Dual-motor torque and rotating speed coupling multi-mode centralized drive axle

Abstract

The invention discloses a dual-motor torque and rotating speed coupling multi-mode centralized drive axle. The device is mainly composed of a first motor, a second motor, a first planet row, a second planet row, a controllable one-way clutch, a main speed reducer, a differential mechanism, a main shell, a right partition plate and the like. The first planet row adopts a duplex planetary gear train. An output shaft of the first motor is fixedly connected with the first left planet carrier and the first right planet carrier; the first right planet carrier is fixedly connected with the second gear ring; an output shaft of the second motor is fixedly connected with the first small sun gear and the second sun gear; the controllable one-way clutch is used for connecting the first large sun wheel shaft and the first motor shell. According to the drive axle system, four working modes including a dual-motor torque coupling driving mode, a dual-motor rotating speed coupling driving mode, a dual-motor torque coupling electric braking mode and a dual-motor rotating speed coupling electric braking mode can be achieved by controlling the torque rotating speed directions of the first motor and the second motor and controlling the working state of the controllable one-way clutch.

Description

Technical Field

[0001] The present invention belongs to the field of electric vehicle drives, and particularly relates to a dual-motor torque and speed coupling multi-mode centralized drive axle. Background Art

[0002] In recent years, electric vehicles with advantages such as low emissions, high efficiency, and high performance have been vigorously developed. As an important assembly of electric vehicles, the electric drive system has the unchanging development direction of pursuing excellent power performance and high-efficiency energy consumption economy. However, the electric drive system currently mainly adopts a drive scheme with a single-stage speed ratio reducer, which greatly restricts the improvement of the power performance and economy of the electric drive system. In order to improve the energy consumption economy of the vehicle while ensuring the power performance of the vehicle, and reduce the size, weight, and cost of the motor, some scholars have proposed a dual-motor torque and speed coupling drive system. However, these systems have the following problems: 1) Some systems can only achieve one of the two coupling working modes of dual-motor speed coupling or dual-motor torque coupling. 2) Some systems can achieve two coupling working modes of dual-motor speed coupling and dual-motor torque coupling, but the mode switching actuators used are too complex.

[0003] In order to simultaneously achieve the dual-motor speed coupling working state and the dual-motor torque coupling working state on the basis of avoiding overly complex actuators, the present invention proposes a novel dual-motor torque and speed coupling multi-mode centralized drive axle. It mainly consists of two drive motors, a controllable one-way clutch, a corresponding planetary gear train coupling mechanism, a main reducer, a differential, etc. By controlling the torque, speed, and direction of the two drive motors and the working state of the controllable one-way clutch, the dual-motor torque coupling drive mode, the dual-motor speed coupling drive mode, the dual-motor torque coupling electric braking mode, and the dual-motor speed coupling electric braking mode can be achieved without the need for other complex active actuators. The above four modes can greatly improve the drive and braking energy efficiency of the vehicle on the premise of ensuring the power performance of the electric vehicle, thereby increasing the cruising range of the electric vehicle. Summary of the Invention

[0004] The present invention provides a novel dual-motor torque and speed coupling multi-mode centralized drive axle, which can achieve the dual-motor torque coupling drive mode, the dual-motor speed coupling drive mode, the dual-motor torque coupling electric braking mode, and the dual-motor speed coupling electric braking mode by means of a simple controllable one-way clutch. This system can give full play to the advantages of dual-motor torque and speed coupling on the premise of ensuring the compactness of the overall mechanism, and effectively improve the power performance and economy of the whole vehicle.

[0005] To achieve the above object, the following technical solutions are adopted:

[0006] A dual-motor torque and speed coupling multi-mode centralized drive axle, which consists of a first motor, a second motor, a first planetary gear set, a second planetary gear set, a controllable one-way clutch, a main reducer, a differential, a main housing, a right partition, etc.

[0007] The first motor includes a first motor stator, a first motor rotor, a first motor output shaft, and the first motor housing. The first motor stator is fixedly supported on the first motor housing. The first motor rotor is fixedly connected to the first motor output shaft to output motor torque. The first motor output shaft is rotatably supported on the first motor housing through bearings, and the first motor output shaft is fixedly connected to the first left planetary carrier and the first right planetary carrier. To reduce the axial dimension, the first motor rotor is a hollow structure, and the first motor output shaft and the first planetary gear set are accommodated inside. The center of the end face of the first motor housing extends inwards concavely into the inner cavity of the first motor rotor to accommodate the controllable one-way clutch and support the first large sun gear shaft.

