Vehicle driving system, control method thereof and vehicle

Abstract

The invention provides a vehicle driving system, a control method thereof and a vehicle. The vehicle driving system comprises a first motor, a second motor, a first transmission device, a second transmission device, a first clutch, a second clutch, a differential mechanism, a first driving shaft and a second driving shaft. The differential mechanism comprises a first half axle gear and a second half axle gear. The first motor is connected with the first transmission device; the first clutch is arranged between the first transmission device and the differential mechanism and used for controlling power transmission or disconnection between the first transmission device and the differential mechanism. The second clutch is arranged between the first transmission device and the first driving shaft and used for controlling power transmission or disconnection between the first transmission device and the first driving shaft; the second motor is connected with the second driving shaft through a second transmission device; the first driving shaft is connected with a first half axle gear of the differential mechanism, and the second driving shaft is connected with a second half axle gear of the differential mechanism. According to the invention, multiple operation modes can be realized.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a vehicle drive system, its control method, and a vehicle. Background Technology

[0002] With the development of China's automotive industry, people hope that cars can achieve more functions while consuming less energy. The drive system is a core component of a car, enabling various operating modes such as driving and turning, and meeting driving needs under different working conditions.

[0003] Current new energy vehicles use electric drive systems, which include single-motor and dual-motor drives. Single-motor drive systems cannot control torque distribution and rotation direction between the left and right wheels, making it difficult to ensure vehicle safety in environments such as ice and mud, or to meet the need for U-turns in narrow sections. While dual-motor drive systems can use two motors to drive the left and right wheels respectively for turning and U-turns, the two motors in existing dual-motor drive systems are usually controlled independently, resulting in a relatively simple operating mode that still cannot meet complex operating conditions. Summary of the Invention

[0004] The purpose of this application is to provide a vehicle drive system, its control method, and a vehicle that can achieve multiple operating modes.

[0005] One aspect of this application provides a vehicle drive system. The vehicle drive system includes a first motor, a second motor, a first transmission device, a second transmission device, a first clutch, a second clutch, a differential, a first drive shaft, and a second drive shaft. The differential includes a first half-shaft gear and a second half-shaft gear. The first motor is connected to the first transmission device. The first clutch is disposed between the first transmission device and the differential, and is used to control the power transmission or disconnection between the first transmission device and the differential. The second clutch is disposed between the first transmission device and the first drive shaft, and is used to control the power transmission or disconnection between the first transmission device and the first drive shaft. The second motor is connected to the second drive shaft via the second transmission device. The first drive shaft is connected to the first half-shaft gear of the differential, and the second drive shaft is connected to the second half-shaft gear of the differential.

[0006] Furthermore, the first motor is a permanent magnet synchronous motor, the second motor is an asynchronous motor, and the vehicle drive system has a disengagement mode. When the vehicle drive system operates in the disengagement mode, both the first clutch and the second clutch are disengaged, the first motor does not rotate, and the second motor does not generate electromagnetic energy loss.

[0007] Furthermore, the first motor is a permanent magnet synchronous motor, the second motor is an asynchronous motor, and the vehicle drive system has a single motor drive mode. When the vehicle drive system operates in the single motor drive mode, the first clutch is engaged, the second clutch is disengaged, the first motor drives both the first drive shaft and the second drive shaft simultaneously, and the second motor follows suit.

[0008] Furthermore, the first motor is a permanent magnet synchronous motor, and the second motor is an asynchronous motor. The vehicle drive system has a dual-motor vector control mode and a dual-motor co-drive one-wheel mode. When the vehicle drive system operates in the dual-motor vector control mode, the first clutch is disengaged, the second clutch is engaged, and the first motor and the second motor independently control the first drive shaft and the second drive shaft, respectively. When the vehicle drive system operates in the dual-motor co-drive one-wheel mode, both the first clutch and the second clutch are engaged, and the torque of the first motor and the second motor is transmitted to each other through the differential.

[0009] Furthermore, both the first motor and the second motor are permanent magnet synchronous motors, and the vehicle drive system also includes a third clutch, wherein the third clutch is disposed between the second transmission device and the second drive shaft, and is used to control the transmission or disconnection of power.

[0010] Furthermore, the vehicle drive system has at least one of the following modes: disengagement mode, single-motor drive mode, dual-motor vector control mode, and dual-motor co-drive one-wheel mode. When the vehicle drive system operates in the disengagement mode, the first clutch, second clutch, and third clutch are all disengaged; the first motor does not rotate, and the second motor does not generate electromagnetic energy loss. When the vehicle drive system operates in the single-motor drive mode, the first clutch is engaged, and the second and third clutches are disengaged; the first motor simultaneously drives the first drive shaft and the second drive shaft, and the second motor follows suit. When the vehicle drive system operates in the dual-motor vector control mode, the first clutch is disengaged, and the second and third clutches are engaged; the first motor and the second motor independently control the first drive shaft and the second drive shaft. When the vehicle drive system operates in the dual-motor co-drive one-wheel mode, the first clutch, second clutch, and third clutch are all engaged, and the torque of the first motor and the second motor is transmitted to each other through the differential.

