Dual-motor driving system, vehicle with dual-motor driving system and control method

Abstract

The invention provides a dual-motor driving system, a vehicle with the dual-motor driving system and a control method. The first driving wheel is connected with one end of the first driving shaft, and the other end of the first driving shaft is connected with a first half axle gear of the differential mechanism. The second driving wheel is connected with one end of a second driving shaft, and the other end of the second driving shaft is connected with a second half axle gear of the differential mechanism; the output end of the first driving motor is connected with the first driving shaft; the output end of the second driving motor is connected with the second driving shaft; the locking mechanism is provided with a first locking position for locking the first driving shaft and part of the first transmission mechanism, a second locking position for locking part of the first transmission mechanism and the first half axle gear, and a third locking position for locking part of the first transmission mechanism, the first driving shaft and the first half axle gear. The problems that in the prior art, a dual-motor driving system is not high in conversion efficiency under the high-speed and low-torque working condition, and wheel end differential locking is difficult to achieve are solved.

Description

Technical Field

[0001] The present invention relates to the technical field of motor drive systems, and in particular to a dual-motor drive system, a vehicle having the same, and a control method. Background Art

[0002] In recent years, electric vehicles have experienced rapid growth, with their market share increasing annually. This has led to a continuous evolution of electric drive system architectures among automakers. The dual-motor drive system, first popularized by the Audi e-tron, has become a key development direction for high-end electric vehicles due to its robust power and efficient conversion. Currently, models such as the BYD U8 and the Tesla Model-S feature this architecture. However, dual-motor drive systems are not perfect. They suffer from issues such as low motor conversion efficiency under high-speed, low-torque conditions (i.e., high-speed stable driving conditions) and complex wheel-end speed control in off-road conditions (difficulty achieving differential locking).

[0003] For the above problems, no effective solution has been proposed yet. Summary of the Invention

[0004] The main purpose of the present invention is to provide a dual-motor drive system, a vehicle having the same, and a control method to solve the problems in the prior art of low conversion efficiency of the dual-motor drive system under high-speed and low-torque conditions, and difficulty in achieving wheel-end differential locking under off-road conditions.

[0005] To achieve the above-mentioned objectives, according to one aspect of the present invention, a dual-motor drive system is provided, comprising: a differential; a first drive wheel, the first drive wheel being connected to one end of a first drive shaft, and the other end of the first drive shaft being connected to a first half-shaft gear of the differential; a second drive wheel, the second drive wheel being connected to one end of a second drive shaft, and the other end of the second drive shaft being connected to a second half-shaft gear of the differential; a locking mechanism, the locking mechanism being connected to at least one of the first drive shaft and the second drive shaft; a first drive motor, the output end of the first drive motor being connected to the first drive shaft via a first transmission mechanism; a second drive motor, the output end of the second drive motor being connected to the second drive shaft via a second transmission mechanism; wherein the locking mechanism has a first locking position for locking the first drive shaft with part of the first transmission mechanism, and the locking mechanism has a second locking position for locking part of the first transmission mechanism with the first half-shaft gear, and the locking mechanism has a third locking position for locking part of the first transmission mechanism with the first drive shaft and the first half-shaft gear.

[0006] Furthermore, the locking mechanism includes: a first locking mechanism, the first locking mechanism is connected to the first drive shaft, and the first locking mechanism is located between the partial first transmission mechanism and the differential; wherein, the first locking mechanism has a first locking position for locking the first drive shaft and the partial first transmission mechanism, and the first locking mechanism has a second locking position for locking the partial first transmission mechanism and the first half-shaft gear, and the first locking mechanism has a third locking position for locking the partial first transmission mechanism with the first drive shaft and the first half-shaft gear.

[0007] Furthermore, the locking mechanism includes: a second locking mechanism, the second locking mechanism is connected to the second drive shaft, the second locking mechanism is located between the portion of the second transmission mechanism and the differential, and the second locking mechanism is arranged opposite to the first locking mechanism; wherein the second locking mechanism has a fourth locking position for locking the second drive shaft with the portion of the second transmission mechanism, and the second locking mechanism has a fifth locking position for locking the portion of the second transmission mechanism with the second half-shaft gear, and the second locking mechanism has a sixth locking position for locking the portion of the second transmission mechanism with the second drive shaft and the second half-shaft gear.

[0008] Furthermore, the first transmission mechanism includes: a first driving gear, the first driving gear is connected to the output shaft of the first drive motor; a first intermediate gear, the first intermediate gear is meshed with the first driving gear; a first driven gear, the first driven gear is connected to the first drive shaft, and the first driven gear is meshed with the first intermediate gear, wherein the first locking mechanism is located between the first driven gear and the differential.

[0009] Furthermore, the first transmission mechanism includes: a second driving gear, the second driving gear is connected to the output shaft of the first drive motor; a second intermediate gear, the second intermediate gear is meshed with the second driving gear; a second driven gear, the second driven gear is connected to the second drive shaft, and the second driven gear is meshed with the second intermediate gear, wherein the second locking mechanism is located between the second driven gear and the differential.

[0010] Furthermore, at least one of the first locking mechanism and the second locking mechanism includes: a first plug-in assembly and a second plug-in assembly, and the first plug-in assembly and the second plug-in assembly are independently controlled and arranged.

[0011] Furthermore, the first locking mechanism and the second locking mechanism are independently controlled.

