Dual-motor driving assembly

Abstract

The invention discloses a dual-motor driving assembly which comprises a first transmission gear set and a second transmission gear set, the first transmission gear set is connected with the left output end of a first driving motor assembly, and the second transmission gear set is connected with the right output end of the first driving motor assembly and the right output end of a second driving motor assembly at the same time. The first driving motor assembly and the second driving motor assembly are arranged in parallel; the second transmission gear set comprises a planet row, an idler gear and a duplex gear sleeve capable of axially sliding; the planet row comprises a planet gear, a gear ring, a planet carrier and a sun gear, the sun gear is connected with a second driving motor shaft, the gear ring is meshed with an idle gear, the idle gear is meshed with the idler gear, the planet carrier is connected with the second transmission output half shaft, and the duplex gear sleeve achieves double-side independent driving and double-motor power coupling or power shunting by switching positions. The device has the advantages of simple and compact structure, low cost, function integration and the like.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of motor drive, in particular to a dual-motor drive assembly. BACKGROUND

[0002] At present, with the continuous progress of motor technology, power electronics technology and control algorithm, and the continuous decline of cost, dual-motor drive system is popularizing from high-end vehicles to mainstream market, becoming one of the key technical paths to improve the comprehensive competitiveness of electric vehicles. As a typical representative of multi-power system integration, dual-motor drive has a large-scale application in new energy vehicles, humanoid robots and other fields. However, the dual-motor drive on the market has the following shortcomings: 1. The dual-motor split reducer of the prior art is connected in series on both sides or coaxially, resulting in that the length of the dual-motor drive assembly exceeds the standard, and it cannot meet the requirements of compact vehicle layout and side impact regulations; 2. The dual-motor drive of the prior art has single function, and most of them rely on differential output power, and cannot realize the full-torque escape function of single-side wheel. Moreover, the dual-motor drive of the prior art cannot be compatible with the power source of the upper-mounted system; 3. If the dual-motor drive of the prior art wants to realize the functions of small turning radius or in-place steering, it needs to additionally increase the differential lock, which greatly increases the cost. SUMMARY

[0003] The technical problem to be solved by the present application is to overcome the shortcomings of the prior art, and to provide a dual-motor drive assembly with simple structure, compact structure, low cost and function integration.

[0004] To solve the above technical problems, the present application adopts the following technical scheme: A dual-motor drive assembly, comprising a first transmission gear set and a second transmission gear set, the first transmission gear set is connected to the left output end of a first drive motor assembly, the second transmission gear set is connected to the right output end of the first drive motor assembly and the right output end of a second drive motor assembly, the first drive motor assembly and the second drive motor assembly are arranged side by side, the second transmission gear set comprises a planetary gear set, an idle gear and an axially slidable double-tooth sleeve; the planetary gear set comprises a planetary gear, a ring gear, a carrier and a sun gear, the sun gear is connected to a second drive motor shaft, the ring gear is engaged with an idler, the idler is engaged with the idle gear, the carrier is connected to a second transmission output half shaft, the double-tooth sleeve comprises a coaxially fixed first tooth sleeve and a second tooth sleeve; the first tooth sleeve is selectively engaged with a fixed tooth of a box body; the second tooth sleeve is selectively engaged with a combination tooth of the idle gear and / or a combination tooth of the first drive motor shaft, and during operation, the double-tooth sleeve realizes bilateral independent driving, dual-motor power coupling or power split by switching positions.

[0005] As a further improvement of the above technical scheme: The first gear sleeve is engaged with the fixed gear of the box, and the second gear sleeve is engaged with the engaging gear of the hollow gear, and is used for locking the hollow gear by the first gear sleeve, and the idler gear is locked by the gear ring to realize independent driving of the single-side wheel by the second driving motor assembly.

[0006] The second gear sleeve is engaged with the engaging gear of the hollow gear and the engaging gear of the first driving motor shaft, and is used for driving the hollow gear from the first driving motor shaft through the second gear sleeve, and then driving the gear ring through the idler gear to form a power transmission chain to superimpose the power inputted into the sun gear of the second driving motor assembly on the planet carrier.