[0011] Further, the first transmission device includes a first reduction drive gear, a first intermediate shaft, and a first reduction driven gear, wherein the output shaft of the first motor is connected to the first reduction drive gear; the first reduction drive gear is driven to the first reduction driven gear via the first intermediate shaft; the first reduction driven gear is connected to the first clutch and the second clutch; the second transmission device includes a second reduction drive gear, a second intermediate shaft, and a second reduction driven gear, wherein the output shaft of the second motor is connected to the second reduction drive gear; the second reduction drive gear is driven to the second reduction driven gear via the second intermediate shaft; the second reduction driven gear is connected to the second drive shaft, wherein the third clutch is disposed on the second intermediate shaft and is used to control the connection and disconnection between the second reduction drive gear and the second reduction driven gear; or, the third clutch is disposed on the second reduction drive gear and is used to control the connection and disconnection between the second reduction driven gear and the second drive shaft.

[0012] Furthermore, the differential includes a differential housing, the first clutch includes a first clutch inner hub and a first clutch outer hub, the second clutch includes a second clutch inner hub and a second clutch outer hub, the first clutch inner hub and the second clutch inner hub are integral, wherein the first motor is connected to the first clutch inner hub and the second clutch inner hub through the first transmission device; the first clutch outer hub is connected to the differential housing; and the second clutch outer hub is connected to the first drive shaft.

[0013] Another aspect of this application provides a control method for a vehicle drive system as described above. The first motor is a permanent magnet synchronous motor, and the second motor is an asynchronous motor. The control method includes: controlling the vehicle drive system to switch between multiple operating modes by controlling the engagement and / or disengagement of the first clutch and the second clutch. The multiple operating modes include a disengagement mode, a single-motor drive mode, a dual-motor vector control mode, and a dual-motor co-drive one-wheel mode. Specifically, when both the first clutch and the second clutch are disengaged, the vehicle drive system operates in the disengagement mode, where the first motor does not rotate and the second motor does not generate electromagnetic energy loss; when the first clutch is engaged and the second clutch is disengaged, the vehicle drive system operates in the single-motor drive mode, where the first motor simultaneously drives both the first and second drive shafts, and the second motor follows suit; when the first clutch is disengaged and the second clutch is engaged, the vehicle drive system operates in the dual-motor vector control mode, where the first motor and the second motor independently control the first and second drive shafts; and when both the first clutch and the second clutch are engaged, the vehicle drive system operates in the dual-motor co-drive one-wheel mode, where the torque of the first motor and the second motor is transmitted to each other through the differential.

[0014] Another aspect of this application provides a control method for a vehicle drive system as described above. The first motor and the second motor are both permanent magnet synchronous motors. The vehicle drive system further includes a third clutch, which is disposed between the second transmission device and the second drive shaft, for controlling power transmission or disconnection. The control method includes controlling the vehicle drive system to switch between multiple operating modes by controlling the engagement and / or disengagement of the first clutch, the second clutch, and the third clutch. The multiple operating modes include a disengagement mode, a single-motor drive mode, a dual-motor vector control mode, and a dual-motor shared-wheel drive mode. When all three clutches are disengaged, the vehicle drive system is controlled to operate in the disengagement mode, the first motor does not rotate, and the second motor does not generate electricity. Magnetic energy loss; when the first clutch is engaged and the second and third clutches are disengaged, the vehicle drive system is controlled to operate in the single-motor drive mode, where the first motor simultaneously drives the first drive shaft and the second drive shaft, and the second motor follows suit; when the first clutch is disengaged and the second and third clutches are engaged, the vehicle drive system is controlled to operate in the dual-motor vector control mode, where the first motor and the second motor independently control the first drive shaft and the second drive shaft respectively; when the first, second, and third clutches are all engaged, the vehicle drive system is controlled to operate in the dual-motor shared-wheel drive mode, where the torque of the first motor and the second motor is transmitted to each other through the differential.

[0015] Another aspect of this application provides a vehicle. The vehicle includes the vehicle drive system described above.

[0016] The vehicle drive system and control method of this application, as well as the vehicle, can achieve multiple operating modes by engaging and / or disengaging the first clutch and the second clutch.

[0017] The vehicle drive system, control method, and vehicle of this application, by employing a permanent magnet synchronous motor as the first motor and an asynchronous motor as the second motor, or by employing permanent magnet synchronous motors as both the first and second motors and adding a third clutch, which is disposed in the second transmission device and used to control the power transmission or disconnection between the second motor and the second drive shaft, can have at least the following beneficial technical effects: (1) It can switch between four operating modes to meet the driving needs under different working conditions and improve the efficiency of the motor; (2) The first motor is a permanent magnet synchronous motor, which is the main drive motor. It can drive the whole vehicle with a single motor. The motor has high efficiency and can output efficiently under low speed and low torque conditions. (3) The permanent magnet synchronous motor can disengage during reverse dragging, eliminating energy loss of the motor during coasting; the second motor has no electromagnetic energy loss during coasting; (4) When driving at high speed, this application can also combine the locking function of the differential, so that the first motor and the second motor can drive a wheel at the same time, and torque distribution can also be performed; (5) It can switch modes during movement and has good NVH characteristics when switching modes. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the structure of a vehicle drive system according to an embodiment of this application.

[0019] Figure 2 for Figure 1 The diagram shows the power transmission route of the vehicle drive system operating in the first operating mode.

