Dual-motor speed reducer and power switching method thereof

Abstract

The speed reducer comprises a speed reducer body, an electromagnetic valve, a first motor and a second motor, the first motor and the second motor are correspondingly arranged on the outer portions of the two sides of the speed reducer body, and the electromagnetic valve is arranged on the upper portion of the speed reducer body. The differential mechanism, the first shifting fork assembly, the second shifting fork assembly and the multi-shaft gear assembly are integrally arranged in the box body, and the electromagnetic valve is movably connected with the corresponding multi-shaft gear assembly through the second shifting fork assembly. The electromagnetic valve drives the shifting fork to control and combine with the meshing state of the gear sleeve, intelligent switching of the double motors is achieved, only the main motor is used for reducing energy consumption in the light load, the auxiliary motor is combined for enhancing power output in the heavy load, the torque sensor and the dynamic distribution algorithm are combined, the battery load is optimized, and the battery life is prolonged. The speed reducer is integrated with a damping coating, an overheat protection module and a high-precision control module, and the high efficiency and reliability of the electric automobile are greatly improved.

Description

Technical Field

[0001] The present invention relates to the technical field of speed reducers, and in particular to a dual-motor speed reducer and a power switching method thereof. Background Art

[0002] With the continuous development of pure electric vehicles, users have higher and higher requirements for the power of the whole vehicle. The whole vehicle pursues high torque and high speed, so the motor must become larger and larger. The high torque places higher requirements on the internal bearings and shafts of the motor, and the manufacturing cost and difficulty are also high.

[0003] In the existing technology, the dual-motor dual-reducer electric drive axle assembly is matched with two sets of drive motors and reducer assemblies, which can provide power to the entire vehicle at the same time as needed. By selecting motors with different power, torque, efficiency distribution and other parameters and matching reducer assemblies with different speed ratios, it can provide four drive modes for the entire vehicle. Both drive motors use high-speed motors, which reduce the torque under the premise of the same power, thereby reducing the weight of the motor to meet the maximum climbing grade requirement of the entire vehicle. However, its structure is complex, installation and maintenance are inconvenient, and it is large in size and noise, and the cost is high, making it unsuitable for providing drive for three-wheeled vehicles.

[0004] Therefore, our engineers have developed a device specifically for three-wheeled electric vehicles that uses two motors and a three-stage reducer to achieve single-motor power input or simultaneous dual-motor power input. It uses an electromagnetic valve to drive the shift fork control combined with the meshing state of the gear sleeve, and manually control the switching of the first and second motors. Under light loads, only the first motor is used to reduce energy consumption. Under heavy loads, the second motor (auxiliary motor) is combined to enhance power output. The torque sensor and dynamic distribution algorithm are combined to optimize battery load and extend battery life. The reducer is integrated with a shock-absorbing coating, overheating protection and a high-precision control module. It has a simple structure, is easy to install and maintain, and has low cost while combining high performance and reliability. Summary of the Invention

[0005] The technical problem to be solved by the present invention is to provide a dual-motor reducer with simple structure, small size, easy installation and maintenance, low noise, low cost, good reliability and long service life.

[0006] In order to solve the above technical problems, the technical solution of the present invention is:

[0007] A dual-motor reducer, which is used for an electric three-wheeled vehicle, includes: a reducer body, a solenoid valve, a first motor and a second motor are respectively provided on both sides of the reducer body, the first motor and the second motor are coaxially arranged, the solenoid valve is arranged on the upper part of the reducer body, the solenoid valve, the first motor, and the second motor are electrically connected to the vehicle body main control device, the vehicle body main control device is electrically connected to the solenoid valve, the first motor, and the second motor, the vehicle body main control device can control the on and off of the solenoid valve according to the vehicle load signal to switch the power output of the first motor or the second motor, the vehicle body main control device can control the on and off of the solenoid valve according to the vehicle load signal to switch the power output of the first motor or the second motor, the reducer body includes a case, a differential, a first fork assembly, a second fork assembly, and a multi-axis gear assembly, the case is The first gear assembly comprises a first shift fork, a second shift fork and a second gear assembly, and a gear box, wherein the first shift fork comprises a first gear, a second gear assembly and a gear box. The first shift fork comprises a first shift fork shaft, a first shift fork, a first coupling gear sleeve and a rocker arm. The first shift fork shaft is movably connected to the housing, and the free end of the shift fork shaft extends through the housing. The first shift fork is arranged on the shift fork shaft, and the first shift fork is movably connected to the corresponding multi-axis gear assembly through the first coupling gear sleeve. The rocker arm is arranged on the outside of the housing and movably connected to the free end of the shift fork shaft. The shift fork shaft is movably connected to the external shift cable through the rocker arm, and the solenoid valve is movably connected to the corresponding multi-axis gear assembly through the second shift fork assembly.