[0008] The second motor is arranged coaxially with the first motor and includes a second motor stator, a second motor rotor, a second motor output shaft, and a second motor housing. The second motor stator is fixedly supported on the second motor housing. The second motor rotor is fixedly connected to the second motor output shaft and outputs motor torque. The second motor output shaft is rotatably supported on the second motor housing and the right partition through bearings.

[0009] The first planetary gear set adopts a double planetary gear train and includes a first large sun gear shaft, a first small planet gear, a first large planet gear, a first small sun gear, a first left planetary carrier, and a first right planetary carrier. The first large sun gear shaft meshes with the first small planet gear externally. The first small sun gear meshes with the first large planet gear externally. The first small planet gear and the first large planet gear are made into one body and rotatably supported on the first left planetary carrier and the first right planetary carrier. The first left planetary carrier and the first right planetary carrier receive the output torque from the first motor. The first small sun gear is fixedly connected to the second motor output shaft through splines.

[0010] The second planetary gear set includes a second sun gear, a second planetary gear, a second ring gear, and a second planetary carrier. The second sun gear is fixedly connected to the second motor output shaft through splines. The second planetary gear meshes with the second sun gear externally and is rotatably supported on the second planetary carrier. The ring gear meshes with the second planetary gear internally and is fixedly connected to the first right planetary carrier through splines. The second planetary carrier outputs power.

[0011] A controllable one-way clutch, connecting the first large sun gear shaft and the first motor housing, can achieve one-way overrunning state, two-way overrunning state and two-way locking state; it includes an inner ring, an outer ring, a plurality of first pawls, a plurality of second pawls, a plurality of return springs, a control disk, and a control mechanism;

[0012] Wherein, there is a certain gap between the inner ring and the outer ring; the inner surface of the inner ring is fixedly connected with the spline at the end of the first large sun gear shaft, and the outer surface of the inner ring is machined with a two-way ratchet protrusion; the outer surface of the outer ring is fixedly connected with the housing of the first motor by splines, and a plurality of the first pawls and a plurality of the second pawls are evenly and alternately arranged on the inner surface of the outer ring. The first pawls and the second pawls are installed in opposite directions, and control pins are fixedly installed at the movable ends of the first pawls and the second pawls respectively; the return springs are installed between the first pawls and the outer ring and between the second pawls and the outer ring; the control pins cooperate with the control disk and can move radially within the space defined by the control disk under the drive of the rotation of the control mechanism. The movable ends of the first pawls and the second pawls can contact the two-way ratchet protrusion on the outer surface of the inner ring under the action of the return springs, so as to lock the counterclockwise rotation and clockwise rotation of the inner ring respectively.

[0013] The control disk is installed on the side surfaces of the inner ring and the outer ring and can rotate around the first large sun gear shaft; multiple groups of two different-shaped control grooves are machined on the control disk. The groove widths of the two-shaped control grooves in the circumferential direction change and the change rules are inconsistent. Each group of different-shaped control grooves cooperates with the control pins of the first pawls and the control pins of the second pawls respectively to restrict the spatial range where their respective control pins can move. The total number of control pins is the same as the total number of control grooves; the specific manifestation of the constraint relationship is:

[0014] When the control disk is in the middle position, the control pin of the first pawl is not controlled by the corresponding control groove, and the movable end of the first pawl is pushed towards the two-way ratchet protrusion on the outer surface of the inner ring under the action of the return spring. At this time, the control pin of the second pawl is controlled by the corresponding control groove, and the movable end of the second pawl is pulled outwards under the action of the control groove and does not contact the two-way ratchet protrusion on the outer surface of the inner ring. At this time, the controllable one-way clutch is in the one-way locking state of locking the counterclockwise rotation of the inner ring and disengaging the clockwise rotation. When the vehicle moves forward, the rotation direction of the wheel is clockwise;

[0015] When the control disc rotates counterclockwise by a certain angle from the middle position, neither the first pawl control pin nor the second pawl control pin is controlled by their respective control slots, and the movable ends of the first pawl and the second pawl are both pushed towards the double-sided ratchet protrusions on the outer surface of the inner ring under the action of the return spring. At this time, the controllable one-way clutch is in a double-sided locked state;

[0016] When the control disc rotates clockwise by a certain angle from the middle position, the first pawl control pin and the second pawl control pin are both controlled by their respective control slots, and the movable ends of the first pawl and the second pawl are both pulled outwards under the action of the control slots and do not contact the double-sided ratchet protrusions on the outer surface of the inner ring. At this time, the inner ring and the outer ring of the controllable one-way clutch are completely separated, and the controllable one-way clutch is in a double-sided overrunning state.

