Dual-motor power assembly system and vehicle

Abstract

The invention discloses a dual-motor power assembly system and a vehicle, the dual-motor power assembly system is used for driving wheels to rotate, and the dual-motor power assembly system comprises a first motor and a second motor; the two transmission mechanisms are in power connection with the output shaft end of the first motor and the second output end of the second motor respectively, and each transmission mechanism is provided with an output shaft end; the output end of the planetary gear mechanism is in power connection with a wheel half shaft and is selectively in power connection with the output shaft end; and the differential lock device selectively enables the output shaft ends of the two sets of transmission mechanisms to be in power connection. Therefore, multiple power output modes can be achieved to drive the wheels to rotate, the power output mode of the dual-motor power assembly system is matched with the working condition of the vehicle, the reliability of the vehicle in the advancing process can be improved, and the cross-country escape performance of the whole vehicle can be improved.

Description

Technical Field

[0001] This application relates to the field of vehicle powertrain technology, and in particular to a dual-motor powertrain system and vehicle. Background Technology

[0002] Currently, in the field of new energy vehicle technology, compared with the single-motor solution in the powertrain, the distributed dual-motor system can realize torque vector control of the left and right wheels, and can be adapted to different scenarios through control algorithms.

[0003] In related technologies, distributed dual-motor systems employ a single-speed ratio scheme, which makes it impossible to optimize the motor's operating point efficiency based on the actual operating conditions of the vehicle. This results in difficulties in simultaneously operating in the high-efficiency zone under low-speed, high-torque and high-speed, low-torque conditions, leading to low overall efficiency of the distributed dual-motor system. Furthermore, under the single-speed scheme, to cope with extreme conditions, such as 100% hill climbing in off-road vehicles or hill climbing in reverse gear, a larger power motor is required, resulting in a larger motor size and higher overall cost for the distributed dual-motor system. If the vehicle simultaneously pursues maximum speed and acceleration, the peak speed requirements for the motor are stringent, making the design challenging. Summary of the Invention

[0004] This application aims to address at least one of the technical problems existing in the prior art. To this end, one objective of this application is to provide a dual-motor powertrain system that can implement multiple power drive modes to enhance the power of the other wheel when one wheel slips, thereby helping the vehicle to get out of trouble.

[0005] Another objective of this application is to propose a vehicle.

[0006] According to an embodiment of the first aspect of this application, a dual-motor powertrain system is used to drive wheels to rotate, and the dual-motor powertrain system includes: a first motor and a second motor; two sets of transmission mechanisms, the two sets of transmission mechanisms being poweredly connected to a first output end of the first motor and a second output end of the second motor respectively, each set of transmission mechanisms having an output shaft end; two sets of planetary gear mechanisms, the output end of each set of planetary gear mechanisms being poweredly connected to a wheel half-shaft and selectively engaging with the output shaft end; and a differential lock device, the differential lock device selectively engaging the output shaft end of one of the two sets of transmission mechanisms.

[0007] The dual-motor powertrain system according to the embodiments of this application can realize multiple power output modes to drive the wheels to rotate, and match the power output mode of the dual-motor powertrain system with the operating conditions of the vehicle, which helps to improve the reliability of the vehicle during the driving process.

[0008] According to some embodiments of this application, the first motor and the second motor are not coaxially arranged, and the axial direction of the first motor is parallel to the axial direction of the second motor; the axial directions of the first motor and the second motor are both parallel to the width direction of the vehicle.

[0009] According to some embodiments of this application, in a first direction of the dual-motor powertrain system, the first motor and the second motor are respectively disposed on both sides of the differential lock device; in a second direction of the dual-motor powertrain system, the first motor and the second motor are respectively disposed on both sides of the differential lock device, and the first motor and the second motor are arranged in a centrally symmetrical manner relative to the differential lock device; wherein, the first direction is parallel to the axial direction of the first motor and the axial direction of the second motor, and the second direction is perpendicular to the first direction.

[0010] According to some embodiments of this application, the two sets of transmission mechanisms are arranged in a centrally symmetrical manner relative to the differential lock device.

[0011] According to some embodiments of this application, in a first direction of the dual-motor powertrain system, the output shaft end of the transmission mechanism that is powered by the first motor is located on a first side of the differential lock device, and the first motor is located on a second side of the differential lock device; in the first direction of the dual-motor powertrain system, the output shaft end of the transmission mechanism that is powered by the second motor is located on a second side of the differential lock device, and the second motor is located on a first side of the differential lock device.