[0012] According to another aspect of the present invention, a vehicle is provided, comprising a dual-motor drive system, wherein the dual-motor drive system is the dual-motor drive system of any one of the above embodiments.

[0013] According to another aspect of the present invention, a vehicle control method is provided, which is used to control the above-mentioned vehicle, and the control method includes the following steps: obtaining a driving scenario of the vehicle, wherein the driving scenario includes at least one of the following: a power driving scenario, an economic driving scenario, a sudden acceleration scenario, a sudden deceleration scenario, a turning scenario, an escape driving scenario, a driving scenario in rainy and snowy weather, and an off-road scenario; generating a control strategy set in response to a target scenario in the driving scenario, wherein the control strategy set is used to control a target component to perform a target action, wherein the target component includes at least one of the following: a first drive motor, a second drive motor, and a locking mechanism.

[0014] Furthermore, a control strategy set is generated in response to a target scenario in a driving scenario, including: a first control strategy in the control strategy set is generated in response to the driving scenario being a power driving scenario, wherein the first control strategy is used to control the first drive motor and the second drive motor to drive independently, and the first locking mechanism is located in the first locking position and the second locking mechanism is located in the fourth locking position; a second control strategy in the control strategy set is generated in response to the driving scenario being an economic driving scenario, and the second control strategy is used to control at least one of the first drive motor and the second drive motor to drive independently; a third control strategy in the control strategy set is generated in response to the driving scenario being a sudden acceleration scenario, and the third control strategy is used to control the first drive motor and the second drive motor to drive independently, and the first locking mechanism is located in the first locking position and the second locking mechanism is located in the fourth locking position; a fourth control strategy in the control strategy set is generated in response to the driving scenario being a sudden deceleration scenario, and the fourth control strategy is used to control the first drive motor and the second drive motor to drive independently. the first and second drive motors perform energy recovery together; in response to the driving scenario being a turning scenario, a fifth control strategy in the control strategy set is generated, the fifth control strategy is used to control at least one of the first drive motor and the second drive motor to drive independently; in response to the driving scenario being an escape driving scenario, a sixth control strategy in the control strategy set is generated, the sixth control strategy is used to control the first drive motor and the second drive motor to drive independently, and the first locking mechanism is located at the third locking position and the second locking mechanism is located at the sixth locking position; in response to the driving scenario being a rainy and snowy weather driving scenario, a seventh control strategy in the control strategy set is generated, the seventh control strategy is used to control the first drive motor and the second drive motor to perform energy recovery together; in response to the driving scenario being an off-road scenario, an eighth control strategy in the control strategy set is generated, the eighth control strategy is used to control the first locking mechanism to be located at the second locking position or the second locking mechanism to be located at the fifth locking position, or, the first locking mechanism to be located at the first locking position or the second locking mechanism to be located at the fourth locking position.

[0015] By applying the technical solution of the present invention, a dual-motor drive system that can automatically adjust the drive mode according to different working conditions is realized by adding a differential and a locking mechanism to the dual-motor drive system and designing a variable locking mechanism between the motor and the wheel. The first drive motor and the second drive motor are respectively connected to the two sides of the differential through the first transmission mechanism and the second transmission mechanism. When working independently or in coordination, they can be in different locking positions according to the operating requirements of the vehicle through the flexible adjustment of the locking mechanism, thereby optimizing the driving performance of the vehicle and improving energy utilization efficiency. At the same time, it provides better handling stability and power output under complex working conditions, significantly improving the driving experience and adaptability of electric vehicles. The present application solves the problems in the prior art of low conversion efficiency of dual-motor drive systems under high-speed and low-torque conditions, and the difficulty in achieving wheel-end differential locking under off-road conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] The accompanying drawings, which constitute part of this application, are intended to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are intended to explain the present invention and do not constitute an undue limitation of the present invention. In the accompanying drawings:

[0017] Figure 1 A schematic structural diagram of an embodiment of a dual-motor drive system according to the present invention is shown;

[0018] Figure 2 The vehicle motor conversion efficiency map of the present invention is shown.

[0019] The above drawings include the following reference numerals:

[0020] 1. First driving gear;

[0021] 2. Second driving gear;

[0022] 3. First intermediate gear;

[0023] 4. Second intermediate gear;

[0024] 5. First drive shaft;

[0025] 6. Second drive shaft;

[0026] 7. First driven gear;

[0027] 8. Second driven gear;

[0028] 9. Differential;

[0029] 10. First locking mechanism;

[0030] 11. Second locking mechanism;

[0031] M1, first drive motor;

[0032] M2, second drive motor;

[0033] W1, first driving wheel;

[0034] W2, second driving wheel. DETAILED DESCRIPTION

[0035] It should be noted that, in the absence of conflict, the embodiments and features of the embodiments in this application can be combined with each other. The present invention will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0036] It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit the exemplary embodiments according to the present application. As used herein, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. In addition, it should be understood that when the terms "comprise" and / or "include" are used in this specification, they indicate the presence of features, steps, operations, devices, components and / or combinations thereof.

[0037] It should be noted that the terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that the terms used in this way are interchangeable where appropriate, so that the embodiments of the present application described herein can, for example, be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0038] Now, exemplary embodiments according to the present application will be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments can be implemented in a variety of different forms and should not be interpreted as being limited to the embodiments described herein. It should be understood that these embodiments are provided to make the disclosure of this application thorough and complete, and to fully convey the concepts of these exemplary embodiments to those of ordinary skill in the art. In the accompanying drawings, for the sake of clarity, the thickness of layers and regions may be exaggerated, and the same reference numerals are used to represent the same devices, and thus their descriptions will be omitted.