[0008] In the above structure, the multi-axis gear assembly includes a first gear shaft, a second gear shaft, a third gear shaft, and a fourth gear shaft. The first gear shaft and the second gear shaft are coaxially arranged. The adjacent ends of the first gear shaft and the second gear shaft are each provided with a first combining tooth. The first combining tooth matches the first combining gear sleeve. The first gear shaft is integrally provided with a first helical gear. The first motor and the second motor are respectively movably connected to the corresponding first gear shaft and the second gear shaft through corresponding spline couplings.

[0009] The first gear shaft is connected to the transmission gear of the present invention through the transmission gear of the present invention, and the transmission gear of the present invention is connected to the transmission gear of the present invention through the transmission gear of the present invention.

[0010] In the above structure, the connecting ends of the first gear shaft and the second gear shaft are provided with mutually matching embedded structures, the third gear shaft and the fourth gear shaft are respectively arranged parallel to the first gear shaft or the second gear shaft, and the free ends of the first gear shaft or the second gear shaft are respectively provided with two bearings, and both bearings are deep groove ball bearings.

[0011] In the above structure, the shift fork seat is arranged on the upper part of the box body, the solenoid valve is vertically arranged on the shift fork seat, a shift block mechanism is provided inside the shift fork seat, the shift block mechanism includes a shift block and a torsion spring, a limit pin is horizontally provided on the shift fork seat, the shift block mechanism is movably connected to the shift fork seat through the limit pin, the solenoid valve is connected to the second shift fork assembly through the shift block mechanism, the second shift fork assembly is used to control the movement of the second shift fork, the second shift fork is mechanically connected to the second combined gear sleeve provided on the first gear shaft, and the second shift fork is used to drive the second combined gear sleeve axial displacement.

[0012] In the above structure, the first motor and the second motor are movably connected to the corresponding first gear shaft and the second gear shaft respectively through a spline coupling. The first motor is a permanent magnet synchronous motor, and the second motor is a switched reluctance motor.

[0013] In the above structure, the solenoid valve is a proportional solenoid valve, the thrust of the solenoid valve is linearly related to the input current, the thrust range of the solenoid valve is 50-200N, and the response time of the solenoid valve is ≤50ms.

[0014] The power switching method of the dual-motor reducer includes the following steps:

[0015] S1: Real-time acquisition of vehicle load data through torque sensor;

[0016] S2: When the load is less than or equal to the threshold, the vehicle body main control device controls the solenoid valve to be de-energized through manual switching, and the reset torsion spring drives the second shift fork to reset, so that the second coupling gear sleeve is engaged only with the first motor;

[0017] S3: When the load is greater than the threshold, manual switching is performed to enable the vehicle body main control device to output current to the solenoid valve, driving the shift fork to push the second coupling gear sleeve to engage with the second motor, and the first motor and the second motor cooperate to output power;

[0018] S4: The dynamic allocation module adjusts the power allocation of the first motor and the second motor in real time according to load changes, so that the total efficiency is ≥85%.