[0012] According to some embodiments of this application, each group of transmission mechanisms includes: a first gear pair, the first gear pair including a first driving gear and a first driven gear, the first driving gear being poweredly connected to the output shaft end; and a second gear pair, the second gear pair including a second driving gear and a second driven gear, the second driving gear being coaxially arranged and connected to the first driven gear, the second driven gear being connected to the output shaft end.

[0013] According to some embodiments of this application, two sets of clutches are also included, each set of clutches being connected between the output shaft end of one set of the transmission mechanism and the planetary gear mechanism, and used to adjust the power engagement state between the output shaft end and the planetary gear mechanism.

[0014] According to some embodiments of this application, in the planetary gear mechanism, the sun gear of the planetary gear mechanism is coaxially arranged and poweredly connected to the output shaft end; the planet carrier of the planetary gear mechanism is connected to the wheel half-shaft, and the planet carrier can selectively engage with the sun gear for synchronous rotation.

[0015] According to some embodiments of this application, the first gear pair is constructed as a reduction gear pair; and / or, the second gear pair is constructed as a reduction gear pair.

[0016] The vehicle according to the second aspect of this application includes the above-described dual-motor powertrain system.

[0017] The advantages of the vehicle according to the embodiments of this application compared to the prior art are the same as those of the dual-motor powertrain system described above, and will not be repeated here.

[0018] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0019] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0020] Figure 1 This is a schematic diagram of a dual-motor powertrain system according to an embodiment of this application;

[0021] Figure 2 This is a schematic diagram of a dual-motor powertrain system according to an embodiment of this application in a low-speed operating condition;

[0022] Figure 3 This is a schematic diagram of a dual-motor powertrain system according to an embodiment of this application operating at high speed;

[0023] Figure 4 This is a schematic diagram of a dual-motor powertrain system in a traction-avoidance condition according to an embodiment of this application;

[0024] Figure 5 This is a schematic diagram illustrating the engagement of the clutch and the planetary gear mechanism according to an embodiment of this application.

[0025] Figure label:

[0026] Dual-motor powertrain system 100; wheels 200; wheel half-shafts 210;

[0027] First motor 11; Second motor 12;

[0028] Transmission mechanism 20; output shaft end 201; first gear pair 21; first driving gear 211; first driven gear 212; second gear pair 22; second driving gear 221; second driven gear 222; first support bearing 231; second support bearing 232;

[0029] Planetary gear mechanism 30; Sun gear 31; Planet gear 32; Planet carrier 33; Ring gear 34;

[0030] Differential lock device 40; clutch 50. Detailed Implementation

[0031] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this application, and should not be construed as limiting this application.

[0032] The following is for reference. Figures 1-5 This application describes a dual-motor powertrain system 100 according to an embodiment of the present application. The dual-motor powertrain system 100 is used to drive the wheels 200 to rotate, thereby enabling vehicle movement.

[0033] The dual-motor powertrain system 100 according to an embodiment of this application includes: a first motor 11, a second motor 12, a differential lock device 40, two sets of planetary gear mechanisms 30, and two sets of transmission mechanisms 20.

[0034] Specifically, the first motor 11 and the second motor 12 can output driving force respectively. The two sets of transmission mechanisms 20 are respectively connected to the first output end of the first motor 11 and the second output end of the second motor 12. The first motor 11 can transmit driving force to one set of transmission mechanisms 20 through the first output end, and the second motor 12 can transmit driving force to another set of transmission mechanisms 20 through the second output end. Each set of transmission mechanisms 20 is provided with an output shaft end 201, and the transmission mechanism 20 can output driving force through the output shaft end 201.

[0035] Furthermore, the output end of each planetary gear mechanism 30 is poweredly connected to the wheel half-shaft 210, and the input end of the planetary gear mechanism 30 can be selectively poweredly engaged with the output shaft end 201 to transmit driving force to the wheel half-shaft 210 through the planetary gear mechanism 30, thereby driving the wheel 200. In other words, the input ends of the two planetary gear mechanisms 30 can be connected to the output shaft ends 201 of the two transmission mechanisms 20 respectively, so that the driving force from the two planetary gear mechanisms 30 can drive the two wheels 200 to rotate respectively. Simultaneously, by adjusting the engagement state of the planetary gear mechanisms 30, multiple speed drive schemes of the planetary gear mechanisms 30 can be achieved.