[0007] The first driving motor shaft extends to the second transmission gear set side, and the engaging gear of the first driving motor shaft is engaged with the second gear sleeve.

[0008] The double-motor driving assembly further comprises a power take-off connected with the first driving motor shaft, and when the first gear sleeve is engaged with the fixed gear of the box and the second gear sleeve is engaged with the engaging gear of the hollow gear, the power of the first driving motor assembly is split to the power take-off.

[0009] The double-connection gear sleeve transmits the locking force to the gear ring through the hollow gear and the idler gear by the engagement of the first gear sleeve with the fixed gear of the box, so as to directly mechanically control the speed difference of the double-side wheels.

[0010] When the gear ring is locked, the planetary row constitutes a constant-ratio transmission mechanism, and the power of the second driving motor assembly is entirely transmitted to the single-side wheel outputted by the planet carrier, and the torque of the other side wheel is zero.

[0011] The first transmission gear set comprises a first transmission input gear, a first transmission large gear, a first transmission intermediate shaft, a first transmission output half shaft and a first transmission reduction gear, the first transmission input gear is fixed on the first driving motor shaft and is engaged with the first transmission large gear, the first transmission intermediate shaft is provided with a first transmission small gear, and the first transmission small gear is engaged with the first transmission reduction gear to drive the first transmission output half shaft.

[0012] The axial sliding of the double-connection gear sleeve is driven by an electric control or hydraulic mechanism.

[0013] Compared with the prior art, the advantages of the present application are that: Firstly, the double-motor arranged in parallel greatly shortens the axial dimension of the driving assembly, so that the structure is compact.

[0014] Secondly, by adopting the double-connection gear sleeve and the planetary row to cooperatively control the power flow, small turning radius and in-place turning are realized in the double-side independent driving mode, and full torque output of the single side is realized in the double-motor coupling mode to escape from trouble. Torque distribution is realized without the need of a differential, the cost is greatly reduced, and the application is suitable for driving in multiple scenes.

[0015] Third, through the setting of planetary row, the output capacity of torque is greatly improved under smaller size space.

[0016] Fourth, through the setting of the first tooth cover and the second tooth cover, the power output by the first drive motor assembly can be transmitted to the second transmission gear set, and then the power and the power output by the second drive motor assembly are combined and output to the wheels to provide the maximum torque to escape the trouble. Through the sliding double tooth cover, the second tooth cover can be indirectly locked, so that the second drive motor assembly can independently output power BRIEF DESCRIPTION OF DRAWINGS Figure 1 The figure is a schematic diagram of the power transmission principle of the double-sided independent output state of the double-motor drive assembly of the application.

[0017] Figure 2 The figure is a schematic diagram of the power transmission principle of the double-motor drive assembly of the application in the escape lock state.

[0018] Figure 3 The figure is another schematic diagram of the power transmission principle of the double-motor drive assembly of the application in the escape lock state.

[0019] Figure 4 The figure is a schematic diagram of the power transmission principle of the double-motor drive assembly of the application provided with a power takeoff.

[0020] Figure 5 The figure is a schematic diagram of the cross-sectional structure principle of the double-sided independent output state of the double-motor drive assembly of the application.

[0021] Figure 6 The figure is a schematic diagram of the cross-sectional structure principle of the double-motor drive assembly of the application in the escape lock state.

[0022] The figures show: 1, first transmission gear set; 11, first transmission input gear; 12, first transmission large gear; 13, first transmission intermediate shaft; 131, first transmission small gear; 14, first transmission output half shaft; 15, first transmission reduction gear; 2, second transmission gear set; 21, planetary row; 211, planetary gear; 212, planetary carrier; 213, sun gear; 214, ring gear; 22, loose gear; 221, loose gear engaging tooth; 23, double tooth cover; 231, first tooth cover; 232, second tooth cover; 24, idler gear; 25, second transmission output half shaft; 26, box body fixed tooth; 3, first drive motor assembly; 31, first drive motor shaft engaging tooth; 32, first drive motor shaft; 4, second drive motor assembly; 41, second drive motor shaft; 5, power takeoff. DETAILED DESCRIPTION

[0023] The application will be further described in detail below in combination with the drawings and specific embodiments.