[0020] Figure 3 for Figure 1 The diagram shows the power transmission route of the vehicle drive system operating in the second operating mode.

[0021] Figure 4 for Figure 1 The diagram shows the power transmission route of the vehicle drive system operating in the third operating mode.

[0022] Figure 5 for Figure 1 The diagram shows the power transmission route of the vehicle drive system operating in the fourth operating mode.

[0023] Figure 6 This is a schematic diagram of the structure of a vehicle drive system according to another embodiment of this application.

[0024] Figure 7 for Figure 6 The diagram shows the power transmission route of the vehicle drive system operating in the first operating mode.

[0025] Figure 8 for Figure 6 The diagram shows the power transmission route of the vehicle drive system operating in the second operating mode.

[0026] Figure 9 for Figure 6 The diagram shows the power transmission route of the vehicle drive system operating in the third operating mode.

[0027] Figure 10 for Figure 6The diagram shows the power transmission route of the vehicle drive system operating in the fourth operating mode. Detailed Implementation

[0028] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numerals in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses consistent with some aspects of this application as detailed in the appended claims.

[0029] The vehicle drive system, control method, and vehicle of various embodiments of this application will be described in detail below with reference to the accompanying drawings. Unless otherwise specified, the features of the following embodiments and implementation methods can be combined with each other.

[0030] First Embodiment Figure 1 A schematic diagram of the structure of a vehicle drive system 100 according to an embodiment of this application is shown. Figure 1 As shown, a vehicle drive system 100 according to one embodiment of this application includes a first motor 11, a second motor 12, a first transmission device 21, a second transmission device 22, a first clutch 31, a second clutch 32, a differential 40, a first drive shaft 51, and a second drive shaft 52. The differential 40 includes a first half-shaft gear 41 and a second half-shaft gear 42.

[0031] The vehicle drive system 100 of this application can achieve multiple operating modes by engaging and / or disengaging the first clutch 31 and the second clutch 32.

[0032] In the first embodiment, the first motor 11 is a permanent magnet synchronous motor, and the second motor 12 is an asynchronous motor.

[0033] The first motor 11 is connected to the first transmission device 21; the first clutch 31 is located between the first transmission device 21 and the differential 40, and can be used to control the power transmission or disconnection between the first transmission device 21 and the differential 40; the second clutch 32 is located between the first transmission device 21 and the first drive shaft 51, and can be used to control the power transmission or disconnection between the first transmission device 21 and the first drive shaft 51; the second motor 12 is connected to the second drive shaft 52 through the second transmission device 22; the first drive shaft 51 is connected to the first half-shaft gear 41 of the differential 40, and the second drive shaft 52 is connected to the second half-shaft gear 42 of the differential 40.

[0034] In some embodiments, the first transmission device 21 may include a first reduction drive gear 211, a first intermediate shaft 212, and a first reduction driven gear 213. The output shaft of the first motor 11 is connected to the first reduction drive gear 211; the first reduction drive gear 211 is connected to the first reduction driven gear 213 via the first intermediate shaft 212; and the first reduction driven gear 213 is connected to a first clutch 31 and a second clutch 32.

[0035] In some embodiments, the second transmission device 22 may include a second reduction drive gear 221, a second intermediate shaft 222, and a second reduction driven gear 223. The output shaft of the second motor 12 is connected to the second reduction drive gear 221; the second reduction drive gear 221 is connected to the second reduction driven gear 223 via the second intermediate shaft 222; and the second reduction driven gear 223 is connected to the second drive shaft 52.

[0036] In some embodiments, the first clutch 31 and the second clutch 32 may include, for example, a multi-plate clutch. The first clutch 31 includes a first clutch inner hub and a first clutch outer hub 312, and the second clutch 32 includes a second clutch inner hub and a second clutch outer hub 322. Optionally, the first clutch inner hub and the second clutch inner hub are integrated, i.e., the clutch inner hub 301.

[0037] The differential 40 includes a differential housing 43. The first motor 11 can be connected to the first clutch inner hub and the second clutch inner hub (i.e., the clutch inner hub 301) via the first transmission device 21. Specifically, the first reduction driven gear 213 is connected to the first clutch inner hub and the second clutch inner hub (i.e., the clutch inner hub 301); the first clutch outer hub 312 is connected to the differential housing 43; and the second clutch outer hub 322 is connected to the first drive shaft 51.

[0038] The vehicle drive system 100 of this application, by employing a permanent magnet synchronous motor for the first motor 11 and an asynchronous motor for the second motor 12, can have four operating modes: a first operating mode (i.e., dual-motor vector control mode), a second operating mode (i.e., disengagement mode), a third operating mode (i.e., single-motor drive mode), and a fourth operating mode (i.e., dual-motor co-drive one wheel mode). Switching between these four operating modes is achieved by engaging and / or disengaging the first clutch 31 and the second clutch 32.

[0039] The following will combine Figures 2 to 5 The four operating modes of the vehicle drive system 100 of this application will be described in detail below.

[0040] Figure 2This application discloses a power transmission route diagram of a vehicle drive system 100 operating in a first operating mode (i.e., dual-motor vector control mode) according to an embodiment of this application. Figure 2 As shown, when the vehicle drive system 100 of this application is operating in the first operating mode, the first clutch 31 is disengaged and the second clutch 32 is engaged. The first motor 11 and the second motor 12 can independently control the first drive shaft 51 and the second drive shaft 52, respectively, to achieve dual-motor vector control.