[0036] The differential lock device 40 can selectively engage the output shaft ends 201 of the two sets of transmission mechanisms 20, so that the driving force output by the dual motors (i.e., the first motor 11 and the second motor 12) can be transmitted to the output shaft ends 201 of the same set of transmission mechanisms 20, and transmitted to the same wheel half shaft 210 side through the output shaft ends 201 and the planetary gear mechanism 30. Thus, the first motor 11 and the second motor 12 jointly drive the same wheel 200 to rotate, which can realize the dual motor power coupling to the output of a single wheel 200, which helps to improve the vehicle's ability to pass when a single wheel 200 slips under extreme off-road conditions.

[0037] In the dual-motor powertrain system 100 of this application, both the first motor 11 and the second motor 12 can be used to output driving force. The first motor 11 can be poweredly connected to a set of transmission mechanisms 20 to output driving force through the output shaft end 201 of the set of transmission mechanisms 20. The second motor 12 can be poweredly connected to another set of transmission mechanisms 20 to output driving force through the output shaft end 201 of the set of transmission mechanisms 20.

[0038] When the differential lock device 40 does not engage the power of the output shaft ends 201 of the two sets of transmission mechanisms 20, the two output shaft ends 201 can be engaged with the input ends of the two sets of planetary gear mechanisms 30 respectively, so as to drive the two wheels 200 to rotate through the two sets of planetary gear mechanisms 30 respectively. Under this condition, the first motor 11 and the second motor 12 are used to drive the two wheels 200 to rotate respectively. When the differential lock device 40 engages the power of the output shaft ends 201 of the two sets of transmission mechanisms 20, one of the two output shaft ends 201 is engaged with the power of a set of planetary gear mechanisms 30, so as to couple the driving force output by the first motor 11 and the second motor 12 to a single wheel 200 through the set of planetary gear mechanisms 30, thereby improving the power of the single wheel 200 and helping the vehicle to get out of trouble by relying on the single wheel 200.

[0039] It should be noted that, currently in the field of new energy vehicle technology, compared to the single-motor solution in the powertrain, the distributed dual-motor system can achieve torque vector control of 200° between the left and right wheels, and can be adapted to different scenarios through control algorithms. In related technologies, the distributed dual-motor system uses a single-gear ratio scheme, which makes it impossible to optimize the motor's operating point efficiency according to the actual operating conditions of the vehicle. It is difficult to operate in the high-efficiency zone simultaneously under low-speed, high-torque and high-speed, low-torque conditions, resulting in low overall efficiency of the distributed dual-motor system. Furthermore, under the single-gear scheme, to cope with extreme conditions, such as 100% hill climbing in off-road vehicles or hill climbing in reverse gear, a larger power motor is required, leading to a larger motor size and higher cost for the entire distributed dual-motor system. If the vehicle simultaneously pursues maximum speed and acceleration experience, the peak speed requirements of the motor are stringent, making the design more challenging.

[0040] In this application, the dual-motor powertrain system 100 can achieve multiple power output modes, thereby adapting the operating conditions of the dual-motor powertrain system 100 to various vehicle application scenarios by adjusting the power transmission path in the dual-motor powertrain system 100. For example, when the vehicle is in normal driving conditions, the differential lock device 40 is not working (i.e., the output shaft ends 201 of the two sets of transmission mechanisms 20 are in a separated state), and the two wheels 200 can be driven to rotate by the first motor 11 and the second motor 12 respectively to meet the vehicle's driving needs; when the vehicle is in a condition where one wheel 200 is slipping, the differential lock device 40 engages the power of the output shaft ends 201 of the two sets of transmission mechanisms 20, and can couple the output power of the first motor 11 and the second motor 12 to the other wheel 200, thereby improving the vehicle's ability to pass through conditions where one wheel 200 is slipping.

[0041] The dual-motor powertrain system 100 according to the embodiments of this application can realize multiple power output modes to drive the wheels 200 to rotate. Matching the power output mode of the dual-motor powertrain system 100 with the operating conditions of the vehicle helps to improve the reliability of the vehicle during the driving process.

[0042] In some embodiments of this application, the first motor 11 and the second motor 12 are arranged non-coaxially, thereby staggering the first motor 11 and the second motor 12 in the dual-motor powertrain system 100 to avoid the first motor 11 and the second motor 12 occupying too much space due to coaxial arrangement, which helps to reduce the difficulty of arranging the dual-motor powertrain system 100 in the whole vehicle.