[0019] The beneficial effects of the present invention are:

[0020] The present invention uses manual control to enable the solenoid valve to drive the shift fork to control the meshing state of the combined gear sleeve, thereby realizing the switching of the first motor and the second motor. When the load is light, only the first motor is used to reduce energy consumption. When the vehicle is heavily loaded, the solenoid valve is opened to allow the shift fork to shift the combined gear sleeve and the one-shaft combined second motor (auxiliary motor) to enhance the power output. When the power of the second motor (auxiliary motor) is canceled, the solenoid valve is closed, and the shift fork shifts the combined gear sleeve to disengage and reset under the action of the reset torsion spring. The invention also combines the torque sensor with the dynamic distribution algorithm to optimize the battery load and extend the battery life. The reducer integrates a shock-absorbing coating, overheating protection and a high-precision control module, is suitable for the field of electric vehicles, has both high efficiency and reliability, and increases the vehicle's speed capability. The use of the main and auxiliary motors is manually and reasonably controlled to reduce the battery load and increase the battery's speed capability and service life. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 This is a front view of the reducer in an embodiment of the dual-motor reducer and the power switching method thereof of the present invention;

[0022] Figure 2 This is a right side view of the reducer of an embodiment of a dual-motor reducer and a power switching method thereof according to the present invention;

[0023] Figure 3 A top view of a reducer according to an embodiment of a dual-motor reducer and a power switching method thereof of the present invention;

[0024] Figure 4 This is a cross-sectional view of a reducer according to an embodiment of a dual-motor reducer and a power switching method thereof of the present invention;

[0025] Figure 5 The second cross-sectional view of the reducer of the dual-motor reducer embodiment and the power switching method thereof of the present invention;

[0026] Figure 6 Flowchart of a dual-motor reducer embodiment and its power switching method according to the present invention.

[0027] In the figure, 1- reducer body, 2- solenoid valve, 3- differential, 4- shift fork shaft, 5- first shift fork, 6- first combined gear sleeve, 7- rocker arm, 8- second shift fork, 9- second combined gear sleeve, 10- shift fork seat, 11- return spring, 12- first gear shaft, 13- second gear shaft, 14- third gear shaft, 15- fourth gear shaft, 16- first combined gear, 17- spline coupling, 18- first helical gear, 19- second helical gear, 20- third helical gear, 21- fourth helical gear, 22- fifth helical gear, 23- sixth helical gear, 24- seventh helical gear, 25- eighth helical gear, 26- bearing, 27- shift block. DETAILED DESCRIPTION

[0028] The following is a further description of specific embodiments of the present invention in conjunction with the accompanying drawings. It should be noted that the description of these embodiments is intended to facilitate understanding of the present invention and does not constitute a limitation of the present invention. In addition, the technical features involved in the various embodiments of the present invention described below may be combined with each other as long as they do not conflict with each other.

[0029] like Figure 1-6 As shown, a dual-motor reducer is used for an electric three-wheeled vehicle, comprising: a reducer body 1, a solenoid valve 2, a first motor and a second motor are respectively provided on both sides of the reducer body 1, the solenoid valve 2 is provided on the upper part of the reducer body 1, the solenoid valve 2, the first motor, and the second motor are electrically connected to the vehicle body main control device, and the vehicle body main control device is electrically connected to the solenoid valve 2, the first motor, and the second motor. The reducer body 1 comprises a housing, a differential 3, a first fork assembly, a second fork assembly, and a multi-axis gear assembly. The housing is a cavity structure with mounting surfaces on both sides. The differential 3, the first fork assembly, the second fork assembly, and the multi-axis gear assembly are integrated inside the housing. A first shaft hole, a second shaft hole and a plurality of mounting holes are respectively provided on both sides of the housing. The first shift fork assembly is arranged adjacent to the differential 3, wherein the first shift fork assembly includes a shift fork shaft 4, a first shift fork 5, a first combined gear sleeve 6, and a rocker arm 7. The shift fork shaft 4 is movably connected to the housing, and the free end of the shift fork shaft 4 extends through the housing. The first shift fork 5 is arranged on the shift fork shaft 4, and the first shift fork 5 is movably connected to the corresponding multi-axis gear assembly through the first combined gear sleeve 6. The rocker arm 7 is arranged outside the housing and movably connected to the free end of the shift fork shaft 4. The shift fork shaft 4 is movably connected to the external shift cable through the rocker arm 7, and the solenoid valve 2 is movably connected to the corresponding multi-axis gear assembly through the second shift fork assembly.

[0030] Specifically, in this embodiment, bearing mounting grooves and oil seal cover mounting grooves are provided on both sides of the box body corresponding to the first gear shaft 8, the second gear shaft 9, the third gear shaft 10, and the fourth gear shaft 11, and the first motor and the second motor are movably connected to the multi-axis gear assembly passing through the first shaft hole and the second shaft hole respectively.