[0041] The power transmission route of the vehicle drive system 100 operating in the first operating mode of this application is as follows: The power transmission path of the first motor 11 is as follows: first motor 11 → first reduction drive gear 211 → first intermediate shaft 212 → first reduction driven gear 213 → clutch inner hub 302 → second clutch 32 → second clutch outer hub 322 → first drive shaft 51; The power transmission path of the second motor 12 is as follows: second motor 12 → second reduction drive gear 221 → second intermediate shaft 222 → second reduction driven gear 223 → second drive shaft 52.

[0042] Figure 3 This application discloses a power transmission route diagram of a vehicle drive system 100 operating in a second operating mode (i.e., disengagement mode) according to one embodiment of the present application. Figure 3 As shown, when the vehicle drive system 100 of this application is operating in the second operating mode, both the first clutch 31 and the second clutch 32 are disengaged. When the rotational speed of the second drive shaft 52 is higher than the rotational speed of the second reduction driven gear 223, the first motor 11 does not rotate and does not generate electromagnetic resistance; the second motor 12 rotates, but the second motor 12 is an asynchronous motor. When the asynchronous motor is dragged in reverse, it does not generate back electromotive force, and the second motor 12 does not generate electromagnetic energy loss.

[0043] The power transmission route of the vehicle drive system 100 operating in the second operating mode of this application is as follows: The power transmission path of the first motor 11 is: first drive shaft 51 → second clutch outer hub 322. At this time, the second clutch 32 is disengaged, the speed of the clutch inner hub 302 is 0, and the speeds of the first reduction driven gear 213, the first reduction driving gear 211 and the first motor 11 are 0. The power transmission path of the second motor 12 is as follows: second drive shaft 52 → second reduction driven gear 223 → second intermediate shaft 222 → second reduction driving gear 221 → second motor 12. Although the second motor 12 rotates, it is an asynchronous motor. When the asynchronous motor is driven in reverse, it does not generate back electromotive force and there is no electromagnetic energy loss.

[0044] Figure 4This application discloses a power transmission route diagram of a vehicle drive system 100 operating in a third operating mode (i.e., single-motor drive mode) according to an embodiment of this application. Figure 4 As shown, when the vehicle drive system 100 of this application is operating in the third operating mode, the first clutch 31 is engaged and the second clutch 32 is disengaged. At this time, the first motor 11 drives the first drive shaft 51 and the second drive shaft 52 simultaneously, and the second motor 12 follows suit.

[0045] The power transmission route of the vehicle drive system 100 operating in the third mode of this application is as follows: The power transmission path of the first motor 11 is as follows: first motor 11 → first reduction drive gear 211 → first intermediate shaft 212 → first reduction driven gear 213 → clutch inner hub 301 → first clutch 31 → first clutch outer hub 312 → differential housing 43 → first half-shaft gear 41 and second half-shaft gear 42 of differential 40 → first drive shaft 51 and second drive shaft 52; The power transmission path of the second motor 12 is the same as that of the second motor 12 in the second operating mode. The second motor 12 does not output torque and does not generate electromagnetic energy loss.

[0046] Figure 5 This application discloses a power transmission route diagram of a vehicle drive system 100 operating in a fourth operating mode (i.e., a dual-motor shared-drive-one-wheel mode) according to an embodiment of this application. Figure 5 As shown, when the vehicle drive system 100 of this application is operating in the fourth operating mode, the torque of the first motor 11 and the second motor 12 is transmitted to each other through the differential 40.

[0047] In the fourth operating mode, both the first clutch 31 and the second clutch 32 are engaged, the differential housing 43 and the first drive shaft 51 are engaged, and according to the locking principle of the differential 40, the differential 40 is locked together with the first half-shaft gear 41 and the second half-shaft gear 42, and each of the first motor 11 and the second motor 12 outputs power.

[0048] If one wheel is obstructed or slips, power is locked through the differential 40, and the torque of both the first motor 11 and the second motor 12 is transmitted to the unobstructed or non-slipping wheel, thus enabling the wheel to get out of trouble.

[0049] The power transmission route of the vehicle drive system 100 operating in the fourth mode of this application is as follows: The power transmission path of the first motor 11 is as follows: first motor 11 → first reduction drive gear 211 → first intermediate shaft 212 → first reduction driven gear 213 → clutch inner hub 301 → first clutch 31 and second clutch 32 → differential housing 43 → first half-shaft gear 41 and second half-shaft gear 42 of differential 40 → first drive shaft 51 and second drive shaft 52; The power transmission path of the second motor 12 is as follows: second motor 12 → second reduction drive gear 221 → second intermediate shaft 222 → second reduction driven gear 223 → second drive shaft 52, differential 40 and first drive shaft 51.