[0043] It should be noted that in existing distributed dual-motor systems, the two motors are usually arranged coaxially, which results in the two motors occupying a large axial space in the distributed dual-motor system, making the layout of the distributed dual-motor system in the vehicle more difficult.

[0044] In this application, the first motor 11 and the second motor 12 are arranged in a non-coaxial manner, so that the first motor 11 and the second motor 12 can be staggered, thereby reducing the difficulty of arranging the first motor 11 and the second motor 12 in the dual-motor powertrain system 100.

[0045] Combination Figures 1-4 As shown, in a further embodiment of this application, the axial direction of the first motor 11 is parallel to the axial direction of the second motor 12, and both the axial directions of the first motor 11 and the second motor 12 are parallel to the width direction of the vehicle.

[0046] The “width direction of the vehicle” mentioned above refers to the left-right direction of the vehicle, which is also the Y-direction of the vehicle.

[0047] It is understood that the axial direction of the first motor 11 is parallel to the axial direction of the second motor 12, and both the first motor 11 and the second motor 12 are arranged along the Y-direction of the vehicle. The first motor 11 and the second motor 12 can be staggered in other directions perpendicular to the Y-direction. Therefore, by arranging the first motor 11 and the second motor 12 along the width direction of the vehicle, the space utilization rate of the dual-motor powertrain system 100 in the Y-direction of the vehicle can be improved, and the coaxial arrangement of the first motor 11 and the second motor 12 can be avoided, which would result in occupying a large amount of Y-direction space.

[0048] like Figure 1 As shown, in some embodiments of this application, in the first direction of the dual-motor powertrain system 100, the first motor 11 and the second motor 12 are respectively disposed on both sides of the differential lock device 40; in the second direction of the dual-motor powertrain system 100, the first motor 11 and the second motor 12 are respectively disposed on both sides of the differential lock device 40.

[0049] Furthermore, the first motor 11 and the second motor 12 are arranged symmetrically with respect to the differential lock device 40, so that the first motor 11 and the second motor 12 can be designed to avoid collision in the dual-motor powertrain system 100. By adaptively increasing the arrangement size of the dual-motor powertrain system 100 in the second direction, the arrangement space required for the dual-motor powertrain system 100 in the first direction can be saved, making it easier to match the dual-motor powertrain system 100 with the overall vehicle space layout.

[0050] The first direction is set parallel to the axial direction of the first motor 11 and the axial direction of the second motor 12, and the second direction is set perpendicular to the first direction.

[0051] Reference Figure 1 As shown, the first motor 11 and the second motor 12 are arranged in a centrally symmetrical manner relative to the differential lock device 40 with the geometric center of the differential lock device 40 as the reference, so that the first motor 11 and the second motor 12 in the dual motor powertrain system 100 can be arranged to avoid each other, saving the arrangement space required in the first direction due to the arrangement of the dual motors.

[0052] In a further embodiment of this application, when the dual-motor powertrain system 100 is applied to and installed in a vehicle, the second direction of the dual-motor powertrain system 100 may be set parallel to the X-direction of the vehicle (i.e., the front-to-back direction of the vehicle).

[0053] like Figure 1As shown, in the dual-motor powertrain system 100 of this application embodiment, the first motor 11 is arranged in the left front region of the differential lock device 40, thereby reserving sufficient arrangement space on the right side of the first motor 11; the second motor 12 is arranged in the right rear region of the differential lock device 40, thereby reserving sufficient arrangement space on the left side of the second motor 12. Simultaneously, according to the axial dimension requirements of the first motor 11 and the second motor 12, the first motor 11 and the second motor 12 can be arranged closer to the center position (i.e., closer to the differential lock device 40) in the first direction to save the arrangement space required for the dual-motor powertrain system 100 in the width direction of the vehicle.

[0054] It should be noted that, Figure 1 The example in the text is a specific embodiment of the dual-motor powertrain system 100. In practical applications, the first motor 11 can also be arranged in the right front area of ​​the differential lock device 40, and the second motor 12 can also be arranged in the left rear area of ​​the differential lock device 40. That is to say, the arrangement of the first motor 11 and the second motor 12 in the dual-motor powertrain system can be centrally symmetrical with respect to the differential lock device 40.