[0031] Specifically, in this embodiment, the vehicle body main control device includes a control panel, a plurality of control switches, a main control circuit board, and a control circuit, a controller, and a plurality of control modules arranged on the main control circuit board.

[0032] Specifically, in this embodiment, the second shift fork assembly includes a second shift fork 8, a second coupling gear sleeve 9, a shift fork seat 10, and a reset torsion spring 11. When the load is ≤ the threshold value, the vehicle body main control device is manually controlled to cut off the power to the solenoid valve 2, and the reset torsion spring 11 drives the second shift fork 8 to reset, so that the second coupling gear sleeve 9 only engages with the coupling teeth on the first motor shaft. When the load is greater than the threshold value, the vehicle body main control device is manually controlled to output current to the solenoid valve 2, driving the second shift fork 8 to push the second coupling gear sleeve 9 to engage with the coupling teeth on the second motor engagement shaft, and the first motor and the second motor output power in coordination.

[0033] Specifically, in this embodiment, the vehicle body main control device can manually control the on and off of the solenoid valve according to the vehicle load signal to switch the power output of the first motor or the second motor. The vehicle body main control device can manually control the on and off of the solenoid valve according to the vehicle load signal to switch the power output of the first motor or the second motor. When the vehicle is lightly loaded or unloaded, a first motor (main motor) is used for power to save energy. When the vehicle is heavily loaded, the solenoid valve 2 is opened to allow the shift fork to shift the second coupling gear sleeve 9 to combine with an axis to increase the power of a second motor (auxiliary motor). When the power of the second motor (auxiliary motor) is cancelled, the solenoid valve is closed, and the second shift fork shifts the second coupling gear sleeve 9 out of reset under the action of the reset torsion spring 11.

[0034] In a preferred embodiment of the present invention, the multi-axis gear assembly includes a first gear shaft 12, a second gear shaft 13, a third gear shaft 14, and a fourth gear shaft 15. The first gear shaft 12 and the second gear shaft 13 are coaxially arranged, and the adjacent ends of the first gear shaft 12 and the second gear shaft 13 are provided with first combining teeth 16. The first combining teeth 16 match the first combining gear sleeve 17. The first gear shaft 12 is integrally provided with a first bevel gear 18. The first motor and the second motor are movably connected to the corresponding first gear shaft 12 and the second gear shaft 13 through corresponding spline couplings 17.

[0035] Specifically, in this embodiment, the third gear shaft 14 and the fourth gear shaft 15 are arranged parallel to the first gear shaft 12 and the second gear shaft 13. The first gear shaft 12, the second gear shaft 13, the third gear shaft 14, the fourth gear shaft 15, and the first gear shaft 12 and the second gear shaft 13 are all provided with keyways and gear mounting positions, and the free ends of the first gear shaft 12 and the second gear shaft 13 are provided with spline grooves.

[0036] In a preferred embodiment of the present invention, both ends of the first gear shaft 12, the second gear shaft 13, the third gear shaft 14, and the fourth gear shaft 15 are movably connected to the box body through corresponding bearings 26. The third gear shaft 14 is provided with a second bevel gear 19, a third bevel gear 20, and a fourth bevel gear 21. The second bevel gear, the third bevel gear, and the second gear shaft are integrally provided. The fourth bevel gear 21 is movably provided on the outside of the second bevel gear 19. The first gear shaft 12 and the third gear shaft 14 are meshed and connected through the corresponding first bevel gear 18 and the fourth bevel gear 21. The fourth gear shaft 15 is provided with a fifth bevel gear. The helical gear 22, the sixth helical gear 23 and the seventh helical gear 24, the fifth helical gear 22 is integrally arranged with the fourth gear shaft 15, the fifth helical gear 22 is meshed with the corresponding fourth helical gear 21, a first combining gear 16 is provided between the sixth helical gear 23 and the seventh helical gear 24, the inner sides of the sixth helical gear 23 and the seventh helical gear 24 are respectively provided with stepped gears matching the first combining gear, the sixth helical gear 23, the seventh helical gear 24, and the first combining gear 16 are respectively movably connected to the fourth gear shaft 15, and the differential is meshed with the fifth helical gear 22 through the external eighth helical gear 25.