[0017] The control mechanism includes: a control motor and a control motor housing; the control motor housing is installed on the first motor housing; the control motor is an outer-rotor motor, including an inner stator and an outer rotor. The inner stator is fixedly installed on the control motor housing, and the outer rotor is fixedly connected to the control disc and can push the control disc to rotate clockwise or counterclockwise.

[0018] The main reducer receives the torque from the second planet carrier, reduces the speed and increases the torque, and then outputs; it includes a first driving gear, a first driven gear, a second driving gear, a second driven gear, and an intermediate shaft. The first driving gear is rotatably supported on the second motor output shaft and is fixedly connected to the second planet carrier. The first driven gear is externally meshed with the first driving gear and is fixedly connected to the intermediate shaft through a spline. The second driving gear is fixedly connected to the intermediate shaft through a spline. The intermediate shaft is rotatably supported on the main housing and the right partition. The second driven gear is externally meshed with the second driving gear and is fixedly connected to the differential housing.

[0019] The differential receives the torque from the main reducer and distributes it evenly to the left and right wheels; it includes the differential housing, a left bevel gear, a left output shaft, a right bevel gear, a right output shaft, planetary bevel gears, and a cross planetary carrier; the left bevel gear is fixedly connected to the left output shaft through a spline and is rotatably supported on the differential housing; the right bevel gear is fixedly connected to the right output shaft through a spline and is rotatably supported on the differential housing; the planetary bevel gears are meshed with the left bevel gear and the right bevel gear and are rotatably supported on the cross planetary carrier; the cross planetary carrier is installed on the differential housing; the left output shaft and the right output shaft are respectively connected to the left and right wheels.

[0020] The right partition is fixedly connected to the main housing to form a closed cavity for accommodating the main reducer and the differential.

[0021] When the first motor rotates forward to output a forward torque, the second motor rotates backward to output a reverse torque, and the controllable one-way clutch is in a bi-directional locking state, the drive axle is in a dual-motor torque coupling drive mode; when the first motor and the second motor both rotate forward to output a forward torque and the controllable one-way clutch is in a bi-directional overrunning state, the system is in a dual-motor speed coupling drive mode; when the first motor rotates forward to output a reverse torque, the second motor rotates backward to output a forward torque, and the controllable one-way clutch is in a bi-directional locking state, the drive axle is in a dual-motor torque coupling electric braking mode; when the first motor and the second motor both rotate forward to output a reverse torque and the controllable one-way clutch is in a bi-directional overrunning state, the system is in a dual-motor speed coupling electric braking mode.

[0022] When the dual-motor torque and speed coupling multi-mode centralized drive axle switches from the dual-motor torque coupling drive mode to the dual-motor speed coupling drive mode, the controllable one-way clutch needs to be switched from the bi-directional locking state to the one-way overrunning state in advance. After the mode switch is completed, the controllable one-way clutch is then switched from the one-way overrunning state to the bi-directional overrunning state; when the dual-motor torque and speed coupling multi-mode centralized drive axle switches from the dual-motor speed coupling drive mode to the dual-motor torque coupling drive mode, the controllable one-way clutch needs to be switched from the bi-directional overrunning state to the one-way overrunning state in advance. After the mode switch is completed, the controllable one-way clutch is then switched from the one-way overrunning state to the bi-directional locking state.

[0023] The beneficial effects of the present invention are as follows:

[0024] 1. The dual-motor torque and speed coupling multi-mode centralized drive axle of the present invention can achieve a dual-motor torque coupling drive mode, a dual-motor speed coupling drive mode, a dual-motor torque coupling electric braking mode, and a dual-motor speed coupling electric braking mode, thereby greatly improving the power performance and economy of the whole vehicle.

[0025] 2. The dual-motor torque and speed coupling multi-mode centralized drive axle of the present invention only uses a controllable one-way clutch as a mode switching mechanism, and the overall structure is relatively simple.

[0026] 3. The dual-motor torque and speed coupling multi-mode centralized drive axle of the present invention can achieve a seamless interruption-free switch between the dual-motor torque coupling mode and the dual-motor speed coupling mode by cleverly utilizing the one-way overrunning state of the controllable one-way clutch and reasonably controlling the torque and speed of the two motors, ensuring the vehicle's acceleration performance and longitudinal ride comfort. Description of the Drawings

[0027] Figure 1 This is a structural schematic diagram of a dual-motor torque and speed coupling multi-mode centralized drive axle according to the present invention.