[0050] The vehicle drive system 100 of this application, by using a permanent magnet synchronous motor for the first motor 11 and an asynchronous motor for the second motor 12, can have at least the following beneficial technical effects: (1) By engaging and / or disengaging the first clutch 31 and the second clutch 32, four operating modes can be switched to meet the driving needs under different working conditions and improve the efficiency of the motor. (2) The first motor 11 is a permanent magnet synchronous motor, which is the main drive motor. It can drive the whole vehicle with a single motor. The motor has high efficiency and can output efficiently under low speed and low torque conditions. (3) The permanent magnet synchronous motor can disengage during reverse dragging, eliminating the energy loss of the motor during coasting; the second motor 12 is an asynchronous motor, which has a lower efficiency than the synchronous motor, but there is no energy loss of the motor during coasting. (4) When driving at high speed, this application can also be combined with the locking function of the differential 40, so that two motors can drive one wheel and torque can be distributed; (5) It can switch modes during motion and has good NVH (Noise, Vibration and Harshness) characteristics when switching modes.

[0051] Second Embodiment Figure 6 A schematic diagram of the structure of a vehicle drive system 200 according to another embodiment of this application is shown. Figure 6 As shown, with Figure 1 The difference between the vehicle drive system 100 shown is: Figure 6 The first motor 11 and the second motor 12 in the vehicle drive system 200 shown are both permanent magnet synchronous motors. Additionally, Figure 6 The vehicle drive system 200 shown also includes a third clutch 33, which is disposed between the second transmission device 22 and the second drive shaft 52 for power transmission or disconnection.

[0052] The vehicle drive system 200 of this application can realize multiple operating modes by engaging and / or disengaging the first clutch 31, the second clutch 32 and the third clutch 33.

[0053] In the case where the second transmission device 22 includes a second reduction drive gear 221, a second intermediate shaft 222 and a second reduction driven gear 223, in one embodiment of this application, a third clutch 33 may be disposed on the second intermediate shaft 222, which can be used to control the connection and disconnection between the second reduction drive gear 221 and the second reduction driven gear 223, and thereby control the power transmission or disconnection between the second motor 12 and the second drive shaft 52.

[0054] Of course, the third clutch 33 can also be located in other positions within the first transmission device 21. For example, in another embodiment, the third clutch 33 can be located on the second reduction drive gear 221, and can be used to control the connection and disconnection between the second motor 12 and the second reduction drive gear 221, thereby controlling the power transmission or disconnection between the second motor 12 and the second drive shaft 52. In yet another embodiment, the third clutch 33 can be located on the second reduction driven gear 223, and can be used to control the connection and disconnection between the second reduction driven gear 223 and the second drive shaft 52, thereby controlling the power transmission or disconnection between the second motor 12 and the second drive shaft 52.

[0055] The vehicle drive system 200 of this application, by employing permanent magnet synchronous motors for both the first motor 11 and the second motor 12, and adding a third clutch 33 to control the power transmission or disconnection between the second motor 12 and the second drive shaft 52, can also have four operating modes: a first operating mode (i.e., dual-motor vector control mode), a second operating mode (i.e., disengagement mode), a third operating mode (i.e., single-motor drive mode), and a fourth operating mode (i.e., dual-motor co-drive one wheel mode). By engaging and / or disengaging the first clutch 31, the second clutch 32, and the third clutch 33, the vehicle drive system 200 of this application can switch between the four operating modes.

[0056] The following will combine Figures 7 to 10 The four operating modes of the vehicle drive system 200 of this application will be described in detail below.

[0057] Figure 7 This application discloses a power transmission route diagram of a vehicle drive system 200 operating in a dual-motor vector control mode (i.e., dual-motor vector control mode) according to another embodiment of this application. Figure 7As shown, when the vehicle drive system 200 of this application is in dual-motor vector control mode, the first clutch 31 is disengaged, the second clutch 32 and the third clutch 33 are engaged, and the first motor 11 and the second motor 12 independently control the first drive shaft 51 and the second drive shaft 52, respectively, to realize dual-motor vector control.

[0058] The power transmission route of the vehicle drive system 200 operating in dual-motor vector control mode in this application is as follows: The power transmission path of the first motor 11 is as follows: first motor 11 → first reduction drive gear 211 → first intermediate shaft 212 → first reduction driven gear 213 → clutch inner hub 301 → second clutch 32 → second clutch outer hub 322 → first drive shaft 51; The power transmission path of the second motor 12 is as follows: second motor 12 → second reduction drive gear 221 → third clutch 33 → second intermediate shaft 222 → second reduction driven gear 223 → second drive shaft 52.

[0059] Figure 8 This application discloses a power transmission route diagram of a vehicle drive system 200 operating in a second operating mode (i.e., disengagement mode) according to another embodiment of the present application. For example... Figure 8 As shown, when the vehicle drive system 200 of this application is operating in the second operating mode, the first clutch 31 and the second clutch 32 are both disengaged. When the rotational speed of the second drive shaft 52 is higher than the rotational speed of the second reduction driven gear 223, the first motor 11 does not rotate and no electromagnetic resistance is generated; the third clutch 33 is disengaged, the second motor 12 does not rotate, and there is no electromagnetic energy loss.

[0060] The power transmission route of the vehicle drive system 200 operating in the second mode of this application is as follows: The power transmission path of the first motor 11 is: first drive shaft 51 → second clutch outer hub 322. At this time, the second clutch 32 is disengaged, the speed of the clutch inner hub 301 is 0, and the speeds of the first reduction driven gear 213, the first reduction driving gear 211 and the first motor 11 are 0. The power transmission path of the second motor 12 is: second drive shaft 52 → second reduction driven gear 223 → second intermediate shaft 222 → third clutch 33. At this time, the third clutch 33 is disengaged, the second motor 12 does not rotate, and no electromagnetic energy loss occurs.