[0055] When the dual-motor powertrain system 100 is applied and installed on a vehicle, the differential lock device 40 is arranged in the middle area of ​​the two wheels 200 in the same group in the vehicle width direction, so that the dual-motor powertrain system 100 can be arranged in the center position in the vehicle width direction. "The two wheels 200 in the same group" refers to the wheels 200 arranged opposite each other in the vehicle width direction, that is, the left wheel 200 and the right wheel 200 of the vehicle.

[0056] like Figure 1 As shown, in some embodiments of this application, the two sets of transmission mechanisms 20 are arranged in a centrally symmetrical manner relative to the differential lock device 40, so as to facilitate the arrangement of the two sets of transmission mechanisms 20 in the dual-motor powertrain system 100, so that the transmission mechanism 20 can be better connected and cooperated with the drive motor (i.e., the first motor 11 and the second motor 12) and the wheel half-shaft 210, reducing the difficulty of arranging the transmission mechanism 20 in the dual-motor powertrain system 100.

[0057] The two sets of transmission mechanisms 20 have the same structure and are arranged symmetrically with respect to the differential lock device 40 in the dual-motor powertrain system 100, so as to connect the two sets of transmission mechanisms 20 to the first motor 11 and the second motor 12 respectively.

[0058] like Figure 1As shown, in a further embodiment of this application, in the first direction of the dual-motor powertrain system 100, the output shaft end 201 of a set of transmission mechanisms 20 that is poweredly connected to the first motor 11 is located on the first side of the differential lock device 40, and the first motor 11 is located on the second side of the differential lock device 40; in the first direction of the dual-motor powertrain system 100, the output shaft end 201 of another set of transmission mechanisms 20 that is poweredly connected to the second motor 12 is located on the second side of the differential lock device 40, and the second motor 12 is located on the first side of the differential lock device 40.

[0059] Reference Figure 1 The first motor 11 located on the second side of the differential lock device 40 in the first direction (i.e., the left side in the figure) can be poweredly connected to the wheel half-shaft 210 located on the first side of the differential lock device 40 in the first direction (i.e., the right side in the figure) through the transmission mechanism 20, thereby driving the right wheel 200 through the first motor 11 on the left; see reference Figure 1 The second motor 12 located on the first side of the differential lock device 40 in the first direction (i.e., the right side in the figure) can be poweredly connected to the wheel half-shaft 210 located on the second side of the differential lock device 40 in the first direction (i.e., the left side in the figure) through the transmission mechanism 20, thereby driving the left wheel 200 through the second motor 12 on the right.

[0060] The transmission mechanism 20 can pass over the differential lock device 40 in a first direction from the power connection point with the drive motor (i.e., the first motor 11 or the second motor 12) to be powered to the wheel half-shaft 210 on the other side.

[0061] It is understandable that since the first motor 11 and the second motor 12 are centrally symmetrical with respect to the differential lock device 40, sufficient space can be reserved on the first side of the first motor 11 and the second side of the second motor 12 for the arrangement of the transmission mechanism 20. This reduces the difficulty of setting up the transmission mechanism 20. Furthermore, multiple sets of transmission components can be set between the drive motor (i.e., the first motor 11 or the second motor 12 mentioned above) and the wheel half-shaft 210 according to the transmission requirements, which helps to optimize the power transmission path.

[0062] like Figure 1 As shown, in some embodiments of this application, each transmission mechanism 20 includes: a first gear pair 21 and a second gear pair 22.

[0063] The first gear pair 21 includes a first driving gear 211 and a first driven gear 212. The first driving gear 211 is poweredly connected to the output shaft end 201. The second gear pair 22 includes a second driving gear 221 and a second driven gear 222. The second driving gear 221 is coaxially arranged and connected to the first driven gear 212. The second driven gear 222 is connected to the output shaft end 201.

[0064] Taking a transmission mechanism 20 that is powered by the first motor 11 as an example, the first drive gear 211 is powered by the first output end so that the first motor 11 drives the first drive gear 211 to rotate, and the first drive gear 211 and the first driven gear 212 mesh to drive the second drive gear 221 to rotate, so that the second drive gear 221 and the second driven gear 222 mesh to drive the output shaft end 201 to rotate, thereby realizing the power output at the output shaft end 201.