[0028] Figure 2 This is a structural diagram of a dual-motor torque and speed coupling multi-mode centralized drive axle according to the present invention.

[0029] Figure 3 This is a partial structural diagram of a controllable one-way clutch of a dual-motor torque and speed coupling multi-mode centralized drive axle according to the present invention.

[0030] Figure 4 This is a structural diagram of a control disc of a controllable one-way clutch of a dual-motor torque and speed coupling multi-mode centralized drive axle according to the present invention.

[0031] Figure 5 This is a schematic diagram of the principle of the one-way overrunning state of a controllable one-way clutch of a dual-motor torque and speed coupling multi-mode centralized drive axle according to the present invention

[0032] Figure 6 This is a schematic diagram of the principle of the two-way locked state of a controllable one-way clutch of a dual-motor torque and speed coupling multi-mode centralized drive axle according to the present invention

[0033] Figure 7 This is a schematic diagram of the principle of the two-way overrunning state of a controllable one-way clutch of a dual-motor torque and speed coupling multi-mode centralized drive axle according to the present invention

[0034] Figure 8 This is a schematic diagram of the torque flow of a dual-motor torque and speed coupling multi-mode centralized drive axle in the dual-motor torque coupling drive mode according to the present invention.

[0035] Figure 9 This is a schematic diagram of the torque flow of a dual-motor torque and speed coupling multi-mode centralized drive axle in the dual-motor speed coupling drive mode according to the present invention.

[0036] Figure 10 This is a schematic diagram of the torque flow of a dual-motor torque and speed coupling multi-mode centralized drive axle in the dual-motor torque coupling electric braking mode according to the present invention.

[0037] Figure 11 This is a schematic diagram of the torque flow of a dual-motor torque and speed coupling multi-mode centralized drive axle in the dual-motor speed coupling electric braking mode according to the present invention. Detailed implementation manners

[0038] The following further elaborates on the present invention in conjunction with the accompanying drawings, enabling those skilled in the art to implement it based on the text of the specification. An embodiment of a dual-motor torque and speed coupling multi-mode centralized drive axle according to the present invention is described as follows:

[0039] As Figure 1 、 Figure 2 shown, a dual-motor torque and speed coupling multi-mode centralized drive axle consists of a first motor 100, a second motor 200, a first planetary gear set 300, a second planetary gear set 400, a controllable one-way clutch 500, a main reducer 600, a differential 700, a main housing 801, a right partition 802, etc.

[0040] The first motor 100 includes a first motor stator 101, a first motor rotor 102, a first motor output shaft 103, and a first motor housing 104. The first motor stator 101 is fixedly supported on the first motor housing 104. The first motor rotor 102 is fixedly connected to the first motor output shaft 103. The first motor output shaft 103 is rotatably supported on the first motor housing 104 through bearings, and the first motor output shaft 103 is fixedly connected to the first left planetary carrier 305.

[0041] The first motor 100 is a hollow shaft motor, and the first planetary gear set 300 can be arranged within the hollow space of the first motor.

[0042] The second motor 200 is coaxially arranged with the first motor 100 and includes a second motor stator 201, a second motor rotor 202, a second motor output shaft 203, and a second motor housing 204. The second motor stator 201 is fixedly supported on the second motor housing 204. The second motor rotor 202 is fixedly connected to the second motor output shaft 203. The second motor output shaft 203 is rotatably supported on the second motor housing 204 and the right partition 802 through bearings.

[0043] The first planetary gear set 300 adopts a double planetary gear train, including a first large sun gear shaft 301, a first small planet gear 302, a first large planet gear 303, a first small sun gear 304, a first left planetary carrier 305, and a first right planetary carrier 306. The first large sun gear shaft 301 meshes with the first small planet gear 302 externally and is rotatably supported on the first motor housing 104 through bearings. The first small sun gear 304 meshes with the first large planet gear 303 externally. The first small planet gear 302 and the first large planet gear 303 are integrally formed and rotatably supported on the first left planetary carrier 305 and the first right planetary carrier 306. The first left planetary carrier 305 and the first right planetary carrier 306 receive the output torque from the first motor 100. The first small sun gear 304 is fixedly connected to the second motor output shaft 203 through splines.