[0024] In the description of the present application, it is to be understood that the terms "length", "width", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer" and the like are intended to indicate the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation on the present application.

[0025] In addition, the terms "first", "second" are only for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features referred to. Therefore, the features defined with "first", "second" can explicitly or implicitly include one or more of the features. In the description of the present application, the meaning of "a plurality of" is two or more, unless otherwise specifically limited.

[0026] In the present application, unless otherwise specifically defined and limited, the terms "assembly", "connection", "connection", "fixing" and the like should be understood broadly, for example, it can be fixedly connected, or it can be detachably connected, or it can be integrated; it can be mechanically connected, or it can be electrically connected; it can be directly connected, or it can be indirectly connected through an intermediate medium; it can be the internal communication of two elements or the interaction relationship between two elements. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0027] As Figures 1 to 6As shown, the double-motor driving assembly of the embodiment comprises a first transmission gear set 1 and a second transmission gear set 2, the first transmission gear set 1 is connected to the left output end of the first driving motor assembly 3, the second transmission gear set 2 is connected to the right output end of the first driving motor assembly 3 and the right output end of the second driving motor assembly 4 (i.e. the first driving motor assembly 3 is a bidirectional output motor capable of power output from both left and right ends), the first driving motor assembly 3 and the second driving motor assembly 4 are arranged side by side, the second transmission gear set 2 comprises a planetary gear set 21, an idle gear 22 and an axially slidable double-tooth sleeve 23; the planetary gear set 21 comprises a planetary gear 211, a ring gear 214, a carrier 212 and a sun gear 213, the sun gear 213 is connected to the second driving motor shaft 41, the ring gear 214 is engaged with the idler gear 24, the idler gear 24 is engaged with the idle gear 22, the carrier 212 is connected to the second transmission output half shaft 25, the double-tooth sleeve 23 comprises a coaxially fixed first tooth sleeve 231 and a second tooth sleeve 232; the first tooth sleeve 231 is selectively engaged with the fixed tooth 26 of the box body; the second tooth sleeve 232 is selectively engaged with the idle gear combination tooth 221 of the idle gear 22 and / or the first driving motor shaft combination tooth 31, during operation, the double-tooth sleeve 23 is switched to realize bilateral independent driving, double-motor power coupling or power split.

[0028] The working principle of the double-motor driving assembly is as follows: In the embodiment, the left output end of the first driving motor assembly 3 is connected to the left front wheel of the automobile through the first transmission gear set 1, the right output end of the first driving motor assembly 3 is connected to the right front wheel of the automobile through the second transmission gear set 2, and the right output end of the second driving motor assembly 4 is also connected to the right front wheel of the automobile through the second transmission gear set 2.

[0029] As Figure 1When the car needs independent driving of the left and right front wheels, the double gear sleeve 23 moves to the first position, the gear ring 214 of the planetary gear set 21 is fixed, and the idler gear 22 is locked. At this time, the second gear sleeve 232 meshes with the idler gear combination gear 221, and the first gear sleeve 231 meshes with the fixed gear 26 of the box, so the idler gear 22 is locked; the idler gear 22 and the idler gear 24 are in external meshing relationship, and the idler gear 24 is also locked; the idler gear 24 and the gear ring 214 are in external meshing relationship, so the gear ring 214 is also locked, so the power of the second drive motor assembly 4 can be output to the second transmission output half shaft 25 through the planetary gear set 21, that is, the power of the second drive motor assembly 4 can be normally output to the right front wheel. And at this time, the second gear sleeve 232 and the first drive motor shaft combination gear 331 are in a separated state, so the power on the right side of the first drive motor assembly 3 will not be output to the idler gear combination gear 221 through the second gear sleeve 232, and will not be output to the idler gear 22, and will not be output to the right front wheel. But at this time, the power on the left side of the first drive motor assembly 3 can still be normally output to the left front wheel through the first transmission gear set 1. In summary, at this time, the power of the second drive motor assembly 4 is normally output to the right front wheel, and the power of the first drive motor assembly 3 is normally output to the left front wheel. That is, independent driving of the left and right wheels is achieved.