[0065] In some embodiments of this application, the first gear pair 21 is constructed as a reduction gear pair to achieve the conversion between speed and torque, thereby increasing the output torque of the transmission mechanism 20 from the first gear pair 21 to the second gear pair 22. In other embodiments of this application, the second gear pair 22 is constructed as a reduction gear pair to achieve the conversion between speed and torque, thereby increasing the output torque of the transmission mechanism 20 from the second gear pair 22 to the output shaft end 201. Thus, the output torque can be increased by using the first gear pair 21 and the second gear pair 22 according to the reduction ratio, thereby improving the driving effect on the wheel 200.

[0066] It is understandable that the first gear pair 21 and the second gear pair 22 can be constructed as a reduction mechanism at the same time to improve the output torque enhancement effect at the transmission mechanism 20.

[0067] In some embodiments of this application, the transmission mechanism 20 further includes a first support bearing 231, which is used to support the shaft structure between the first output end and the first drive gear 211 to improve the stability of the first drive gear 211 during rotation.

[0068] The first support bearing 231 can be configured as a high-speed bearing to improve the support effect on the high-speed rotating shaft structure.

[0069] In some embodiments of this application, the transmission mechanism 20 further includes a second support bearing 232, which is used to support the shaft structure between the first driven gear 212 and the second driving gear 221 to improve the stability of the first driven gear 212 and the second driving gear 221 during rotation.

[0070] The second support bearing 232 can be constructed as a tapered bearing to reduce costs while ensuring effective support for the shaft structure. It is understood that the reduction transmission via the first gear pair 21 lowers the rotational speed of the shaft structure between the first driven gear 212 and the second driving gear 221, thus allowing the tapered bearing to support the shaft structure.

[0071] It is understandable that the output end of the drive motor (i.e., the first motor 11 or the second motor 12) can be splined with the first drive gear 211 to achieve synchronous rotation.

[0072] like Figure 1 As shown, in some embodiments of this application, the dual-motor powertrain system 100 further includes two sets of clutches 50, each set of clutches 50 being connected between the output shaft end 201 of a set of transmission mechanisms 20 and a set of planetary gear mechanisms 30, and the clutches 50 being used to engage the output shaft end 201 with the planetary gear mechanism 30 in a power-engaged state, so as to selectively connect the output shaft end 201 with the wheel half-shaft 210 through the clutches 50.

[0073] In a further embodiment of this application, the driven part of the clutch 50 is fixedly connected to the planet carrier 33 in the planetary gear mechanism 30, and the driving part of the clutch 50 is rigidly fixedly connected to the output shaft end 201 and can synchronize the rotational speed of the sun gear 31. The planet carrier 33, as the power output end of the planetary gear mechanism 30, is fixedly connected to the wheel half shaft 210 so as to drive the wheel half shaft 210 to rotate through the planet carrier 33, thereby driving the wheel 200.

[0074] Specifically, the clutch 50 can be constructed as a wet clutch (such as a friction clutch) to reduce the cost of the clutch 50 while ensuring the power engagement effect.

[0075] In a further embodiment of this application, in the planetary gear mechanism, the sun gear 31 of the planetary gear mechanism 30 is coaxially arranged and poweredly connected to the output shaft end 201, so as to transmit power to the sun gear 31 through the output shaft end 201. The planet carrier 33 in the planetary gear mechanism 30 is connected to the wheel half-shaft 210, and the planet carrier 33 can selectively engage with the sun gear 31 for synchronous rotation. The gear ring 34 in the planetary gear mechanism 30 is fixed to the housing.

[0076] Understandably, the power engagement state between the components of the planetary gear mechanism 30 can be controlled by the clutch 50. When the driving and driven parts of the clutch 50 are disengaged, secondary speed reduction and torque increase can be achieved through the planetary gear mechanism 30 to match the dual-motor powertrain system 100 to the low-speed, high-torque operating conditions of the vehicle. When the driving and driven parts of the clutch 50 are engaged, the sun gear 31 and the planet carrier 33 are locked together to rotate synchronously. At this time, the transmission ratio at the planetary gear mechanism 30 is 1, which can drive the wheel half-shaft 210 to rotate synchronously to match the dual-motor powertrain system 100 to the high-speed, low-torque operating conditions of the vehicle.

[0077] In some embodiments of this application, the planetary gear mechanism 30 may be specifically constructed as an NW planetary gear set, which has the advantages of compact structure and large torque transmission.