[0061] Figure 9 This application discloses a power transmission route diagram of a vehicle drive system 200 operating in a third operating mode (i.e., single-motor drive mode) according to another embodiment of this application. For example... Figure 9As shown, when the vehicle drive system 200 of this application is operating in the third operating mode, the first clutch 31 is engaged, driving the differential 40, and the first motor 11 simultaneously drives the first drive shaft 51 and the second drive shaft 52; the second clutch 32 and the third clutch 33 are disengaged, and the second motor 12 follows without resistance.

[0062] The power transmission route of the vehicle drive system 200 operating in the third mode of this application is as follows: The power transmission path of the first motor 11 is as follows: first motor 11 → first reduction drive gear 211 → first intermediate shaft 212 → first reduction driven gear 213 → clutch inner hub 301 → first clutch 31 → first clutch outer hub 312 → differential housing 43 → first half-shaft gear 41 and second half-shaft gear 42 of differential 40 → first drive shaft 51 and second drive shaft 52; The power transmission path of the second motor 12 is the same as that of the second motor 12 in the second operating mode: second drive shaft 52 → second reduction driven gear 223 → second intermediate shaft 222 → third clutch 33. Since the third clutch 33 is disengaged, the second motor 12 cannot transmit torque to the second drive shaft 52.

[0063] Figure 10 This application discloses a power transmission route diagram of a vehicle drive system 200 operating in a fourth operating mode (i.e., a dual-motor, single-wheel drive mode) according to another embodiment of this application. Figure 10 As shown, when the vehicle drive system 200 of this application is operating in the fourth operating mode, the first clutch 31, the second clutch 32 and the third clutch 33 are all engaged, and the torque of the first motor 11 and the second motor 12 is transmitted to each other through the differential 40.

[0064] In the fourth operating mode, both the first clutch 31 and the second clutch 32 are engaged, the differential housing 43 and the first drive shaft 51 are engaged, and according to the locking principle of the differential 40, the differential 40 is locked together with the first half-shaft gear 41 and the second half-shaft gear 42, that is, the first drive shaft 51, the differential 40 and the second drive shaft 52 are connected as one unit and have the same speed; each of the first motor 11 and the second motor 12 outputs power.

[0065] When one wheel is obstructed or slips, power is locked through the differential 40, and the torque of both the first motor 11 and the second motor 12 is transmitted to the wheel that is not obstructed or slipping, thus enabling the wheel to get out of trouble.

[0066] The power transmission route of the vehicle drive system 200 operating in the fourth mode of this application is as follows: The power transmission path of the first motor 11 is as follows: First motor 11 → First reduction drive gear 211 → First intermediate shaft 212 → First reduction driven gear 213 → Clutch inner hub 301 → First clutch 31 and second clutch 32 → Differential housing 43 → First drive shaft 51 and second drive shaft 52 → First half-shaft gear 41 and second half-shaft gear 42 of differential 40 → First drive shaft 51 and second drive shaft 52; The power transmission path of the second motor 12 is as follows: second motor 12 → second reduction drive gear 221 → third clutch 33 → second intermediate shaft 222 → second reduction driven gear 223 → second drive shaft 52, differential 40 and first drive shaft 51.

[0067] The vehicle drive system 200 of the second embodiment has beneficial technical effects that are generally similar to those of the vehicle drive system 100 of the first embodiment, so it will not be described again here.

[0068] It is understood that the first clutch 31, the second clutch 32, and the third clutch 33 described in this application include all mechanical mechanisms capable of engaging and disengaging, such as, but not limited to, wet multi-plate clutches, conical clutches, synchronizers, dog clutches, electromagnetic clutches, etc. This application does not impose any limitations on this.

[0069] This application also provides a control method for a vehicle drive system. The control method of this application may include step S1.

[0070] In step S1, the vehicle drive system 100 is controlled to switch between multiple operating modes by controlling the engagement and / or disengagement of the first clutch 31 and the second clutch 32.

[0071] In some embodiments, the first motor 11 is a permanent magnet synchronous motor, and the second motor 12 is an asynchronous motor. Multiple operating modes include a disengaged mode, wherein step S1 may include step S11.

[0072] In step S11, when both the first clutch 31 and the second clutch 32 are disengaged, the vehicle drive system is controlled to operate in disengagement mode, the first motor 11 does not rotate, and the second motor 12 does not generate electromagnetic energy loss.

[0073] In some embodiments, the multiple operating modes also include a single motor drive mode, wherein step S1 may further include step S12.

[0074] In step S12, when the first clutch 31 is engaged and the second clutch 32 is disengaged, the vehicle drive system is controlled to operate in single-motor drive mode. The first motor 11 simultaneously drives the first drive shaft 51 and the second drive shaft 52, and the second motor 12 follows suit.

[0075] In some embodiments, the multiple operating modes also include a dual-motor vector control mode and a dual-motor co-drive single-wheel mode, wherein step S1 may further include steps S13 and S14.