[0039] Combine Figures 1 to 2 As shown, according to a specific embodiment of the present application, a dual-motor drive system is provided.

[0040] Specifically, the dual-motor drive system includes: a differential 9, a first drive wheel W1, a second drive wheel W2, a locking mechanism, a first drive motor M1 and a second drive motor M2, the first drive wheel W1 is connected to one end of the first drive shaft 5, and the other end of the first drive shaft 5 is connected to the first half-shaft gear of the differential 9; the second drive wheel W2 is connected to one end of the second drive shaft 6, and the other end of the second drive shaft 6 is connected to the second half-shaft gear of the differential 9; the locking mechanism is connected to at least one of the first drive shaft 5 and the second drive shaft 6; the output end of the first drive motor M1 is connected to the first drive shaft 5 through a first transmission mechanism; the output end of the second drive motor M2 is connected to the second drive shaft 6 through a second transmission mechanism; wherein the locking mechanism has a first locking position for locking the first drive shaft 5 with part of the first transmission mechanism, and the locking mechanism has a second locking position for locking part of the first transmission mechanism with the first half-shaft gear, and the locking mechanism has a third locking position for locking part of the first transmission mechanism with the first drive shaft 5 and the first half-shaft gear.

[0041] By applying the technical solution of the present invention, a dual-motor drive system that can automatically adjust the drive mode according to different working conditions is realized by adding a differential 9 and a locking mechanism to the dual-motor drive system and designing a variable locking mechanism between the motor and the wheel. The first drive motor M1 and the second drive motor M2 are connected to the two sides of the differential 9 through the first transmission mechanism and the second transmission mechanism respectively. When working independently or in collaboration, they can be in different locking positions according to the operating requirements of the vehicle through flexible adjustment of the locking mechanism, thereby optimizing the driving performance of the vehicle and improving energy utilization efficiency. At the same time, it provides better handling stability and power output under complex working conditions, significantly improving the driving experience and adaptability of electric vehicles. This application solves the problems in the prior art that the dual-motor drive system has low conversion efficiency under high-speed and low-torque conditions, and is difficult to achieve wheel-end differential locking under off-road conditions.

[0042] Specifically, the locking mechanism includes a first locking mechanism 10 connected to the first drive shaft 5 and located between a portion of the first transmission mechanism and the differential 9. The first locking mechanism 10 has a first locking position that locks the first drive shaft 5 with a portion of the first transmission mechanism, a second locking position that locks a portion of the first transmission mechanism with the first side gear, and a third locking position that locks a portion of the first transmission mechanism with the first drive shaft 5 and the first side gear. Adjusting the locking position of the first locking mechanism 10 dynamically changes the operating mode of the dual-motor drive system, thereby meeting the needs of different driving scenarios. This ensures driving safety while improving the driving experience and energy efficiency.

[0043] When the first locking mechanism 10 is in the first locking position, it locks the first drive shaft 5 and a portion of the first transmission mechanism together. In this state, power from the first drive motor M1 is transmitted directly to the first drive wheel W1 without passing through the differential 9. This maximizes motor conversion efficiency and minimizes energy loss during high-speed, stable driving conditions. Simultaneously, the second drive motor M2 and the second drive wheel W2 can operate independently, unaffected by the left wheel, making them suitable for scenarios requiring single-wheel independent drive and improved power responsiveness.

[0044] When the first locking mechanism 10 is in the second locking position, it partially locks the first transmission mechanism and the first side gear (the gear inside the differential). This means that the power of the first drive motor M1 is not only transmitted to the first drive wheel W1 via the first drive shaft 5, but also to the second drive wheel W2 via the differential 9. This setting is primarily used in operating conditions requiring differential control, such as when cornering, where the differential 9 can adjust the speeds of the two drive wheels to ensure smooth cornering.

[0045] When the first locking mechanism 10 is in the third locking position, it simultaneously locks a portion of the first transmission mechanism, the first drive shaft 5, and the first side gear, forming a single unit. This allows both drive wheels to operate synchronously, whether driven by a single motor or dual motors, preventing slippage in challenging road conditions (such as off-roading and escape attempts), significantly enhancing the vehicle's maneuverability and handling stability.

[0046] Specifically, the locking mechanism includes a second locking mechanism 11 connected to the second drive shaft 6 and positioned between a portion of the second transmission mechanism and the differential 9. The second locking mechanism 11 is positioned opposite the first locking mechanism 10. The second locking mechanism 11 has a fourth locking position that locks the second drive shaft 6 with a portion of the second transmission mechanism, a fifth locking position that locks a portion of the second transmission mechanism with the second side gear, and a sixth locking position that locks a portion of the second transmission mechanism with the second drive shaft 6 and the second side gear. The changing positions of the second locking mechanism 11 and its position, combined with the first locking mechanism 10, ensure that the dual-motor drive system can intelligently adapt to different operating conditions. Whether enhancing driving safety in adverse weather conditions or optimizing emergency braking efficiency, this system demonstrates its powerful functionality and flexibility, significantly improving the performance and user experience of electric vehicles in complex environments.