[0078] Reference Figures 2-4 Describes various operating conditions of the dual-motor powertrain system 100 according to embodiments of this application:

[0079] Reference Figure 2 When the dual-motor powertrain system 100 is running in power mode one, the dual-motor powertrain system 100 is in low-speed operation. The first motor 11 and the second motor 12 output power, which is reduced and amplified in sequence through the first gear pair 21 and the second gear pair 22 in their corresponding transmission mechanism 20, and then output from the output shaft end 201. After realizing two-stage single-gear torque amplification, it is transmitted to the planetary gear mechanism 30 through the clutch 50 in the disengaged state. The sun gear 31 drives the planetary gear 32 to rotate and drives the planet carrier 33 to rotate, so that the torque is output to the wheel half shaft 210 through the planet carrier 33.

[0080] The output torque of the drive motor is Fm, the transmission ratio of the transmission mechanism 20 (i.e., the first gear pair 21 and the second gear pair 22) is i1, the transmission ratio of the planetary gear mechanism 30 is i2, the output torque to one wheel half shaft 210 is Fw1 = Fm × i1 × i2, and the total wheel end output torque of the whole vehicle is Fwtotal = 2 × Fw1.

[0081] Under these conditions, the vehicle can meet the driving needs of extreme off-road scenarios, enabling it to climb steep mountains and dams, pass through low-adhesion surfaces such as mud and swamps, and drive in sandy and watery conditions.

[0082] Reference Figure 3 When the dual-motor powertrain system 100 is running in power mode two, the dual-motor powertrain system 100 is in high-speed operation. The first motor 11 and the second motor 12 output power, which is decelerated and amplified through the first gear pair 21 and the second gear pair 22 in their corresponding transmission mechanism 20, and then output from the output shaft end 201. After realizing two-stage single-gear torque amplification, it is transmitted to the planetary gear mechanism 30 through the clutch 50 in the engaged state. The sun gear 31 drives the planet carrier 33 to rotate synchronously, so that the torque is output to the wheel half shaft 210 through the planet carrier 33.

[0083] The output torque of the drive motor is Fm, the transmission ratio of the transmission mechanism 20 (i.e., the first gear pair 21 and the second gear pair 22) is i1, the output torque to one wheel half shaft 210 is Fw1 = Fm × i1, and the total wheel end output torque of the whole vehicle is Fwtotal = 2 × Fw1.

[0084] Under this operating condition, the vehicle can meet the requirements of high-speed, low-load operation, with high operating efficiency and low overall vehicle energy consumption, which helps to improve the overall vehicle's energy performance.

[0085] Reference Figure 4 When the dual-motor powertrain system 100 is running in power mode three, the dual-motor powertrain system 100 is in a trouble-free operation condition. One wheel 200 (e.g., the right wheel 200) slips. The first motor 11 and the second motor 12 output power, which is decelerated and amplified in sequence through the first gear pair 21 and the second gear pair 22 in their corresponding transmission mechanism 20 and then output from the output shaft end 201. At this time, the differential lock device 40 engages the power of the output shaft ends 201 in the two sets of transmission mechanisms 20, so that the two output shaft ends 201 are locked by the differential lock device 40, and the output torque of the two output shaft ends 201 is transmitted to one side of the wheel 200 (e.g., the left wheel 200). The torque amplified by the two output shaft ends 201 can be further decelerated and amplified by the planetary gear mechanism 30 (i.e., the sun gear 31 in the planetary gear mechanism 30 drives the planet gear 32 to rotate and drives the planet carrier 33 to rotate) and then the power is transmitted to the wheel half shaft 210.

[0086] The drive motor outputs torque Fm, the transmission ratio of the transmission mechanism 20 (i.e., the first gear pair 21 and the second gear pair 22) is i1, the planetary gear mechanism 30 has a transmission ratio of i2, the output torque to one wheel half-shaft 210 is Fw1 = Fm × i1 × i2, the output torque to the other wheel half-shaft 210 is Fw2 = Fm × i1, and the total output torque of the entire vehicle at the left wheel end is Fw total = Fm × i1 × i2 + Fm × i1. This avoids the situation of insufficient power output to one wheel 200 in traditional solutions, further improving the vehicle's off-road capability, and allowing the differential lock device 40 to be released after the vehicle has escaped a difficult situation.

[0087] Under this condition, the vehicle can improve the power performance of the other wheel 200 when one wheel 200 slips, thereby improving the vehicle's off-road capability.

[0088] According to an embodiment of this application, the vehicle includes the dual-motor powertrain system 100 described above.

[0089] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "axial", "radial", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application.

[0090] In the description of this application, "first feature" and "second feature" may include one or more of the features.

