaft 36 drives the rotation of the left second-stage planetary gears 34, thereby driving the rotation of the left second-stage internal gear ring 35, and finally driving the rotation of the right half shaft and the right wheel. While the left second-stage internal gear ring 35 is rotating, the left second-stage linkage 37 rotates synchronously. When the right clutch 8 is engaged, torque can be transmitted between the left second-stage linkage 37 and the right first-stage linkage 43.

[0058] The right second-stage transmission assembly includes a plurality of right second-stage planetary gears 44 and a right second-stage internal gear ring 45. Each right second-stage planetary gear 44 is drivingly connected to the right first-stage planetary gear 42 through a second rotating shaft 46. The right second-stage internal gear ring 45 is meshingly driven on the outer peripheral side of the plurality of right second-stage planetary gears 44. The right second-stage linkage 47 is fixedly connected to the outer ring wall of the right second-stage internal gear ring 45. The left half shaft 5 is drivingly connected to the right second-stage internal gear ring 45. The rotation of the right first-stage planetary gear 42 drives the rotation of the second rotating shaft 46. The second rotating shaft 46 drives the rotation of the right second-stage planetary gears 44, thereby driving the rotation of the right second-stage internal gear ring 45, and finally driving the rotation of the left half shaft and the left wheel. While the right second-stage internal gear ring 45 is rotating, the right second-stage linkage 47 rotates synchronously. When the left clutch 7 is engaged, torque can be transmitted between the right second-stage linkage 47 and the left first-stage linkage 33.

[0059] In a specific embodiment, the first rotating shaft 36 and the second rotating shaft 46 are circumferentially arranged alternately, and their two ends are respectively rotatably connected to the left planetary carrier 9 and the right planetary carrier 10. The left first-stage planetary gear 32 and the left second-stage planetary gear 34 are respectively fixed on the left side and the right side of the shaft body of the first rotating shaft 36. The right first-stage planetary gear 42 and the right second-stage planetary gear 44 are respectively fixed on the right side and the left side of the shaft body of the second rotating shaft 46, and as Figure 11 shown, the right second-stage planetary gear 44, the left first-stage planetary gear 32, the right first-stage planetary gear 42, and the left second-stage planetary gear 34 are arranged in sequence from left to right.

[0060] In a specific embodiment, a right half shaft drive connection assembly is further provided. The right half shaft drive connection assembly includes a left driving gear 38 and a left driven gear 39. The left driving gear 38 is coaxially connected to the left second-stage internal gear ring 35. The left driven gear 39 is meshingly driven and connected to the left driving gear 38. The input end of the right half shaft 6 is drivingly connected to the left driven gear 39. The rotation of the left second-stage internal gear ring 35 drives the rotation of the left driving gear 38, thereby driving the rotation of the left driven gear 39, and further driving the rotation of the right half shaft 6 and the right wheel.

[0061] In a specific embodiment, a left half shaft transmission connection assembly is further provided. The left half shaft transmission connection assembly includes a right driving gear 48 and a right driven gear 49. The right driving gear 48 is coaxially connected to the right second-stage internal gear ring 45. The right driven gear 49 is meshed and drivingly connected to the right driving gear 48. The input end of the left half shaft 5 is drivingly connected to the right driven gear 49. Similarly, the right second-stage internal gear ring 45 transmits torque to the right driven gear 49 through the right driving gear 48, and then transmits it to the left wheel through the left half shaft 5 to drive the left wheel to rotate.

[0062] Since the left first-stage linkage 33 is adjacent to the right second-stage linkage 47, and the right first-stage linkage 43 is adjacent to the left second-stage linkage 37. Taking the left speed reducer 3 as an example, if the number of teeth of the left sun gear 31 is z1, the rotational speed is ω1, the number of teeth of the left first-stage planetary gear 32 is z2, the number of teeth of the first left internal gear 331 on the left first-stage linkage 33 is z3, the number of teeth of the left second-stage planetary gear 34 is z4, and the number of teeth of the left second-stage internal gear ring 35 is z5, then the rotational speed of the first left internal gear 331 is ω3=(z1 / z3)ω1. Since the left first-stage planetary gear 32 and the left second-stage planetary gear 34 are coaxial, their rotational speeds are the same. Therefore, the rotational speed of the left second-stage internal gear ring 35 is ω5=(z4 / z5)×(z1 / z2)×ω1. Through reasonable tooth number design, it can be made that the rotational speed of ω5 is lower than that of ω3, that is, z3z4<z2z5, which means that the rotational speed of the left first-stage linkage 33 is greater than that of the left second-stage linkage 36.