[0047] The second locking mechanism 11 is a device arranged between the second drive shaft 6 and the differential 9. It is arranged opposite to the first locking mechanism 10 in spatial layout. It is intended to achieve refined management of the vehicle's power transmission by adjusting to different locking positions to match the specific driving mode required by the vehicle.

[0048] When the second locking mechanism 11 is in the fourth locking position, it locks the second drive shaft 6 and a portion of the second transmission mechanism, creating a "single-wheel drive" mode. In this state, the power of the first drive motor M1 can be transmitted directly to the second drive wheel W2 without passing through the differential 9. This mode is particularly suitable for situations where high torque output is required from a single wheel, such as when driving on a muddy or icy surface with traction on one side and not on the other, and only the wheel with traction needs to be driven.

[0049] When the second locking mechanism 11 is in the fifth locking position, it locks part of the second transmission mechanism and the second side gear (i.e., the gear inside the differential) together. This means that the power of the first drive motor M1 affects the operation of the first drive wheel W1 through the second drive shaft 6 and the differential 9. This is particularly useful in vehicle cornering scenarios where the differential adjusts the left and right wheel speed ratio, ensuring vehicle maneuverability and smooth steering.

[0050] When the second locking mechanism 11 is in the sixth locking position, it locks a portion of the second transmission mechanism, the second drive shaft 6, and the second axle gear, achieving a "differential lock" function. Whether the vehicle is in dual-motor drive mode or single-motor drive mode, this locks the second transmission mechanism, the drive shaft, and the first axle gear of the differential simultaneously, forcing the first and second drive wheels to operate synchronously. This is particularly important for off-roading, escape driving, or situations requiring increased friction, effectively preventing wheel slip and improving the vehicle's ability to navigate complex road conditions.

[0051] Specifically, the first transmission mechanism includes: a first driving gear 1, a first intermediate gear 3 and a first driven gear 7. The first driving gear 1 is connected to the output shaft of the first drive motor M1; the first intermediate gear 3 is meshed with the first driving gear 1; the first driven gear 7 is connected to the first drive shaft 5, and the first driven gear 7 is meshed with the first intermediate gear 3, wherein the first locking mechanism 10 is located between the first driven gear 7 and the differential 9.

[0052] The first driving gear 1 is directly connected to the output shaft of the first drive motor M1 and is the starting point of power transmission. Its tooth shape design needs to match the gear of the motor output shaft to ensure smoothness and low friction loss during power transmission. The first intermediate gear 3 receives and transmits power by meshing with the first driving gear 1. The diameter and number of teeth of the first intermediate gear 3 will affect the efficiency of power transmission and the final output torque. The cooperation between the first intermediate gear 3 and the first driven gear 7 can achieve power amplification or deceleration to adapt to different driving conditions. The first driven gear 7 meshes with the first intermediate gear 3 and is fixed on the first drive shaft 5. Its main function is to finally transmit the power transmitted by the first intermediate gear 3 to the first drive shaft 5, and then drive the first drive wheel W1. The connection method between the first driven gear 7 and the first drive shaft 5 (such as spline, thread, etc.) must ensure the directness and reliability of power transmission, while reducing energy loss during power transmission.

[0053] Specifically, the first transmission mechanism includes: a second driving gear 2, a second intermediate gear 4 and a second driven gear 8, the second driving gear 2 is connected to the output shaft of the first drive motor M1; the second intermediate gear 4 is meshed with the second driving gear 2; the second driven gear 8 is connected to the second drive shaft 6, and the second driven gear 8 is meshed with the second intermediate gear 4, wherein the second locking mechanism 11 is located between the second driven gear 8 and the differential 9.

[0054] The second driving gear 2 is connected to the output shaft of the first drive motor M1. Its function is to convert the rotational power of the motor into energy in the form of gears so that the subsequent gear chain can receive and transmit this energy. The second intermediate gear 4 is engaged with the second driving gear 2 and serves as an intermediary link for power transmission. Its number and size of teeth determine the power transmission ratio. It also needs to maintain an appropriate distance and alignment with the first intermediate gear 3 and other gears to ensure the smooth operation of the entire system. The existence of this gear enables power to be effectively transmitted from the first drive motor M1 to the second drive shaft 6 and the second drive wheel. The second driven gear 8 is engaged with the second intermediate gear 4 and is fixed on the second drive shaft 6. Its function is to transmit the power passing through the second intermediate gear 4 to the second drive shaft 6, and ultimately drive the second drive wheel W2. The firm connection between the second driven gear 8 and the second drive shaft 6 is the key to ensuring efficient and loss-free transmission of power.

[0055] Specifically, at least one of the first locking mechanism 10 and the second locking mechanism 11 includes a first plug-in assembly and a second plug-in assembly, which are independently controlled and can accurately operate the locking mechanism to switch between different locking positions.