[0044] The second planetary gear set 400 includes a second sun gear 401, second planetary gears 402, a second ring gear 403, and a second planet carrier 404. The second sun gear 401 is fixedly connected to the second motor output shaft 203 by a spline. The second planetary gears 402 are in external meshing transmission with the second sun gear 401 and are rotatably supported on the second planet carrier 404. The ring gear 403 is in internal meshing transmission with the second planetary gears 402 and is fixedly connected to the first right planet carrier 306 by a spline. The ring gear 403 is rotatably supported on the first motor housing 104 and the main housing 801 by bearings.

[0045] As Figure 3 , Figure 4 shown, the controllable one-way clutch 500 connects the first large sun gear shaft 301 and the first motor housing 104, and can achieve a one-way overrunning state, a two-way overrunning state, and a two-way locking state; it includes an inner ring 501, an outer ring 502, a plurality of first pawls 503, a plurality of second pawls 504, a plurality of return springs 505, a control disk 506, and a control mechanism;

[0046] Among them, there is a certain gap between the inner ring 501 and the outer ring 502; the outer surface of the inner ring 501 is machined with a two-way ratchet protrusion; on the inner surface of the outer ring 502, a plurality of first pawls 503 and a plurality of second pawls 504 are installed in a uniformly staggered manner. The installation directions of the first pawls 503 and the second pawls 504 are opposite, and control pins 503(a) and 504(a) are fixedly installed at the movable ends of the first pawls 503 and the second pawls 504 respectively; the return springs 505 are installed between the first pawls 503 and the outer ring 502 and between the second pawls 504 and the outer ring 502; the control pins 503(a) and 504(a) cooperate with the control disk 506 and can move radially within the space defined by the control disk 506 under the drive of the control mechanism; the movable ends of the first pawls 503 and the second pawls 504 can contact the two-way ratchet protrusion on the outer surface of the inner ring 501 under the action of the return springs 505, so as to lock the counterclockwise rotation and clockwise rotation of the inner ring 501 respectively.

[0047] The control disk 506 is installed on the sides of the inner ring 501 and the outer ring 502 and can rotate around the central axis of the first large sun gear shaft 301; multiple groups of two different-shaped control grooves are machined on the control disk 506, which cooperate with the control pins 503(a) of the first pawls 503 and the control pins 504(a) of the second pawls 504 respectively to restrict the spatial range within which their respective control pins can move. The total number of control pins is the same as the total number of control grooves; the specific manifestation of the constraint relationship is:

[0048] As Figure 5As shown, when the control disk 506 is in the middle position, the control pin 503(a) of the first pawl 503 is not controlled by the corresponding control groove. The movable end of the first pawl 503 is pushed against the double-direction ratchet protrusion on the outer surface of the inner ring 501 under the action of the return spring 505. At this time, the control pin 504(a) of the second pawl 504 is controlled by the corresponding control groove, and the movable end of the second pawl 504 is pulled outward against the resistance of the return spring 505 under the action of the control groove and does not contact the double-direction ratchet protrusion on the outer surface of the inner ring 501. At this time, the controllable one-way clutch 500 is in a one-way locked state where the inner ring rotates counterclockwise and is locked and rotates clockwise and disengages.

[0049] As Figure 6 shown, when the control disk 506 rotates counterclockwise by a certain angle from the middle position, neither the control pin 503(a) of the first pawl 503 nor the control pin 504(a) of the second pawl 504 is controlled by their respective corresponding control grooves. The movable ends of the first pawl 503 and the second pawl 504 are both pushed against the double-direction ratchet protrusion on the outer surface of the inner ring 501 under the action of the return spring 505. At this time, the controllable one-way clutch 500 is in a double-direction locked state.

[0050] As Figure 7 shown, when the control disk 506 rotates clockwise by a certain angle from the middle position, both the control pin 503(a) of the first pawl 503 and the control pin 504(a) of the second pawl 504 are controlled by their respective corresponding control grooves. The movable ends of the first pawl 503 and the second pawl 504 are both pulled outward against the resistance of the return spring 505 under the action of the control grooves and do not contact the double-direction ratchet protrusion on the outer surface of the inner ring 501. At this time, the inner ring 501 and the outer ring 502 of the controllable one-way clutch 500 are completely separated, and the controllable one-way clutch 500 is in a double-direction overrunning state.