[0063] When the same-direction and equal-torque are respectively input from the sun gears of the left and right speed reducers 4 and output from the right and left half shafts 5, the rotational speed of the left first-stage linkage 33 in the left speed reducer 3 is greater than the rotational speed of the right second-stage linkage 46 in the right speed reducer 4. Similarly, the rotational speed of the right first-stage linkage 43 in the right speed reducer 4 is greater than the rotational speed of the left second-stage linkage 36 in the left speed reducer 3. As Figure 5 、 Figure 6 shown, if a friction plate clutch, i.e., the left clutch 7, is added between the left first-stage linkage 33 and the right second-stage linkage 46 at this time, the torque can be transmitted through the clutch by using the rotational speed difference between the two linkages. As Figure 4As shown, when torque is input from the right secondary linkage 46 through the left clutch 7, the torque can be output via the right driving gear 48, the right driven gear 49, and then via the left half shaft 5. And when the torques input by the left sun gear 31 and the right sun gear 41 are different in magnitude, as long as the rotational speed of the left primary linkage 33 is greater than that of the right secondary linkage 46, the torque can be transmitted from the left primary linkage 33 to the right secondary linkage 46 to realize the coupling of the left and right motor drives. By controlling the magnitude of the engaging force of the friction plate clutch, the magnitude of the transmitted torque can be controlled to achieve torque vector transmission. Therefore, when this mechanism performs torque vector distribution, the output torque of a single wheel on one side can exceed the maximum torque limit of a single motor acting on the wheel on one side, having a larger torque vector distribution range and improving the handling stability of the vehicle. And it can be seen from this that when the clutch is not working, the torque input by the left sun gear 31 in the left speed reducer 3 will ultimately be output to the right wheel via the right half shaft 6 and will not be output to the left wheel. Similarly, the torque input by the right sun gear 41 in the right speed reducer 4 will not be output to the right wheel either. That is to say, this drive mechanism is still a traditional distributed drive mechanism, thus retaining the advantages of the traditional distributed drive mechanism such as being able to output equal and opposite torques on both sides and having strong flexibility and easy control.

[0064] The left clutch 7 and the right clutch 8 have the same structure. As Figure 7 , both include a plurality of internal tooth friction plates 71, a plurality of external tooth friction plates 72, and a pressing plate assembly. The plurality of internal tooth friction plates 71 and the plurality of external tooth friction plates 72 are arranged alternately, and the pressing plate assembly is used to press or release the internal tooth friction plates 71 and the external tooth friction plates 72;

[0065] Among them, the left primary linkage 33 is provided with a second left internal tooth 332 meshing and driving with the external tooth friction plate 72 in the left clutch 7; the right secondary linkage 47 is provided with a right external tooth meshing and driving with the internal tooth friction plate 71 in the left clutch 7; the right secondary linkage 47 is provided with a second right internal tooth 432 meshing and driving with the external tooth friction plate 72 in the right clutch 8, and the left secondary linkage 37 is provided with a left external tooth meshing and driving connection with the internal tooth friction plate 71 in the right clutch 8.

[0066] In the natural state, the internal tooth friction plates 71 and the external tooth friction plates 72 are in a separated state, and there is a certain gap between adjacent friction plates. The internal tooth friction plates 71 and the external tooth friction plates 72 can rotate independently. The internal tooth friction plates 71 and the external tooth friction plates 72 of the left clutch 7 can be frictionally pressed together under the pressure of the pressing plate assembly to rotate synchronously, so as to realize the linkage of the left primary linkage 33 and the right secondary linkage 47. The working principle of the right clutch 8 is the same as that of the left clutch 7.