[0037] Specifically, in this embodiment, the meshing surfaces of the first helical gear 18, the second helical gear 19, the third helical gear 20 and the second combined gear sleeve 9 are provided with a shock-absorbing coating, the coating material is a polyurethane-ceramic composite material, the thickness is 0.1-0.3mm, and the damping coefficient is ≥0.2.

[0038] In a preferred embodiment of the present invention, the connecting ends of the first gear shaft 12 and the second gear shaft 13 are provided with mutually matching embedded structures, the third gear shaft 14 and the fourth gear shaft 15 are respectively arranged parallel to the first gear shaft 12 or the second gear shaft 13, and the free ends of the first gear shaft 12 or the second gear shaft 13 are respectively provided with two bearings 26, and both bearings 26 are deep groove ball bearings.

[0039] Specifically, in this embodiment, the connecting end of the second gear shaft 13 is embedded in a circular groove that matches the connecting end of the first gear shaft 12 , and a corresponding connecting structure is provided inside the circular groove.

[0040] In a preferred embodiment of the present invention, a fork seat 10 is provided, and the fork seat 10 is arranged on the upper part of the box body, the solenoid valve 2 is vertically arranged on the fork seat 10, a shift block mechanism is provided inside the fork seat 10, and a limit pin is provided horizontally on the fork seat. The shift block mechanism includes a shift block 27 and a torsion spring. The shift block mechanism is movably connected to the fork seat 10 through the limit pin, and the solenoid valve 2 is connected to the second shift fork assembly through the shift block mechanism. The second shift fork assembly is used to control the movement of the second shift fork 8. The second shift fork 8 is mechanically connected to the second combined gear sleeve 9 provided on the first gear shaft 12, and the second shift fork 8 is used to drive the second combined gear sleeve 9 to axial displacement.

[0041] Specifically, in this embodiment, the pre-tightening torque of the return torsion spring 11 is 2-10 N·m, the spring material is 60Si2MnA, the surface is phosphating treated, and the fatigue life is ≥10^6 times.

[0042] In a preferred embodiment of the present invention, the first motor and the second motor are movably connected to the corresponding first gear shaft 12 and the second gear shaft 13 respectively through a spline coupling 17. The first motor is a permanent magnet synchronous motor, and the second motor is a switched reluctance motor.

[0043] In a preferred embodiment of the present invention, the solenoid valve 2 is a proportional solenoid valve, the thrust of the solenoid valve 2 is linearly related to the input current, the thrust range of the solenoid valve 2 is 50-200N, and the response time of the solenoid valve 2 is ≤50ms.

[0044] Specifically, in this embodiment, the rated power of the first motor (main motor) is 30kW, and the rated power of the second motor (auxiliary motor) is 50kW; when the vehicle load is ≤2000N·m, only the first motor works, and the energy consumption is reduced by 40%; when the load is greater than 2000N·m, the second motor intervenes, the total output power reaches 80kW, and the climbing ability is improved by 60%.

[0045] In a preferred embodiment of the present invention, the vehicle body main control device includes a main control circuit board and a load detection module, a logic judgment module, and a dynamic distribution module connected to the control circuit set on the main control circuit board. The load detection module monitors the vehicle load in real time through the torque sensor set. The vehicle body main control device is electrically connected to the solenoid valve 2, the first motor, and the second motor. The solenoid valve 2 can be manually controlled to be on and off according to the vehicle load signal received by the vehicle body main control device to switch the power output of the first motor or the second motor.

[0046] Specifically, in this embodiment, the torque sensor is a magnetostrictive sensor with a measuring range of 0-5000 N·m and an accuracy level of 0.5, and is installed at the end of the output shaft of the reducer.

[0047] Specifically, in this embodiment, the logic judgment module outputs a secondary motor start signal when the load exceeds a threshold, and the dynamic allocation module adjusts the power distribution ratio of the first motor and the second motor (primary and secondary motors) according to the vehicle speed and load.