[0091] In the description of this application, "multiple" means two or more.

[0092] In the description of this application, the first feature being "above" or "below" the second feature may include the first and second features being in direct contact, or the first and second features being in contact through another feature between them.

[0093] In the description of this application, the terms "above," "over," and "on top" for the first feature and the second feature include the first feature being directly above or diagonally above the second feature, or simply indicate that the first feature is at a higher horizontal level than the second feature.

[0094] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0095] Although embodiments of this application have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of this application, the scope of which is defined by the claims and their equivalents.

Claims

1. A dual-motor powertrain system, characterized in that, The dual-motor powertrain system is used to drive the wheels (200) to rotate, and the dual-motor powertrain system includes: First motor (11) and second motor (12); Two sets of transmission mechanisms (20) are provided, and the two sets of transmission mechanisms (20) are respectively connected to the first output end of the first motor (11) and the second output end of the second motor (12). Each set of transmission mechanisms (20) is provided with an output shaft end (201). Two sets of planetary gear mechanisms (30), the output end of each set of planetary gear mechanisms (30) is poweredly connected to the wheel half shaft (210), and can optionally be poweredly engaged with the output shaft end (201); A differential lock device (40) that can selectively engage the output shaft ends (201) of the two sets of the transmission mechanisms (20).

2. The dual-motor powertrain system according to claim 1, characterized in that, The first motor (11) and the second motor (12) are not arranged coaxially, and the axial direction of the first motor (11) is parallel to the axial direction of the second motor (12). The axial direction of the first motor (11) and the axial direction of the second motor (12) are both parallel to the width direction of the vehicle.

3. The dual-motor powertrain system according to claim 2, characterized in that, In the first direction of the dual-motor powertrain system, the first motor (11) and the second motor (12) are respectively located on both sides of the differential lock device (40); In the second direction of the dual-motor powertrain system, the first motor (11) and the second motor (12) are respectively located on both sides of the differential lock device (40), and the first motor (11) and the second motor (12) are arranged in a centrally symmetrical manner with respect to the differential lock device (40). The first direction is parallel to the axial direction of the first motor (11) and the axial direction of the second motor (12), and the second direction is perpendicular to the first direction.

4. The dual-motor powertrain system according to claim 3, characterized in that, The two sets of transmission mechanisms (20) are arranged in a centrally symmetrical manner relative to the differential lock device (40).

5. The dual-motor powertrain system according to claim 3, characterized in that, In the first direction of the dual-motor powertrain system, the output shaft end (201) of a set of transmission mechanisms (20) that are powered to the first motor (11) is located on the first side of the differential lock device (40), and the first motor (11) is located on the second side of the differential lock device (40). In the first direction of the dual-motor powertrain system, the output shaft end (201) of another set of transmission mechanisms (20) that is powered by the second motor (12) is located on the second side of the differential lock device (40), and the second motor (12) is located on the first side of the differential lock device (40).

6. The dual-motor powertrain system according to any one of claims 1-5, characterized in that, Each set of the transmission mechanism (20) includes: The first gear pair (21) includes a first driving gear (211) and a first driven gear (212), and the first driving gear (211) is poweredly connected to the output shaft end (201); The second gear pair (22) includes a second driving gear (221) and a second driven gear (222). The second driving gear (221) is coaxially arranged and connected with the first driven gear (212), and the second driven gear (222) is connected to the output shaft end (201).

7. The dual-motor powertrain system according to claim 6, characterized in that, It also includes two sets of clutches (50), each set of clutches (50) being connected between the output shaft end (201) of one set of transmission mechanisms (20) and one set of planetary gear mechanisms (30), and being used to adjust the power engagement state of the output shaft end (201) and the planetary gear mechanism (30).

8. The dual-motor powertrain system according to claim 7, characterized in that, In the planetary gear mechanism (30), the sun gear (31) of the planetary gear mechanism (30) is coaxially arranged and poweredly connected to the output shaft end (201); The planet carrier (33) of the planetary gear mechanism (30) is connected to the wheel half-shaft (210), and the planet carrier (33) can selectively engage with the sun gear (31) for synchronous rotation.

9. The dual-motor powertrain system according to claim 7, characterized in that, The first gear pair (21) is constructed as a reduction gear pair; And / or, the second gear pair (22) is configured as a reduction gear pair.

10. A vehicle, characterized in that, Includes the dual-motor powertrain system according to any one of claims 1-9.

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