[0067] The tablet pressing assembly includes a driving assembly, a pressing ring 73 and a return spring 74. The pressing ring 73 is drivingly connected to the output end of the driving assembly, and a limiting ring 731 is formed on the outer ring wall thereof. Among them, the pressing ring 73 in the left clutch 7 is slidably connected to the outer ring wall of the right secondary linkage 47 along the axial direction parallel to the corresponding internal tooth friction plate 71 to press or release the corresponding internal tooth friction plate 71 and the external tooth friction plate 72, and the return spring 74 is installed between the corresponding limiting ring 731 and the left primary linkage 33; the pressing ring 73 in the right clutch 8 is slidably connected to the outer ring wall of the left secondary linkage 37 along the axial direction parallel to the corresponding internal tooth friction plate 71 to press or release the corresponding internal tooth friction plate 71 and the external tooth friction plate 72, and the return spring 74 is installed between the corresponding limiting ring 731 and the right primary linkage 43. Taking the left clutch 7 as an example, when the driving assembly is not working, the pressing ring 73 slides to the left under the elastic force of the return spring 74, so that the internal tooth friction plate 71 and the external tooth friction plate 72 are completely separated, and the left primary linkage 33 and the right secondary linkage 47 rotate independently. When the driving assembly works, it drives the pressing ring 73 to slide to the right to press the internal tooth friction plate 71 and the external tooth friction plate 72, so as to realize the linkage of the left primary linkage 33 in the left speed reducer 3 and the right secondary linkage 47 in the right speed reducer 4; by adjusting the magnitude of the pressing force between the friction plates, the magnitude of the transmitted torque can be controlled to realize torque vector transmission.

[0068] The driving assembly includes a driving motor 75, a worm and worm gear transmission assembly 76, a fixing ring 77, a plurality of balls 78 and a sliding ring 79; the input end of the worm and worm gear transmission assembly 76 is drivingly connected to the driving motor 75, the fixing ring 77 is arranged axially parallel to the pressing ring 73 and fixed to the output end of the worm and worm gear transmission assembly 76, and the plurality of balls 78 are circumferentially and evenly spaced and rotatably connected to the end face of the fixing ring 77 close to the pressing ring 73; the sliding ring 79 is rotatably connected to the pressing ring 73, and an arc-shaped rolling groove 791 for rolling connection with the ball 78 is provided at one end of the sliding ring 79 close to the fixing ring 77 corresponding to each ball 78, and each arc-shaped rolling groove 791 is an arc-shaped inclined surface groove with gradually increasing groove depth along the same circumferential direction. The driving motor 75 drives the worm and worm gear transmission assembly 76 to move, thereby driving the fixing ring 77 to rotate forward. When the fixing ring 77 rotates, the ball 78 rolls along the arc-shaped rolling groove 791. Since the bottom of the arc-shaped rolling groove 791 is an inclined surface, when the ball 78 rotates and "climbs uphill" along the arc-shaped rolling groove 791, it will push the sliding ring 79 away from the fixing ring 77, drive the pressing ring 73 to compress the return spring 74 and squeeze the internal tooth friction plate 71 and the external tooth friction plate 72. On the contrary, when the fixing ring 77 rotates reversely, the ball 78 "descends the slope" along the arc-shaped rolling groove 791, and the return spring 74 resets to push the pressing ring 73 and the sliding ring 79 close to the fixing ring 77, and the internal tooth friction plate 71 and the external tooth friction plate 72 return to the separated state.

[0069] The worm and worm gear transmission assembly 76 includes a worm 761 and a worm gear 762. The input end of the worm 761 is drivingly connected to a driving motor 75. The worm gear 762 is arranged axially parallel to the pressing ring 73, and its input end is drivingly connected to the worm 761. The fixing ring 77 is fixedly connected to the worm gear 762. The transmission mechanism of the worm gear 762 and the worm 761 is used to achieve the transmission of the torque of the driving motor 75 and can form a self-locking function.