[0056] Optionally, at least one of the first locking mechanism 10 and the second locking mechanism 11 includes a locking sleeve, and the plug-in assembly usually cooperates with the locking sleeve when working, the purpose of which is to establish or disconnect a rigid connection between different components, thereby realizing the switching of the power transmission path. In this embodiment, the locking sleeve is designed as an annular component with a keyway or protrusion inside, which can be surrounded between the two components that need to be locked. When the pin of the plug-in assembly is correctly inserted into the keyway, a rigid connection is established between the locking sleeve and the component. When the first locking mechanism 10 is in the first locking position, that is, the first drive shaft 5 is locked with part of the first transmission mechanism, the pin in the first plug-in assembly is inserted into the corresponding keyway between the first drive shaft 5 and the first driven gear 7, forming a rigid connection, directly and efficiently transmitting the power of the first drive motor M1 to the first drive wheel W1. When the first locking mechanism 10 is in the second locking position, a portion of the first transmission mechanism (the first driven gear 7) is locked with the first axle gear of the differential 9, and the pin in the second plug-in assembly is inserted into the corresponding keyway between the first driven gear 7 and the differential 9, forming a rigid connection. This allows differential control of the first and second drive wheels under various conditions, such as stable maneuvering during cornering. When the first locking mechanism 10 is in the third locking position, a portion of the first transmission mechanism (the first driven gear 7), the first drive shaft 5, and the first axle gear of the differential 9 are simultaneously locked. The first plug-in assembly and the second shift fork assembly are simultaneously inserted into the corresponding keyway, locking the relevant components simultaneously, ensuring synchronized operation of the first and second drive wheels and improving the vehicle's performance and safety in off-road or special road conditions.

[0057] The second locking mechanism 11 follows a similar logic, but its purpose is to control the second drive motor M2, the second transmission mechanism, the second drive shaft 6, and the other side of the differential. Specifically, when the second locking mechanism 11 is in the fourth locking position, the second drive shaft 6 is locked with a portion of the first transmission mechanism, and the pin in the first plug-in assembly inserts into the corresponding keyway between the second drive shaft 6 and the second driven gear 8, forming a rigid connection that directly and efficiently transmits the power of the second drive motor M2 to the second drive wheel W2. When the second locking mechanism 11 is in the fifth locking position, a portion of the second transmission mechanism (the second driven gear 8) is locked with the first half-shaft gear of the differential 9, and the pin in the second plug-in assembly inserts into the corresponding keyway between the second driven gear 8 and the differential 9, forming a rigid connection that allows differential control of the first and second drive wheels under various conditions, such as stable maneuvering during cornering. When the second locking mechanism 11 is in the sixth locking position, that is, a part of the second transmission mechanism (the second driven gear 8), the second drive shaft 6 and the second half-shaft gear of the differential 9 are locked at the same time, the first plug-in assembly and the second fork assembly are inserted into the corresponding key slots at the same time, and the relevant components are locked at the same time to ensure the synchronous operation of the first drive wheel and the second drive wheel.

[0058] Specifically, the first locking mechanism 10 and the second locking mechanism 11 are independently controlled. The independent control of the first locking mechanism 10 and the second locking mechanism 11 allows the system to individually adjust each locking mechanism according to real-time driving scenarios and needs, thereby achieving more refined power management and control.

[0059] According to another aspect of the present application, a vehicle is provided, comprising a dual-motor drive system, wherein the dual-motor drive system is any one of the dual-motor drive systems described above.

[0060] According to another aspect of the present application, a vehicle control method is provided, the control method is used to control the above-mentioned vehicle, characterized in that the control method includes the following steps: obtaining a driving scenario of the vehicle, wherein the driving scenario includes at least one of the following: a power driving scenario, an economic driving scenario, a sudden acceleration scenario, a sudden deceleration scenario, a turning scenario, a driving scenario for getting out of trouble, a driving scenario in rainy and snowy weather, and an off-road scenario; generating a control strategy set in response to a target scenario in the driving scenario, wherein the control strategy set is used to control a target component to perform a target action, wherein the target component includes at least one of the following: a first drive motor M1, a second drive motor M2, and a locking mechanism. Dynamically adjusting the motor output and the locking mechanism state according to the target scenario improves the vehicle's power and economy, significantly improving the vehicle's intelligence level, enabling it to better adapt to diverse driving needs, and providing users with a better quality and safer driving experience.

[0061] Specifically, a control strategy set is generated in response to a target scenario in a driving scenario, including: a first control strategy in the control strategy set is generated in response to the driving scenario being a power driving scenario, wherein the first control strategy is used to control the first drive motor M1 and the second drive motor M2 to drive independently, and the first locking mechanism is located at the first locking position and the second locking mechanism is located at the fourth locking position; a second control strategy in the control strategy set is generated in response to the driving scenario being an economic driving scenario, and the second control strategy is used to control at least one of the first drive motor M1 and the second drive motor M2 to drive independently; a third control strategy in the control strategy set is generated in response to the driving scenario being a sudden acceleration scenario, and the third control strategy is used to control the first drive motor M1 and the second drive motor M2 to drive independently, and the first locking mechanism is located at the first locking position and the second locking mechanism is located at the fourth locking position; a fourth control strategy in the control strategy set is generated in response to the driving scenario being a sudden deceleration scenario, and the fourth control strategy is used to control the first drive motor M1 and the second drive motor M2 to drive independently. and the second drive motor M2 jointly recover energy; in response to the driving scenario being a turning scenario, a fifth control strategy in the control strategy set is generated, and the fifth control strategy is used to control at least one of the first drive motor M1 and the second drive motor M2 to drive independently; in response to the driving scenario being an escape driving scenario, a sixth control strategy in the control strategy set is generated, and the sixth control strategy is used to control the first drive motor M1 and the second drive motor M2 to drive independently, and the first locking mechanism is located in the third locking position and the second locking mechanism is located in the sixth locking position; in response to the driving scenario being a rainy and snowy weather driving scenario, a seventh control strategy in the control strategy set is generated, and the seventh control strategy is used to control the first drive motor M1 and the second drive motor M2 to jointly recover energy; in response to the driving scenario being an off-road scenario, an eighth control strategy in the control strategy set is generated, and the eighth control strategy is used to control the first locking mechanism to be in the second locking position or the second locking mechanism to be in the fifth locking position, or, the first locking mechanism to be in the first locking position or the second locking mechanism to be in the fourth locking position.