[0051] The control mechanism includes: a control motor and a control motor housing 509; the control motor housing 509 is installed on the first motor housing 104; the control motor uses an outer-rotor motor and is coaxially arranged with the controllable one-way clutch 500, and includes an inner stator 508 and an outer rotor 507. The inner stator 508 is fixedly installed on the control motor housing 509, and the outer rotor 507 is fixedly connected to the control disk 506 and can push the control disk 506 to rotate clockwise or counterclockwise.

[0052] The main reducer 600 receives the torque from the second planet carrier 404, reduces the speed and increases the torque, and then outputs it. It includes a first driving gear 601, a first driven gear 602, a second driving gear 603, a second driven gear 604, and an intermediate shaft 605. The first driving gear 601 is rotatably supported on the second motor output shaft 203 and fixedly connected to the second planet carrier 404. The first driven gear 602 is externally meshed with the first driving gear 601 and fixedly connected to the intermediate shaft 605 through a spline. The second driving gear 603 is fixedly connected to the intermediate shaft 605 through a spline. The intermediate shaft 605 is rotatably supported on the main housing 801 and the right partition 802. The second driven gear 604 is externally meshed with the second driving gear 603 and fixedly connected to the differential housing 707.

[0053] The differential 700 receives the torque from the main reducer 600 and evenly distributes it to the left and right wheels. It includes a differential housing 707, a left bevel gear 702, a left output shaft 701, a right bevel gear 704, a right output shaft 703, a planetary bevel gear 705, and a cross planetary carrier 706. The left bevel gear 702 is fixedly connected to the left output shaft 701 through a spline and rotatably supported on the differential housing 707. The right bevel gear 704 is fixedly connected to the right output shaft 703 through a spline and rotatably supported on the differential housing 707. The planetary bevel gear 705 is meshed with the left bevel gear 702 and the right bevel gear 704 and rotatably supported on the cross planetary carrier 706. The cross planetary carrier 706 is installed on the differential housing 707. The left output shaft 701 and the right output shaft 703 are respectively connected to the left and right wheels.

[0054] When the first motor 100 rotates forward to output a forward torque, the second motor 200 rotates backward to output a reverse torque, and the controllable one-way clutch 500 is in a bi-directional locking state, the drive axle is in a dual-motor torque coupling drive mode, and the torque flow diagram of this mode is as shown in Figure 8 shown; when both the first motor 100 and the second motor 200 rotate forward to output a forward torque and the controllable one-way clutch 500 is in a bi-directional overrunning state, the system is in a dual-motor speed coupling drive mode, and the torque flow diagram of this mode is as shown in Figure 9 shown; when the first motor 100 rotates forward to output a reverse torque, the second motor 200 rotates backward to output a forward torque, and the controllable one-way clutch 500 is in a bi-directional locking state, the drive axle is in a dual-motor torque coupling electric braking mode, and the torque flow diagram of this mode is as shown in Figure 10 shown; when both the first motor 100 and the second motor 200 rotate forward to output a reverse torque and the controllable one-way clutch 500 is in a bi-directional overrunning state, the system is in a dual-motor speed coupling electric braking mode, and the torque flow diagram of this mode is as shown in Figure 11 shown; the one-way overrunning state of the controllable one-way clutch 500 is only used during the switching process of different working states of the drive axle.

[0055] Although the embodiments of the present invention have been disclosed as above, they are not limited to the applications listed in the specification and embodiments. It can be fully applied to various fields suitable for the present invention. For those skilled in the art, additional modifications can be easily made. Therefore, without departing from the general concept defined by the claims and the scope of equivalents, the present invention is not limited to specific details and the examples shown and described herein.

Claims

1. A dual-motor torque and speed coupling multi-mode centralized drive axle, characterized in that, Comprising: A first motor; A second motor, coaxially arranged with the first motor; A first planetary gear set, adopting a double planetary gear train, including a first large sun gear shaft, a first small planet gear, a first large planet gear, a first small sun gear, a first left planet carrier, and a first right planet carrier. The first large sun gear shaft is in external meshing transmission with the first small planet gear. The first small sun gear is in external meshing transmission with the first large planet gear. The first small planet gear and the first large planet gear are integrally formed and rotatably supported on the first left planet carrier and the first right planet carrier. The first left planet carrier and the first right planet carrier receive the output torque from the first motor. The first small sun gear is fixedly connected to the output shaft of the second motor through a spline; A second planetary gear set, including a second sun gear, a second planet gear, a second ring gear, and a second planet carrier. The second sun gear is fixedly connected to the output shaft of the second motor through a spline. The second planet gear is in external meshing transmission with the second sun gear and is rotatably supported on the second planet carrier. The ring gear is in internal meshing transmission with the second planet gear and is fixedly connected to the first right planet carrier through a spline. The second planet carrier outputs power; A controllable one-way clutch, connecting the first large sun gear shaft and the first motor housing, and controllably capable of respectively achieving a one-way overrunning state, a two-way overrunning state, and a two-way locking state; A main reducer, receiving the torque from the second planet carrier, reducing speed and increasing torque, and then outputting; A differential, receiving the torque from the main reducer, and evenly distributing it to the left and right wheels; A main housing; A right partition, fixedly connected to the main housing to form a closed cavity for accommodating the main reducer and the differential; The dual-motor torque and speed coupling multi-mode centralized drive axle of the present invention can achieve four modes: dual-motor torque coupling drive, dual-motor speed coupling drive, dual-motor torque coupling electric braking, and dual-motor speed coupling electric braking by controlling the torque and speed of the first motor and the second motor and the working state of the controllable one-way clutch.