[0070] On the inner circumferential wall of the worm gear 762, a plurality of card slot openings 7621 that penetrate through and are arranged close to the pressing ring 73 are circumferentially and evenly spaced. On the fixing ring 77, a plurality of card protrusions 771 are circumferentially and evenly arranged. The card protrusions 771 are connected in a limiting manner within the card slot openings 7621. The cooperation of the card protrusions 771 and the card slot openings 7621 is used to achieve the fixed connection between the worm gear 762 and the fixing ring 77 and prevent the fixing ring 77 from sliding along the axial direction of the worm gear 762.

[0071] If the right wheel of the vehicle is locked by the external environment, the left wheel leaves the ground or the road surface adhesion condition is poor. Both clutches are not working. The input torque of the left sun gear 31 is T. The number of teeth of the left sun gear 31 is z1, the number of teeth of the left first-stage planetary gear is z2, the number of teeth of the first left internal gear 331 in the left first-stage linkage 33 is z3, the number of teeth of the left second-stage planetary gear is z4, the number of teeth of the left second-stage internal gear ring 35 is z5, the number of teeth of the left driving gear 38 is z6, the number of teeth of the left driven gear 39 is z7, and the number of teeth in the right speed reducer 4 is correspondingly equal to that in the left speed reducer 3. Then, at this time, the output torques of the left and right half shafts 6 are both T out =(z7 / z6)×(z5 / z4)×(z2 / z1)×T. Since there is no external force or the external force is very small on the left wheel, the left wheel will rotate at a high speed. At this time, the output torque of the left wheel does not play any role in the vehicle getting out of trouble. If the left clutch 7 is fully closed, the torque transmitted from the right motor 2 to the right second-stage internal gear ring 45 will be completely transmitted by the left clutch 7 to the left first-stage linkage 33 (ignoring the influence of the moment of inertia). At this time, the output torque of the right second-stage linkage 47 is T R1out =(z5 / z4)×(z2 / z1)×T, which is the input torque of the second left internal gear 332 of the left first-stage linkage 33. As Figure 5 shown, the torque input through the second left internal gear 332 of the left first-stage linkage 33 will pass through the first left internal gear 331, the left first-stage planetary gear 32, the left second-stage planetary gear 34, the left second-stage internal gear ring 35, the left driving gear 38, the left driven gear 39, and the right half shaft 6, and finally be transmitted to the right wheel. The same is true when the left wheel of the vehicle is locked by the external environment and the right wheel leaves the ground or the road surface adhesion condition is poor. Therefore, the maximum output torque of the single-side wheel is finally T Wout=(z7 / z6)×(z5 / z4)×(z2 / z1)×T+(z5 / z4)×(z2 / z1)×(z2 / z3)×(z5 / z4)×(z7 / z6)×T. In the traditional solution of using structures such as jaw clutches as couplings to connect the output shafts of the left and right motors ( Figure 14 ) or to connect the left and right half shafts ( Figure 13 ), only a simple superposition of the output torques on both sides can be achieved. If the reducer adopts the same left and right first-stage transmission components, left and right second-stage transmission components, and left and right half shaft transmission connection components as in this solution, the maximum output torque of a single wheel that can be provided is T Wout =2×(z7 / z6)×(z5 / z4)×(z2 / z1)×T. By comparing the two formulas, it can be seen that adopting this solution can provide a maximum output torque far exceeding that of the solution of adding structures such as jaw clutches.

[0072] In this specification, each embodiment is described in a progressive manner. The key point of each embodiment is to illustrate the differences from other embodiments. The same or similar parts among the embodiments can be referred to each other. For the devices disclosed in the embodiments, since they correspond to the methods disclosed in the embodiments, the description is relatively simple, and the relevant parts can be referred to the description of the method part.