[0048] In the second embodiment of the present invention, the housing is made of high-strength aluminum alloy material, and the inner wall of the housing is inlaid with a damping alloy layer. The material of the damping alloy layer is Cu-Mn-Si alloy, the thickness of the damping alloy layer is 2mm, and the noise reduction is ≥15dB(A). Specifically, in the second embodiment of the present invention, the housing is made of high-strength aluminum alloy material, and the inner wall of the housing is inlaid with a damping alloy layer. The material of the damping alloy layer is Cu-Mn-Si alloy, the thickness of the damping alloy layer is 2mm, and the noise reduction is ≥15dB(A); the half-shaft gears and planetary gears are installed in the differential housing, and the two ends of the planetary shaft are fixed by shock-absorbing sleeves, which greatly reduces the gear meshing vibration and reduces noise. Shock-absorbing sleeves are provided at both ends of the planetary shaft. The interior of the shock-absorbing sleeves is filled with silicone particles, and the exterior of the shock-absorbing sleeves is covered with a carbon fiber reinforced layer. The shock-absorbing sleeves at both ends of the planetary shaft are made of polyurethane composite materials, and a honeycomb damping structure is embedded in them.

[0049] The power switching method of the dual-motor reducer includes the following steps:

[0050] S1: Real-time acquisition of vehicle load data through torque sensor;

[0051] S2: When the load is less than or equal to the threshold, the vehicle body main control device controls the solenoid valve to be de-energized through manual switching, and the reset torsion spring drives the second shift fork to reset, so that the second combined gear sleeve is only engaged with the first motor;

[0052] S3: When the load is greater than the threshold, manual switching is performed to enable the vehicle main control device to output current to the solenoid valve, driving the shift fork to push the second coupling gear sleeve to engage with the second motor, and the first motor and the second motor cooperate to output power;

[0053] S4: The dynamic distribution module adjusts the power distribution of the first motor and the second motor in real time according to the load change, so that the total efficiency is ≥85%.

[0054] In the description of the present invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings and are intended solely to facilitate and simplify the description of the present invention. They are not intended to indicate or imply that the devices or components referred to must have, be constructed, or operate in a specific orientation, and therefore should not be construed as limitations on the present invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0055] In the description of the present invention, it should be noted that, unless otherwise expressly specified or limited, the terms "mounted," "connected," and "connected" should be understood in a broad sense. For example, they may refer to fixed, detachable, or integral connections; mechanical or electrical connections; direct or indirect connections through an intermediary; and internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on the specific circumstances.

[0056] The embodiments of the present invention are described in detail above with reference to the accompanying drawings, but the present invention is not limited to the described embodiments. It is apparent to those skilled in the art that various changes, modifications, substitutions, and variations to these embodiments may be made without departing from the principles and spirit of the present invention, and these changes and modifications still fall within the scope of protection of the present invention.

Claims

1. A dual-motor reducer for an electric three-wheeled vehicle, comprising: A reducer body and a solenoid valve, wherein a first motor and a second motor are respectively provided on both sides of the reducer body, the first motor and the second motor are coaxially arranged, and the solenoid valve is arranged on the upper part of the reducer body, and the solenoid valve, the first motor, and the second motor are electrically connected to the vehicle body main control device, and the vehicle body main control device can manually control the on and off of the solenoid valve according to the vehicle load signal to switch the power output of the first motor or the second motor. It is characterized in that the reducer body includes a case, a differential, a first fork assembly, a second fork assembly, and a multi-axis gear assembly. The case is a cavity structure with mounting surfaces on both sides, and the differential, the first fork assembly, the second fork assembly, and the multi-axis gear assembly are integrated inside the case. , a first shaft hole, a second shaft hole and a plurality of mounting holes are respectively provided on both sides of the box body, and the first shift fork assembly is arranged adjacent to the differential, wherein the first shift fork assembly includes a shift fork shaft, a first shift fork, a first combining gear sleeve, and a rocker arm, the shift fork shaft is movably connected to the box body, the free end of the shift fork shaft extends through the box body, the first shift fork is arranged on the shift fork shaft, the first shift fork is movably connected to the corresponding multi-axis gear assembly through the first combining gear sleeve, the rocker arm is arranged outside the box body and movably connected to the free end of the shift fork shaft, the shift fork shaft is movably connected to the external shift cable through the rocker arm, and the solenoid valve is movably connected to the corresponding multi-axis gear assembly through the second shift fork assembly.