[0062] In this embodiment, assuming the driver is facing a power driving scenario, the dual-motor drive system maintains a dual-motor single-wheel drive mode. In single-wheel drive mode, the vehicle accelerates quickly, has a high torque threshold, and exhibits strong power. Both the first drive motor M1 and the second drive motor M2 operate at maximum output power. The first locking mechanism 10 is controlled to be in the first locking position and the second locking mechanism 11 is controlled to be in the fourth locking position. In this mode, a direct rigid connection between the motor and the wheel is ensured, maximizing torque output, thereby significantly improving the vehicle's acceleration performance and stability at high speeds. Energy recovery is usually not activated immediately.

[0063] In another specific embodiment, assuming that the driver is facing an economic driving scenario, before leaving the factory, the dual-motor drive system needs to calibrate the optimal efficiency mode at each speed and torque based on the motor conversion efficiency map result. The principle of the optimal efficiency mode is as follows Figure 2 As shown in the figure, the vehicle motor conversion efficiency map changes with speed and torque. Assuming the user is using single-motor drive mode, with a motor speed of 8500 rpm and a torque of 120 Nm, the conversion efficiency is approximately 91%. When switching to single-wheel drive mode, the motor speed remains unchanged, the torque is halved to 60 Nm, and the conversion efficiency increases to 94%. Assuming the user is using single-wheel drive mode, with a motor speed of 10500 rpm and a torque of 20 Nm, the conversion efficiency is approximately 90%. When switching to single-motor drive mode, the motor speed remains unchanged, the torque is increased to 40 Nm, and the conversion efficiency increases to 94%. While driving, the vehicle switches between single-wheel drive and single-motor drive modes according to the calibration results based on the real-time driving conditions. Depending on the specific situation, the first drive motor M1 and the second drive motor M2 are controlled to drive independently, or one of the first drive motor M1 and the second drive motor M2 is controlled to drive independently.

[0064] In another specific embodiment, suppose the driver is facing a sudden acceleration scenario and needs to maximize vehicle acceleration. In this case, the first locking mechanism 10 is controlled to the first locking position, and the second locking mechanism 11 is controlled to the fourth locking position. In this state, the first drive motor M1 and the second drive motor M2 will directly drive the first drive wheel W1 and the second drive wheel W2 respectively through the first transmission mechanism and the second transmission mechanism, without the need for power distribution through the differential 9. This direct "single-wheel drive" mode can quickly respond to the driver's commands and provide maximum torque output, thereby achieving rapid vehicle acceleration.

[0065] In another specific embodiment, when the driving scenario involves sudden deceleration, the dual-motor drive system is in dual-motor single-wheel drive mode during deceleration. The entire system remains inactive, and the first drive motor M1 and the second drive motor M2 recover energy through the first driven gear 7 and the second driven gear 8, respectively. This energy recovery provides reverse braking force, accelerating the vehicle's braking. When the dual-motor drive system is in single-motor mode during deceleration, if the first drive motor M1 is used for driving, when the vehicle brakes, the second locking mechanism 11 is in the fourth locking position, and the second drive motor M2 joins the system to perform energy recovery together with the first drive motor M1, enabling rapid braking of the vehicle. If the second drive motor M2 is used for driving, the first locking mechanism 10 is locked inward when the vehicle brakes, and the first drive motor M1 joins the system to perform energy recovery together with the second drive motor M2 to achieve rapid braking of the vehicle. This design principle utilizes the motor's energy recovery mechanism to achieve rapid braking in sudden deceleration scenarios, improving the vehicle's braking performance, shortening the braking distance, and enhancing driving safety.

[0066] In another specific embodiment, when the driving scenario involves turning, when the dual-motor drive system is in dual-motor single-wheel drive mode, since the motors independently control a single wheel, the operation of the two wheels does not interfere with each other, allowing for smooth turning. When the dual-motor drive system is in single-motor drive mode, a differential 9 is incorporated into the system to achieve wheel speed differentials and ensure cornering. When the dual-motor drive system uses the first drive motor M1 for single-motor drive, the first locking mechanism 10 is in the second locking position. At this point, the first driven gear 7 and the differential 9 are integrally connected. The first and second drive wheels are driven by the side gears within the differential, and the differential regulates their rotational speeds during cornering. When the dual-motor drive system uses the second drive motor M2 for single-motor drive, the second locking mechanism 11 is in the fourth locking position. At this point, the second driven gear 8 and the differential 9 are integrally connected. The first and second drive wheels are driven by the side gears within the differential, and the differential regulates their rotational speeds during cornering.