[0073] The above description of the disclosed embodiments enables those skilled in the art to implement or use the present invention. Various modifications to these embodiments will be obvious to those skilled in the art. The general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention will not be limited to these embodiments shown herein, but will conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A dual-motor coupling drive mechanism, characterized in that Including: a left motor (1), a right motor (2), a left speed reducer (3), a right speed reducer (4), a left half shaft (5), a right half shaft (6), a left clutch (7) and a right clutch (8); The left speed reducer (3) includes a left first-stage transmission assembly, a left second-stage transmission assembly, a left first-stage linkage member (33) and a left second-stage linkage member (37); the input end of the left first-stage transmission assembly is drivingly connected to the left motor (1); the input ends of the left second-stage transmission assembly and the left first-stage linkage member (33) are both drivingly connected to the output end of the left first-stage transmission assembly; the input ends of the right half shaft (6) and the left second-stage linkage member (37) are both drivingly connected to the output end of the left second-stage transmission assembly, and the output end of the right half shaft (6) is drivingly connected to a right wheel; The right speed reducer (4) includes a right first-stage transmission assembly, a right second-stage transmission assembly, a right first-stage linkage member (43) and a right second-stage linkage member (47); the input end of the right first-stage transmission assembly is drivingly connected to the right motor (2); the input ends of the right second-stage transmission assembly and the right first-stage linkage member (43) are both drivingly connected to the output end of the right first-stage transmission assembly; the input ends of the left half shaft (5) and the right second-stage linkage member (47) are both drivingly connected to the output end of the right second-stage transmission assembly, and the output end of the left half shaft (5) is drivingly connected to a left wheel; The left clutch (7) is used to engage and drivingly connect the left first-stage linkage member (33) and the right second-stage linkage member (47); the right clutch (8) is used to engage and drivingly connect the right first-stage linkage member (43) and the left second-stage linkage member (37).

2. The dual-motor coupled drive mechanism according to claim 1, wherein, The left first-stage transmission assembly includes a left sun gear (31) and a plurality of left first-stage planetary gears (32); the input end of the left sun gear (31) is drivingly connected to the left motor (1); the plurality of left first-stage planetary gears (32) are meshingly connected to the outer peripheral side of the left sun gear (31); the input end of the left second-stage transmission assembly is drivingly connected to the left first-stage planetary gears (32); the left first-stage linkage member (33) is provided with a first left internal tooth (331) that meshes and drives with the left first-stage planetary gears (32); The right first-stage transmission assembly includes a right sun gear (41) and a plurality of right first-stage planetary gears (42); the input end of the right sun gear (41) is drivingly connected to the right motor (2); the plurality of right first-stage planetary gears (42) are meshingly connected to the outer peripheral side of the right sun gear (41); the input end of the right second-stage transmission assembly is drivingly connected to the right first-stage planetary gears (42); the right first-stage linkage member (43) is provided with a first right internal tooth (431) that meshes and drives with the right first-stage planetary gears (42).

3. The dual-motor coupling drive mechanism according to claim 2, wherein, The left second-stage transmission assembly includes a plurality of left second-stage planetary gears (34) and a left second-stage internal gear ring (35). Each left second-stage planetary gear (34) is drivingly connected to the left first-stage planetary gear (32) through a first rotating shaft (36). The left second-stage internal gear ring (35) is meshingly driven on the outer peripheral side of the plurality of left second-stage planetary gears (34). The left second-stage linkage member (37) is fixedly connected to the left second-stage internal gear ring (35). The right half shaft (6) is drivingly connected to the left second-stage internal gear ring (35). The right second-stage transmission assembly includes a plurality of right second-stage planetary gears (44) and a right second-stage internal gear ring (45). Each right second-stage planetary gear (44) is drivingly connected to the right first-stage planetary gear (42) through a second rotating shaft (46). The right second-stage internal gear ring (45) is meshingly driven on the outer peripheral side of the plurality of right second-stage planetary gears (44). The right second-stage linkage member (47) is fixedly connected to the right second-stage internal gear ring (45). The left half shaft (5) is drivingly connected to the right second-stage internal gear ring (45).

4. A dual-motor coupling drive mechanism according to claim 3, wherein A right half shaft drive connection assembly is further provided. The right half shaft drive connection assembly includes a left driving gear (38) and a left driven gear (39). The left driving gear (38) is drivingly connected to the left second-stage internal gear ring (35). The left driven gear (39) is meshingly driven and connected to the left driving gear (38). The input end of the right half shaft (6) is drivingly connected to the left driven gear (39).