[0076] In step S13, when the first clutch 31 is disengaged and the second clutch 32 is engaged, the vehicle drive system is controlled to operate in a dual-motor vector control mode, where the first motor 11 and the second motor 12 independently control the first drive shaft 51 and the second drive shaft 52, respectively. In step S14, when both the first clutch 31 and the second clutch 32 are engaged, the vehicle drive system is controlled to operate in a fourth operating mode, where the torque of the first motor 11 and the second motor 12 is transmitted to each other through the differential 40.

[0077] In other embodiments, both the first motor 11 and the second motor 12 are permanent magnet synchronous motors. The vehicle drive system also includes a third clutch 33, which is disposed in the second transmission device 22 and is used to control the power transmission or disconnection between the second motor 12 and the second drive shaft 52. The control method of this application includes step S2.

[0078] In step S2, while controlling the engagement and / or disengagement of the first clutch 31 and the second clutch 32, the third clutch 33 is further controlled to engage and / or disengage, so as to control the vehicle drive system to switch between multiple operating modes.

[0079] In some embodiments, the multiple operating modes include a disconnected mode, wherein step S2 may include step S21.

[0080] In step S21, when the first clutch, the second clutch and the third clutch are all disengaged, the vehicle drive system is controlled to operate in disengagement mode, the first motor does not rotate and the second motor does not generate electromagnetic energy loss.

[0081] In some embodiments, the multiple operating modes include a single motor drive mode, wherein step S2 may include step S22.

[0082] In step S22, when the first clutch is engaged and the second and third clutches are disengaged, the vehicle drive system is controlled to operate in single-motor drive mode, where the first motor drives the first drive shaft and the second drive shaft simultaneously, and the second motor follows suit.

[0083] In some embodiments, the multiple operating modes also include a dual-motor vector control mode and a dual-motor co-drive single-wheel mode, wherein step S2 may include steps S23 and S24.

[0084] In step S23, when the first clutch is disengaged and the second and third clutches are engaged, the vehicle drive system is controlled to operate in dual-motor vector control mode, where the first motor and the second motor independently control the first drive shaft and the second drive shaft, respectively.

[0085] In step S24, when the first clutch, the second clutch and the third clutch are all engaged, the vehicle drive system is controlled to operate in a dual-motor co-drive single-wheel mode, and the torque of the first motor and the second motor is transmitted to each other through the differential.

[0086] This application also provides a vehicle. The vehicle includes the vehicle drive system 100 / 200 as described in the various embodiments above.

[0087] The vehicle drive system, control method, and vehicle provided in the embodiments of this application have been described in detail above. Specific examples have been used to illustrate the vehicle drive system, control method, and vehicle of the embodiments of this application. The descriptions of the embodiments above are only for helping to understand the core ideas of this application and are not intended to limit this application. It should be noted that for those skilled in the art, several improvements and modifications can be made to this application without departing from the spirit and principles of this application, and all such improvements and modifications should fall within the protection scope of the appended claims.

Claims

1. A vehicle drive system, characterized in that: The system includes a first motor, a second motor, a first transmission device, a second transmission device, a first clutch, a second clutch, a differential, a first drive shaft, and a second drive shaft. The differential includes a first half-shaft gear and a second half-shaft gear. The first motor is connected to the first transmission device; The first clutch is disposed between the first transmission device and the differential, and is used to control the power transmission or disconnection between the first transmission device and the differential; The second clutch is disposed between the first transmission device and the first drive shaft, and is used to control the power transmission or disconnection between the first transmission device and the first drive shaft; The second motor is connected to the second drive shaft via the second transmission device; The first drive shaft is connected to the first half-shaft gear of the differential, and the second drive shaft is connected to the second half-shaft gear of the differential.

2. The vehicle drive system as described in claim 1, characterized in that: The first motor is a permanent magnet synchronous motor, the second motor is an asynchronous motor, and the vehicle drive system has a disengagement mode. When the vehicle drive system is operating in the disengagement mode, both the first clutch and the second clutch are disengaged, the first motor does not rotate, and the second motor does not generate electromagnetic energy loss.

3. The vehicle drive system as described in claim 1, characterized in that: The first motor is a permanent magnet synchronous motor, and the second motor is an asynchronous motor. The vehicle drive system has a single-motor drive mode, wherein... When the vehicle drive system is operating in the single-motor drive mode, the first clutch is engaged, the second clutch is disengaged, the first motor drives both the first drive shaft and the second drive shaft simultaneously, and the second motor follows suit.

4. The vehicle drive system as described in claim 1, characterized in that: The first motor is a permanent magnet synchronous motor, and the second motor is an asynchronous motor. The vehicle drive system has a dual-motor vector control mode and a dual-motor co-drive single-wheel mode. When the vehicle drive system is operating in the dual-motor vector control mode, the first clutch is disengaged, the second clutch is engaged, and the first motor and the second motor independently control the first drive shaft and the second drive shaft, respectively. When the vehicle drive system operates in the dual-motor co-drive single-wheel mode, both the first clutch and the second clutch are engaged, and the torque of the first motor and the second motor is transmitted to each other through the differential.

5. The vehicle drive system as described in claim 1, characterized in that: Both the first motor and the second motor are permanent magnet synchronous motors. The vehicle drive system also includes a third clutch, which is located between the second transmission device and the second drive shaft and is used to control the transmission or disconnection of power.