2. The dual-motor reducer according to claim 1, characterized in that: The second shift fork assembly includes a second shift fork, a second combined gear sleeve, and a shift fork seat. The shift fork seat is arranged on the upper part of the box body, and the solenoid valve is vertically arranged on the shift fork seat. The shift block mechanism includes a shift block, a torsion spring, and a return spring. The shift block mechanism is arranged inside the shift fork seat. A limit pin is horizontally provided on the shift fork seat. The shift block mechanism is movably connected to the shift fork seat through the limit pin. The solenoid valve is connected to the second shift fork assembly through the shift block mechanism. The second shift fork assembly is used to control the movement of the second shift fork. The second shift fork is mechanically connected to the second combined gear sleeve provided on the fourth gear shaft, and the second shift fork is used to drive the second combined gear sleeve to axially displace.

3. The dual-motor reducer according to claim 2, characterized in that: The multi-axis gear assembly includes a first gear shaft, a second gear shaft, a third gear shaft, and a fourth gear shaft. The first gear shaft and the second gear shaft are coaxially arranged. The adjacent ends of the first gear shaft and the second gear shaft are each provided with a first combining tooth. The first combining tooth matches the first combining gear sleeve. A first helical gear is integrally provided on the first gear shaft. The first motor and the second motor are respectively movably connected to the corresponding first gear shaft and the second gear shaft through corresponding spline couplings.

4. The dual-motor reducer according to claim 3, characterized in that: The two ends of the first gear shaft, the second gear shaft, the third gear shaft and the fourth gear shaft are respectively movably connected to the box body through corresponding bearings. The third gear shaft is provided with a second helical gear, a third helical gear and a fourth helical gear. The second helical gear, the third helical gear and the second gear shaft are integrally arranged, and the fourth helical gear is movably arranged on the outer side of the second helical gear. The first gear shaft and the third gear shaft are meshed with the corresponding first helical gear and the fourth helical gear. The fourth gear shaft is provided with a fifth helical gear, a sixth helical gear and a seventh helical gear. The fifth helical gear is integrally arranged with the fourth gear shaft, and the fifth helical gear is meshed with the corresponding fourth helical gear. A first combining gear is provided between the sixth helical gear and the seventh helical gear. The inner sides of the sixth helical gear and the seventh helical gear are respectively provided with stepped gears matching the first combining gear. The sixth helical gear, the seventh helical gear and the first combining gear are respectively movably connected to the fourth gear shaft, and the differential is meshed with the fifth helical gear through an external eighth helical gear.

5. The dual-motor reducer according to claim 4, characterized in that: The connecting ends of the first gear shaft and the second gear shaft are provided with mutually matching embedded structures, the third gear shaft and the fourth gear shaft are respectively arranged parallel to the first gear shaft or the second gear shaft, and the free ends of the first gear shaft or the second gear shaft are respectively provided with two bearings, and both bearings are deep groove ball bearings.

6. The dual-motor reducer according to claim 3, characterized in that: The first motor and the second motor are movably connected to the corresponding first gear shaft and the second gear shaft respectively through a spline coupling. The first motor is a permanent magnet synchronous motor, and the second motor is a switched reluctance motor.

7. The dual-motor reducer according to claim 2, characterized in that: The solenoid valve is a proportional solenoid valve, the thrust of the solenoid valve is linearly related to the input current, the thrust range of the solenoid valve is 50-200N, and the response time of the solenoid valve is ≤50ms.

8. A power switching method based on the dual-motor reducer according to any one of claims 1 to 7, characterized in that: The following steps are involved: S1: Real-time acquisition of vehicle load data through torque sensor; S2: When the load is less than or equal to the threshold, manual switching is performed so that the vehicle body main control device controls the solenoid valve to be de-energized, and the reset torsion spring drives the second shift fork to reset, so that the second coupling gear sleeve is engaged only with the first motor; S3: When the load is greater than the threshold, manual switching is performed to enable the vehicle body main control device to output current to the solenoid valve, driving the shift fork to push the second coupling gear sleeve to engage with the second motor, and the first motor and the second motor cooperate to output power; S4: The dynamic allocation module adjusts the power allocation of the first motor and the second motor in real time according to load changes, so that the total efficiency is ≥85%.

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