[0067] In another specific embodiment, when entering a driving scenario requiring escape, the vehicle requires greater traction and the ability to avoid unilateral slip. In this case, the first locking mechanism 10 is controlled to move to the third locking position, and the second locking mechanism 11 is controlled to move to the sixth locking position. This locks the first drive shaft 5, a portion of the first transmission mechanism, and the first side gear of the differential 9; the second drive shaft 6, a portion of the second transmission mechanism, and the second side gear of the differential 9. This ensures that the drive wheels maintain a consistent rotational speed even under adverse road conditions, preventing loss of control (slipping) due to excessive unilateral resistance. This ensures vehicle stability and maneuverability in complex road conditions.

[0068] In another specific embodiment, when driving in rainy or snowy weather, to reduce brake failure caused by wheel slip, the driver activates energy recovery when braking to assist in reducing vehicle speed and ensuring vehicle stability. This control principle is consistent with the control principle used in the rapid deceleration scenario.

[0069] In another specific embodiment, when entering an off-road scenario and the dual-motor drive system is in dual-motor, single-wheel drive mode, the first locking mechanism 10 can be positioned in the second locking position, or the second locking mechanism 11 can be positioned in the fifth locking position. Assuming the first locking mechanism 10 is in the second locking position, the first side gear within the differential 9 and the differential case always maintain the same rotational speed, causing the second side gear to also be locked and to have the same speed as the first side gear. Because the first drive shaft 5 and the first side gear of the differential 9 always have the same speed, the speeds of the first and second drive wheels remain the same, thus achieving differential lock, ensuring the vehicle's passability and improving its handling stability. When the dual-motor drive system is driven by a single motor, to achieve the dual-motor differential lock drive function of the dual-motor drive system, assuming that the second drive motor M2 is driven by a single motor, the second locking mechanism 11 is in the fourth locking position. Similarly, the second drive shaft 6 and the second driven gear 8 are locked. At this time, the first locking mechanism 10 does not interfere with the rotation between the first driven gear 7 and the differential 9, allowing the first drive wheel W1 to operate through the natural differential mechanism of the differential 9 without the drive of the first drive motor M1. Because the second driven gear 8 is directly locked to the second drive shaft 6, when the second drive motor M2 is driven, the second side gear of the differential 9 and the housing rotate at the same speed, forcing the first side gear to maintain the same speed, thus achieving the differential lock effect. Assuming that the first drive motor M1 is driven by a single motor, the operating principle is the same as that of the second drive motor M2.

[0070] From the above description, it can be seen that the above-mentioned embodiments of the present invention achieve the following technical effects: This dual-electric drive system adds a differential and locking mechanism to the existing system structure, enabling multiple modes such as dual-motor single-wheel drive, single-motor drive, dual-motor differential lock single-wheel drive, and single-motor differential lock drive. By switching modes, the motors can be kept in the efficient operating range to cope with different driving scenarios.

[0071] For ease of description, spatially relative terms such as "above", "above", "on the upper surface of", "above", etc. may be used herein to describe the spatial positional relationship of a device or feature to other devices or features as shown in the figures. It should be understood that spatially relative terms are intended to include different orientations of the device in use or operation in addition to the orientation described in the figures. For example, if the device in the drawings is inverted, the device described as "above other devices or structures" or "above other devices or structures" will be positioned as "below other devices or structures" or "below other devices or structures". Thus, the exemplary term "above" can include both "above" and "below". The device can also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatially relative descriptions used here are interpreted accordingly.

[0072] In addition to the above, it should be noted that references to "one embodiment," "another embodiment," "an embodiment," and the like in this specification refer to specific features, structures, or characteristics described in conjunction with that embodiment as included in at least one embodiment generally described in this application. The appearance of the same expression in multiple places in the specification does not necessarily refer to the same embodiment. Furthermore, when a specific feature, structure, or characteristic is described in conjunction with any embodiment, it is intended that such feature, structure, or characteristic, when implemented in conjunction with other embodiments, also falls within the scope of the present invention.

[0073] In the above embodiments, the description of each embodiment has its own focus. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0074] The foregoing description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Those skilled in the art will readily appreciate that various modifications and variations of the present invention are possible. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention are intended to be within the scope of protection of the present invention.

Claims

1. A dual-motor drive system, characterized in that: include: differential (9); A first drive wheel (W1), the first drive wheel (W1) is connected to one end of a first drive shaft (5), and the other end of the first drive shaft (5) is connected to a first side gear of the differential (9); A second drive wheel (W2), the second drive wheel (W2) is connected to one end of a second drive shaft (6), and the other end of the second drive shaft (6) is connected to a second side gear of the differential (9); a locking mechanism connected to at least one of the first drive shaft (5) and the second drive shaft (6); a first drive motor (M1), wherein an output end of the first drive motor (M1) is connected to the first drive shaft (5) via a first transmission mechanism; a second drive motor (M2), wherein an output end of the second drive motor (M2) is connected to the second drive shaft (6) via a second transmission mechanism; The locking mechanism has a first locking position for locking the first drive shaft (5) and a portion of the first transmission mechanism, a second locking position for locking a portion of the first transmission mechanism and the first half-shaft gear, and a third locking position for locking a portion of the first transmission mechanism, the first drive shaft (5) and the first half-shaft gear.