[0030] Because of the above special structure and matching relationship, independent driving mode is achieved, that is, independent two-wheel drive is achieved through two different drive motor assemblies, that is, bilateral torque free distribution and speed free distribution are achieved. Therefore, when the drive speeds of the two drive motors are inconsistent, the speeds of the two wheels are also inconsistent, that is, small radius turning and even spot turning are achieved.

[0031] As Figure 2As shown, when the left front wheel of the vehicle completely slips and the vehicle needs to be freed, dual motor power coupling is required. At this time, the double gear sleeve 23 moves right to the second working position, and the second gear sleeve 232 simultaneously engages with the idler gear coupling teeth 221 of the idler gear 22 and the first drive motor shaft coupling teeth 31. This transmits the power of the first drive motor assembly 3 from the first drive motor shaft coupling teeth 331 through the second gear sleeve 232 to the idler gear coupling teeth 221, thereby driving the idler gear 22 to rotate. Since the idler gear 22 and the idler gear 24 are in an external meshing relationship, and the idler gear 24 and the ring gear 214 are also in an external meshing relationship, the first gear sleeve 231 and the case fixed teeth 26 are in a disengaged state. Therefore, through the above-mentioned special structural setting and matching relationship, the power on the left side of the first drive motor assembly 3 will no longer be transmitted to the slipping left front wheel to cause power loss. On the contrary, the power on the right side of the first drive motor assembly 3 will be normally output to the right front wheel through the double gear sleeve 23, the idler gear 22, the idler gear 24, the ring gear 214, etc., and at this time the power of the second drive motor assembly 4 will also be normally output to the right front wheel, so the full torque power output of the dual motors on one side of the right front wheel is well achieved, helping the vehicle to achieve extreme escape.

[0032] like Figure 3 As shown, when the left front wheel of the car is not completely slipping, but the unilateral torque power output of the right front wheel still needs to be increased, the above operation can still be performed, so that part of the power on the left side of the first drive motor assembly 3 is transmitted to the left front wheel that is not completely slipping, and part of the power on the right side of the first drive motor assembly 3 will still be output to the right front wheel through the double gear sleeve 23, the idler gear 22, the idler gear 24, the ring gear 214, etc., thereby increasing the torque power output of the right front wheel and ultimately helping the vehicle to get out of trouble.

[0033] Through the above special design, the dual-motor drive assembly has the following advantages: First, by arranging dual motors in parallel, the axial dimension of the drive assembly is greatly shortened, making the structure compact.

[0034] Secondly, by using a dual-linked gear sleeve 23 and planetary gear set 21 to coordinate power flow, a tight turning radius and pivoting are achieved in dual-motor independent drive mode. In dual-motor coupled mode, full torque is delivered to one side to escape difficulties. This achieves torque distribution without the need for a differential, significantly reducing costs and making it suitable for multi-scenarios.

[0035] Third, by providing the planetary gear 21, the torque output capacity is greatly improved in a smaller space.

[0036] Fourth, the power output by the first drive motor assembly 3 can be transmitted to the second transmission gear set 2 through the setting of the first gear sleeve 231 and the second gear sleeve 232, and then the power and the power output by the second drive motor assembly 4 are combined and output to the wheels to provide the maximum torque escape ability. Through the sliding double gear sleeve 23, the second gear sleeve 232 can be indirectly locked, so that the second drive motor assembly 4 can independently output power.