5. A dual-motor coupling drive mechanism according to claim 3, characterized in that A left half shaft drive connection assembly is further provided. The left half shaft drive connection assembly includes a right driving gear (48) and a right driven gear (49). The right driving gear (48) is drivingly connected to the right second-stage internal gear ring (45). The right driven gear (49) is meshingly driven and connected to the right driving gear (48). The input end of the left half shaft (5) is drivingly connected to the right driven gear (49).

6. A dual-motor coupled drive mechanism according to any one of claims 1-5, characterized in that The left clutch (7) and the right clutch (8) have the same structure, and both include a plurality of internal tooth friction plates (71), a plurality of external tooth friction plates (72) and a pressing plate assembly. The plurality of internal tooth friction plates (71) and the plurality of external tooth friction plates (72) are alternately arranged. The pressing plate assembly is used to press or loosen the internal tooth friction plates (71) and the external tooth friction plates (72). Wherein, the left first-stage linkage member (33) is provided with a second left internal tooth (332) that meshingly drives the external tooth friction plate (72) in the left clutch (7). The right second-stage linkage member (47) is provided with a right external tooth that meshingly drives the internal tooth friction plate (71) in the left clutch (7). The right second-stage linkage member (47) is provided with a second right internal tooth (432) that meshingly drives the external tooth friction plate (72) in the right clutch (8). The left second-stage linkage member (37) is provided with a left external tooth that meshingly drives the internal tooth friction plate (71) in the right clutch (8).

7. A dual-motor coupling drive mechanism according to claim 6, wherein, The pressing plate assembly comprises a driving assembly, a pressing ring (73) and a return spring (74); the pressing ring (73) is transmission-connected to the output end of the driving assembly, and a limit ring (731) is formed on its outer ring wall; wherein the pressing ring (73) in the left clutch (7) is slidably connected to the outer ring wall of the right secondary linkage member (47) along an axial direction parallel to the corresponding inner tooth friction plate (71) to press or loosen the corresponding inner tooth friction plate (71) and the outer tooth friction plate (72); The positioning spring (74) is installed between the corresponding limiting ring (731) and the left primary linkage member (33); the pressure ring (73) in the right clutch (8) is slidably connected to the outer ring wall of the left secondary linkage member (37) along the axial direction parallel to the corresponding internal tooth friction plate (71) to tighten or loosen the corresponding internal tooth friction plate (71) and the external tooth friction plate (72), and the reset spring (74) is installed between the corresponding limiting ring (731) and the right primary linkage member (43).

8. A dual-motor coupling drive mechanism according to claim 7, characterized in that, The driving assembly comprises a driving motor (75), a worm gear transmission assembly (76), a fixing ring (77), a plurality of balls (78) and a slip ring (79); the input end of the worm gear transmission assembly (76) is drivingly connected to the driving motor (75); the fixing ring (77) is arranged axially parallel to the pressure ring (73) and is fixed to the output end of the worm gear transmission assembly (76); the plurality of balls (78) are evenly spaced and rotatably connected to the end surface of the fixing ring (77) close to the pressure ring (73); the slip ring (79) is rotatably connected to the pressure ring (73) and one end of the slip ring (79) close to the fixing ring (77) is provided with an arcuate rolling groove (791) corresponding to each ball (78) and rollingly connected to the ball (78), and each arcuate rolling groove (791) is an arcuate inclined groove with a groove depth gradually increasing along the same circumferential direction.

9. A dual-motor coupling drive mechanism according to claim 8, characterized in that, The worm gear transmission assembly (76) comprises a worm (761) and a worm wheel (762), wherein the input end of the worm (761) is drivingly connected to the drive motor (75), the worm wheel (762) is axially arranged parallel to the pressure ring (73) and its input end is drivingly connected to the worm (761), and the fixing ring (77) is fixedly connected to the worm wheel (762).

10. A dual-motor coupled drive mechanism according to claim 9, characterized in that, The inner ring wall of the worm wheel (762) is provided with a plurality of slots (7621) evenly spaced in the circumferential direction and extending through the inner ring wall and arranged near the pressure ring (73); the fixing ring (77) is provided with a plurality of protrusions (771) evenly spaced in the circumferential direction; the protrusions (771) are limit-connected in the slots (7621).

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