2. The dual-motor drive system according to claim 1, characterized in that: The locking mechanism comprises: a first locking mechanism (10), the first locking mechanism (10) being connected to the first drive shaft (5), the first locking mechanism (10) being located between a portion of the first transmission mechanism and the differential (9); The first locking mechanism (10) has a first locking position for locking the first drive shaft (5) and a portion of the first transmission mechanism, and the first locking mechanism (10) has a second locking position for locking a portion of the first transmission mechanism and the first half-shaft gear, and the first locking mechanism (10) has a third locking position for locking a portion of the first transmission mechanism, the first drive shaft (5) and the first half-shaft gear.

3. The dual-motor drive system according to claim 2, characterized in that: The locking mechanism comprises: a second locking mechanism (11), the second locking mechanism (11) being connected to the second drive shaft (6), the second locking mechanism (11) being located between a portion of the second transmission mechanism and the differential (9), the second locking mechanism (11) being arranged opposite to the first locking mechanism (10); The second locking mechanism (11) has a fourth locking position for locking the second drive shaft (6) and a portion of the second transmission mechanism, and the second locking mechanism (11) has a fifth locking position for locking a portion of the second transmission mechanism and the second half-shaft gear, and the second locking mechanism (11) has a sixth locking position for locking a portion of the second transmission mechanism, the second drive shaft (6) and the second half-shaft gear.

4. The dual-motor drive system according to claim 2, characterized in that: The first transmission mechanism includes: A first driving gear (1), the first driving gear (1) being connected to an output shaft of the first driving motor (M1); a first intermediate gear (3), the first intermediate gear (3) being meshed with the first driving gear (1); A first driven gear (7), the first driven gear (7) is connected to the first drive shaft (5), the first driven gear (7) is meshed with the first intermediate gear (3), wherein the first locking mechanism (10) is located between the first driven gear (7) and the differential (9).

5. The dual-motor drive system according to claim 3, characterized in that: The first transmission mechanism includes: a second driving gear (2), the second driving gear (2) being connected to an output shaft of the first driving motor (M1); a second intermediate gear (4), the second intermediate gear (4) being meshed with the second driving gear (2); A second driven gear (8), the second driven gear (8) is connected to the second drive shaft (6), the second driven gear (8) is meshed with the second intermediate gear (4), wherein the second locking mechanism (11) is located between the second driven gear (8) and the differential (9).

6. The dual-motor drive system according to claim 3, characterized in that: At least one of the first locking mechanism (10) and the second locking mechanism (11) comprises a first plug-in assembly and a second plug-in assembly, wherein the first plug-in assembly and the second plug-in assembly are independently controlled.

7. The dual-motor drive system according to claim 3, characterized in that: The first locking mechanism (10) and the second locking mechanism (11) are independently controlled and arranged.

8. A vehicle comprising a dual-motor drive system, characterized in that: The dual-motor drive system is the dual-motor drive system according to any one of claims 1 to 7.

9. A vehicle control method, the control method being used to control the vehicle according to claim 8, characterized in that: The control method comprises the following steps: Obtaining a driving scenario of the vehicle, wherein the driving scenario includes at least one of the following: a power driving scenario, an economic driving scenario, a sudden acceleration scenario, a sudden deceleration scenario, a turning scenario, an escape scenario, a driving scenario in rainy and snowy weather, and an off-road scenario; A control strategy set is generated in response to a target scenario in the driving scenario, wherein the control strategy set is used to control a target component to perform a target action, wherein the target component includes at least one of the following: the first drive motor (M1), the second drive motor (M2) and the locking mechanism.

10. The control method according to claim 9, characterized in that: Generating the control strategy set in response to a target scenario in the driving scenario includes: generating a first control strategy in a control strategy set for the power driving scenario in response to the driving scenario, wherein the first control strategy is used to control the first drive motor (M1) and the second drive motor (M2) to independently drive the vehicle, with the first locking mechanism in a first locking position and the second locking mechanism in a fourth locking position; generating a second control strategy in a control strategy set for the economic driving scenario in response to the driving scenario, the second control strategy being used to control at least one of the first drive motor (M1) and the second drive motor (M2) to be driven independently; In response to the driving scenario, a third control strategy in the control strategy set is generated for the rapid acceleration scenario, the third control strategy being used to control the first drive motor (M1) and the second drive motor (M2) to independently drive the first locking mechanism in a first locking position and the second locking mechanism in a fourth locking position; generating a fourth control strategy in a control strategy set in response to the driving scenario being the rapid deceleration scenario, the fourth control strategy being used to control the first drive motor (M1) and the second drive motor (M2) to jointly perform energy recovery; generating a fifth control strategy in a control strategy set for the turning scenario in response to the driving scenario, the fifth control strategy being used to control at least one of the first drive motor (M1) and the second drive motor (M2) to be driven independently; In response to the driving scenario, a sixth control strategy in the control strategy set is generated for the escape driving scenario, the sixth control strategy being used to control the first drive motor (M1) and the second drive motor (M2) to independently drive the vehicle, with the first locking mechanism being located in a third locking position and the second locking mechanism being located in a sixth locking position; In response to the driving scenario being the rainy and snowy weather driving scenario, a seventh control strategy in the control strategy set is generated, the seventh control strategy being used to control the first drive motor (M1) and the second drive motor (M2) to jointly perform energy recovery; In response to the driving scenario, an eighth control strategy in the control strategy set is generated for the off-road scenario, and the eighth control strategy is used to control the first locking mechanism to be in the second locking position or the second locking mechanism to be in the fifth locking position, or the first locking mechanism to be in the first locking position or the second locking mechanism to be in the fourth locking position.

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