[0037] In the embodiment, the first gear sleeve 231 is engaged with the box fixed tooth 26, and the second gear sleeve 232 is engaged with the hollow gear combination tooth 221, which is used to lock the hollow gear 22 with the first gear sleeve 231, and the idler 24 locks the gear ring 214 to realize the independent driving of the single-sided wheel by the second drive motor assembly 4. Through the design, the mechanical locking gear ring replaces the electronic differential to realize zero-radius steering.

[0038] In the embodiment, the second gear sleeve 232 simultaneously engages the hollow gear combination tooth 221 and the first drive motor shaft combination tooth 31, which is used to drive the hollow gear 22 from the first drive motor shaft 32 through the second gear sleeve 232, and then drive the gear ring 214 through the idler 24 to form a power transmission chain to superimpose the power input by the second drive motor assembly 4 into the sun gear 213 and output at the planet carrier 212. Through the above special design, the single-sided torque is greatly improved to meet the extreme escape requirement, and power coupling can be realized without using a clutch, greatly reducing energy loss.

[0039] In the embodiment, the first drive motor shaft 32 extends to the side of the second transmission gear set 2, and the first drive motor shaft combination tooth 31 is engaged with the second gear sleeve 232. By extending the first drive motor shaft 32, there is no need to additionally set a transmission shaft, which greatly reduces the cost and reduces the engagement point to improve the transmission efficiency.

[0040] In the embodiment, the dual-motor drive assembly further includes a power takeoff 5 connected to the first drive motor shaft 32. When the first gear sleeve 231 engages the box fixed tooth 26 and the second gear sleeve 232 engages the hollow gear combination tooth 221, the power of the first drive motor assembly 3 is split to the power takeoff 5. By setting the power takeoff 5, power splitting is realized, which enables the driving and operation system power multiplexing, greatly reducing energy consumption and cost.

[0041] In the embodiment, the double gear sleeve 23 transmits the locking force to the gear ring 214 through the engagement of the first gear sleeve 231 with the box fixed tooth 26, the hollow gear 22, and the idler 24, which is used for direct mechanical control of the speed difference of the double-sided wheels. When the gear ring 214 is locked, the speed difference of the double-sided wheels is forcibly limited to realize tank steering.

[0042] In this embodiment, when the gear ring 214 is locked, the planetary gear set 21 constitutes a fixed-ratio transmission mechanism; the power of the second drive motor assembly 4 is entirely transmitted to the single-sided wheels output by the carrier 212, and the torque of the other side wheels is zero. The transmission efficiency and impact load resistance are greatly improved, and the service life is further prolonged.

[0043] In this embodiment, the first transmission gear set 1 includes a first transmission input gear 11, a first transmission bull gear 12, a first transmission intermediate shaft 13, a first transmission output half shaft 14, and a first transmission reduction gear 15. The first transmission input gear 11 is fixed on the first drive motor shaft 32 and is in mesh with the first transmission bull gear 12. The first transmission intermediate shaft 13 is provided with a first transmission pinion 131, which is in mesh with the first transmission reduction gear 15 to drive the first transmission output half shaft 14.

[0044] In this embodiment, the axial sliding of the double gear sleeve 23 is driven by an electric control (in other embodiments, hydraulic drive can also be used). The efficiency is high, and the control is strong.

[0045] Although the present application has been disclosed in the above preferred embodiments, it is not intended to limit the present application. Any person skilled in the art can make many possible changes and modifications to the technical solutions of the present application, or modify equivalent embodiments with equivalent changes, without departing from the scope of the technical solutions of the present application, by using the technical contents disclosed above. Therefore, any simple modification, equivalent change and modification made to the above embodiments according to the technical essence of the present application, without departing from the content of the technical solutions of the present application, shall fall within the scope of protection of the technical solutions of the present application.