6. The vehicle drive system as described in claim 5, characterized in that: The vehicle drive system has at least one of the following modes: disengagement mode, single-motor drive mode, dual-motor vector control mode, and dual-motor co-drive one-wheel mode. When the vehicle drive system is operating in the disengaged mode, the first clutch, the second clutch and the third clutch are all disengaged, the first motor does not rotate and the second motor does not generate electromagnetic energy loss. When the vehicle drive system is operating in the single-motor drive mode, the first clutch is engaged, the second clutch and the third clutch are disengaged, the first motor simultaneously drives the first drive shaft and the second drive shaft, and the second motor follows suit. When the vehicle drive system is operating in the dual-motor vector control mode, the first clutch is disengaged, and the second clutch and the third clutch are engaged. The first motor and the second motor independently control the first drive shaft and the second drive shaft, respectively. When the vehicle drive system operates in the dual-motor co-drive single-wheel mode, the first clutch, the second clutch, and the third clutch are all engaged, and the torque of the first motor and the second motor is transmitted to each other through the differential.

7. The vehicle drive system as described in claim 5, characterized in that: The first transmission device includes a first reduction drive gear, a first intermediate shaft, and a first reduction driven gear, wherein the output shaft of the first motor is connected to the first reduction drive gear; the first reduction drive gear is connected to the first reduction driven gear via the first intermediate shaft; and the first reduction driven gear is connected to the first clutch and the second clutch. The second transmission device includes a second reduction drive gear, a second intermediate shaft, and a second reduction driven gear. The output shaft of the second motor is connected to the second reduction drive gear. The second reduction drive gear is connected to the second reduction driven gear via the second intermediate shaft. The second reduction driven gear is connected to the second drive shaft. The third clutch is disposed on the second intermediate shaft and is used to control the connection and disconnection between the second reduction drive gear and the second reduction driven gear; or... The third clutch is disposed on the second reduction drive gear and is used to control the on / off connection between the second motor and the second reduction drive gear; or... The third clutch is disposed on the second reduction driven gear and is used to control the connection and disconnection between the second reduction driven gear and the second drive shaft.

8. The vehicle drive system as described in claim 1, characterized in that: The differential includes a differential housing; the first clutch includes a first clutch inner hub and a first clutch outer hub; the second clutch includes a second clutch inner hub and a second clutch outer hub; the first clutch inner hub and the second clutch inner hub are integrally formed. The first motor is connected to the inner hub of the first clutch and the inner hub of the second clutch via the first transmission device; The first clutch outer hub is connected to the differential housing; The outer hub of the second clutch is connected to the first drive shaft.

9. A control method for a vehicle drive system as described in claim 1, characterized in that: The first motor is a permanent magnet synchronous motor, the second motor is an asynchronous motor, and the control method includes: By controlling the engagement and / or disengagement of the first clutch and the second clutch, the vehicle drive system is controlled to switch between multiple operating modes, including disengagement mode, single-motor drive mode, dual-motor vector control mode, and dual-motor shared-wheel drive mode. When both the first clutch and the second clutch are disengaged, the vehicle drive system is controlled to operate in the disengagement mode, the first motor does not rotate, and the second motor does not generate electromagnetic energy loss. When the first clutch is engaged and the second clutch is disengaged, the vehicle drive system is controlled to operate in the single-motor drive mode, where the first motor simultaneously drives the first drive shaft and the second drive shaft, and the second motor follows suit. When the first clutch is disengaged and the second clutch is engaged, the vehicle drive system is controlled to operate in the dual-motor vector control mode, where the first motor and the second motor independently control the first drive shaft and the second drive shaft, respectively. When both the first clutch and the second clutch are engaged, the vehicle drive system is controlled to operate in the dual-motor shared-wheel mode, and the torque of the first motor and the second motor is transmitted to each other through the differential.

10. A control method for a vehicle drive system as described in claim 1, characterized in that: Both the first motor and the second motor are permanent magnet synchronous motors. The vehicle drive system further includes a third clutch, which is disposed between the second transmission device and the second drive shaft, and is used to control the transmission or disconnection of power. The control method includes: By controlling the engagement and / or disengagement of the first clutch, the second clutch, and the third clutch, the vehicle drive system is controlled to switch between multiple operating modes. These multiple operating modes include disengagement mode, single-motor drive mode, dual-motor vector control mode, and dual-motor shared-wheel drive mode. When the first clutch, the second clutch and the third clutch are all disengaged, the vehicle drive system is controlled to operate in the disengaged mode, the first motor does not rotate and the second motor does not generate electromagnetic energy loss. When the first clutch is engaged and the second and third clutches are disengaged, the vehicle drive system is controlled to operate in the single-motor drive mode, where the first motor simultaneously drives the first drive shaft and the second drive shaft, and the second motor follows suit. When the first clutch is disengaged and the second and third clutches are engaged, the vehicle drive system is controlled to operate in the dual-motor vector control mode, where the first motor and the second motor independently control the first drive shaft and the second drive shaft, respectively. When the first clutch, the second clutch, and the third clutch are all engaged, the vehicle drive system is controlled to operate in the dual-motor shared-wheel mode, and the torque of the first motor and the second motor is transmitted to each other through the differential.

11. A vehicle, characterized in that: Includes the vehicle drive system as described in any one of claims 1 to 8.

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