2. The dual-motor torque and speed coupling multi-mode centralized drive axle according to claim 1, wherein, The first motor includes a first motor stator, a first motor rotor, a first motor output shaft, and the first motor housing. The first motor stator is fixedly supported on the first motor housing. The first motor rotor is fixedly connected to the first motor output shaft to output motor torque. The first motor output shaft is rotatably supported on the first motor housing through a bearing. The first motor output shaft is fixedly connected to the first left planet carrier and the first right planet carrier; To reduce the axial dimension, the first motor rotor is a hollow structure, internally accommodating the first motor output shaft and the first planetary gear set. The end face center of the first motor housing extends inwards concavely into the internal cavity of the first motor rotor for accommodating the controllable one-way clutch and supporting the first large sun gear shaft.

3. The dual-motor torque and speed coupling multi-mode centralized drive axle according to claim 1, characterized in that, The second motor includes a second motor stator, a second motor rotor, the second motor output shaft, and a second motor housing. The second motor stator is fixedly supported on the second motor housing. The second motor rotor is fixedly connected to the second motor output shaft and outputs motor torque. The second motor output shaft is rotatably supported by bearings on the second motor housing and the right partition plate.

4. The dual-motor torque and speed coupling multi-mode centralized drive axle according to claim 1, wherein The controllable one-way clutch includes an inner ring, an outer ring, a plurality of first pawls, a plurality of second pawls, a plurality of return springs, a control disk, and a control mechanism. Among them, there is a certain gap between the inner ring and the outer ring. The inner surface of the inner ring is fixedly connected to the end spline of the first large sun gear shaft, and the outer surface of the inner ring is machined with a bidirectional ratchet protrusion. The outer surface of the outer ring is fixedly connected to the housing of the first motor by splines, and a plurality of the first pawls and a plurality of the second pawls are evenly and alternately arranged on the inner surface of the outer ring. The installation directions of the first pawl and the second pawl are opposite, and control pins are fixedly installed at the movable ends of the first pawl and the second pawl respectively. The return springs are installed between the first pawl and the outer ring and between the second pawl and the outer ring. The control pins cooperate with the control disk and can move radially within the space defined by the control disk under the drive of the rotation of the control mechanism. The movable ends of the first pawl and the second pawl can contact the bidirectional ratchet protrusion on the outer surface of the inner ring under the action of the return springs, so as to lock the counterclockwise rotation and clockwise rotation of the inner ring respectively.

5. The dual-motor torque and speed coupled multi-mode centralized drive axle according to claim 4, wherein, The control disk is installed on the side surfaces of the inner ring and the outer ring and can rotate around the first large sun gear shaft. Multiple groups of two different-shaped control grooves are machined on the control disk. The widths of the slots of the two-shaped control grooves in the circumferential direction change, and the change rules are inconsistent. Each group of different-shaped control grooves cooperates with the control pins of the first pawl and the control pins of the second pawl respectively to restrict the spatial range in which their respective control pins can move. The total number of control pins is the same as the total number of control grooves. The specific manifestation of the constraint relationship is as follows: When the control disk is in the middle position, the control pin of the first pawl is not controlled by the corresponding control groove. The movable end of the first pawl is pushed against the bidirectional ratchet protrusion on the outer surface of the inner ring under the action of the return spring. At this time, the control pin of the second pawl is controlled by the corresponding control groove, and the movable end of the second pawl is pulled outwards under the action of the control groove and does not contact the bidirectional ratchet protrusion on the outer surface of the inner ring. At this time, the controllable one-way clutch is in a one-way locked state where the inner ring is locked against counterclockwise rotation and disengaged from clockwise rotation. When the vehicle is moving forward, the rotation direction of the wheel is clockwise. When the control disk rotates counterclockwise by a certain angle from the middle position, neither the control pin of the first pawl nor the control pin of the second pawl is controlled by their respective corresponding control grooves. The movable ends of the first pawl and the second pawl are both pushed against the bidirectional ratchet protrusion on the outer surface of the inner ring under the action of the return spring. At this time, the controllable one-way clutch is in a two-way locked state. When the control disk rotates clockwise by a certain angle from the middle position, the first pawl control pin and the second pawl control pin are both controlled by their respective control slots. The movable ends of the first pawl and the second pawl are both pulled outwards under the action of the control slots and do not contact the double-direction ratchet protrusions on the outer surface of the inner ring. At this time, the inner ring is completely separated from the outer ring, and the controllable one-way clutch is in a double-direction overrunning state.