Claims

1. A dual-motor drive assembly, characterized in that: The invention comprises a first transmission gear set (1) and a second transmission gear set (2), wherein the first transmission gear set (1) is connected to the left output end of the first drive motor assembly (3), and the second transmission gear set (2) is simultaneously connected to the right output end of the first drive motor assembly (3) and the right output end of the second drive motor assembly (4), the first drive motor assembly (3) and the second drive motor assembly (4) are arranged in parallel, and the second transmission gear set (2) comprises a planetary gear (21), an idler gear (22) and an axially slidable double gear sleeve (23); the planetary gear (21) comprises a planetary gear (211), a ring gear (214), a planetary carrier (212) and a sun gear (213), and the sun gear (213) is connected to the second drive motor shaft (41), the ring gear (214) is engaged with the idler gear (24), the idler gear (24) is engaged with the idler gear (22), the planetary carrier (212) is connected to the second transmission output half shaft (25), and the double gear sleeve (23) includes a first gear sleeve (231) and a second gear sleeve (232) that are coaxially fixed; the first gear sleeve (231) can selectively engage with the box fixed teeth (26); the second gear sleeve (232) can selectively engage with the idler gear combined teeth (221) and / or the first drive motor shaft combined teeth (31), and when operating, the double gear sleeve (23) switches positions to achieve bilateral independent driving, dual motor power coupling or power diversion.

2. The dual-motor drive assembly according to claim 1, characterized in that: The first gear sleeve (231) is meshed with the box fixed teeth (26), and the second gear sleeve (232) is meshed with the idler gear engaging teeth (221), and is used to enable the first gear sleeve (231) to lock the idler gear (22), and the idler gear (24) to lock the ring gear (214), so as to enable the second drive motor assembly (4) to independently drive a single-side wheel.

3. The dual-motor drive assembly according to claim 1, characterized in that: The second gear sleeve (232) simultaneously meshes with the idler gear coupling teeth (221) and the first drive motor shaft coupling teeth (31), and is used to drive the idler gear (22) from the first drive motor shaft (32) via the second gear sleeve (232), and then drive the ring gear (214) via the idler gear (24) to form a power transmission chain, so as to be superimposed with the power input from the second drive motor assembly (4) to the sun gear (213) and output on the planet carrier (212).

4. The dual-motor drive assembly according to claim 1, characterized in that: The first drive motor shaft (32) extends to the side of the second transmission gear set (2), and the first drive motor shaft is engaged with the teeth (31) and meshes with the second gear sleeve (232).

5. The dual-motor drive assembly according to claim 1, characterized in that: It also includes a power take-off (5) connected to the first drive motor shaft (32), and when the first gear sleeve (231) engages with the housing fixed teeth (26) and the second gear sleeve (232) engages with the idler gear engaging teeth (221), the power of the first drive motor assembly (3) is diverted to the power take-off (5).

6. The dual-motor drive assembly according to claim 1, characterized in that: The double gear sleeve (23) transmits a locking force to the ring gear (214) through the meshing of the first gear sleeve (231) and the box fixed teeth (26) via the idler gear (22) and the idler gear (24) for direct mechanical control of the wheel speed difference on both sides.

7. The dual-motor drive assembly according to claim 2, characterized in that: When the ring gear (214) is locked, the planetary gear (21) forms a fixed transmission ratio mechanism; the power of the second drive motor assembly (4) is completely transmitted to the wheel on one side output by the planetary carrier (212), and the torque of the wheel on the other side is zero.

8. The dual-motor drive assembly according to claim 1, characterized in that: The first transmission gear set (1) comprises a first transmission input gear (11), a first transmission gearwheel (12), a first transmission intermediate shaft (13), a first transmission output half shaft (14) and a first transmission reduction gear (15), wherein the first transmission input gear (11) is fixed to the first drive motor shaft (32) and meshes with the first transmission gearwheel (12), and a first transmission pinion (131) is provided on the first transmission intermediate shaft (13), and the first transmission pinion (131) meshes with the first transmission reduction gear (15) to drive the first transmission output half shaft (14).

9. The dual-motor drive assembly according to any one of claims 1 to 8, characterized in that: The axial sliding of the duplex gear sleeve (23) is driven by an electric control or hydraulic mechanism.

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