6. The dual-motor torque and speed coupling multi-mode centralized drive axle according to claim 4, wherein The control mechanism includes: a control motor and a control motor housing; the control motor housing is installed on the first motor housing; the control motor is an outer-rotor motor, including an inner stator and an outer rotor. The inner stator is fixedly installed on the control motor housing, and the outer rotor is fixedly connected to the control disk and can push the control disk to rotate clockwise or counterclockwise.

7. The dual-motor torque and speed coupling multi-mode centralized drive axle according to claim 1, wherein The main reducer includes a first driving gear, a first driven gear, a second driving gear, a second driven gear, and an intermediate shaft. The first driving gear is rotatably supported on the second motor output shaft and is fixedly connected to the second planetary carrier. The first driven gear is externally meshed with the first driving gear and is fixedly connected to the intermediate shaft through a spline. The second driving gear is fixedly connected to the intermediate shaft through a spline. The intermediate shaft is rotatably supported on the main housing and the right partition. The second driven gear is externally meshed with the second driving gear and is fixedly connected to the differential housing.

8. The dual-motor torque and speed coupling multi-mode centralized drive axle according to claim 1, wherein, The differential includes the differential housing, a left bevel gear, a left output shaft, a right bevel gear, a right output shaft, planetary bevel gears, and a cross planetary carrier; the left bevel gear is fixedly connected to the left output shaft through a spline and is rotatably supported on the differential housing; the right bevel gear is fixedly connected to the right output shaft through a spline and is rotatably supported on the differential housing; the planetary bevel gears are meshed with the left bevel gear and the right bevel gear and are rotatably supported on the cross planetary carrier; the cross planetary carrier is installed on the differential housing; the left output shaft and the right output shaft are respectively connected to the left and right wheels.

9. The dual-motor torque and speed coupling multi-mode centralized drive axle according to claim 1, wherein When the first motor rotates forward to output a forward torque, the second motor rotates backward to output a reverse torque, and the controllable one-way clutch is in a double-direction locking state, the drive axle is in a dual-motor torque coupling drive mode; when the first motor and the second motor both rotate forward to output a forward torque and the controllable one-way clutch is in a double-direction overrunning state, the system is in a dual-motor speed coupling drive mode; when the first motor rotates forward to output a reverse torque, the second motor rotates backward to output a forward torque, and the controllable one-way clutch is in a double-direction locking state, the drive axle is in a dual-motor torque coupling electric braking mode; when the first motor and the second motor both rotate forward to output a reverse torque and the controllable one-way clutch is in a double-direction overrunning state, the system is in a dual-motor speed coupling electric braking mode.

10. The dual-motor torque and speed coupling multi-mode centralized drive axle according to claim 9, characterized in that, When the dual-motor torque and speed coupling multi-mode centralized drive axle switches from the dual-motor torque coupling drive mode to the dual-motor speed coupling drive mode, the controllable one-way clutch needs to be switched from the bi-directional locking state to the one-way overrunning state in advance. After the mode switch is completed, the controllable one-way clutch is then switched from the one-way overrunning state to the bi-directional overrunning state; when the dual-motor torque and speed coupling multi-mode centralized drive axle switches from the dual-motor speed coupling drive mode to the dual-motor torque coupling drive mode, the controllable one-way clutch needs to be switched from the bi-directional overrunning state to the one-way overrunning state in advance. After the mode switch is completed, the controllable one-way clutch is then switched from the one-way overrunning state to the bi-directional locking state.

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