6*4 vehicle power assembly and control mode thereof

Abstract

The invention relates to the technical field of electric vehicle power systems, in particular to a 6 * 4 vehicle power assembly and a control mode thereof, and the 6 * 4 vehicle power assembly comprises at least two sets of power assembly units, an axle assembly and a control module; the axle assembly comprises a first axle, a second axle and a third axle, and the second axle and the third axle are each provided with a power assembly unit. The power assembly unit comprises a first driving motor, a second driving motor, a first canine tooth type disengaging mechanism, a second canine tooth type disengaging mechanism, a speed reducing mechanism and a differential mechanism. The first canine tooth type disengagement mechanism is installed at the power output end of the first driving motor, and the second canine tooth type disengagement mechanism is installed at the power output end of the second driving motor. Through the core structure design of double motors, double canine tooth type disengaging mechanisms and multi-axle adaptation and multi-mode control logic, the core problem of an existing double-motor electric automobile power system is solved in a targeted mode, and the technical effects of energy saving, efficiency improving, safety increasing and flexibility are achieved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of electric vehicle power system, and particularly relates to a 6x4 vehicle power assembly and a control mode thereof. BACKGROUND

[0002] With the rapid development of the electric vehicle industry, the dual-motor electric drive axle is gradually widely applied in medium and heavy vehicles (such as 6x4 vehicles) due to the advantages of strong power performance and wide adaptation scene. However, the existing dual-motor electric vehicle power system has the following technical defects: Drag loss problem: when a single motor is driven, the stopped motor is dragged by the power transmission system, resulting in drag loss, reduced power system efficiency and shortened vehicle range; Gear shifting performance defect: the traditional AMT (automated mechanical transmission) as a gear shifting structure has the problems of large gear shifting impact, large volume and weight, and is prone to hydraulic loss and gear meshing loss during operation, resulting in low transmission efficiency; Insufficient safety redundancy: when a single motor is damaged, the traditional system can isolate the faulty motor, but cannot completely cut off the power transmission path, which is prone to secondary damage to the faulty motor during driving, and even causes safety risks such as loss of control of regenerative braking; Poor multi-axle adaptability: the 6x4 vehicle has a multi-axle structure, and the existing power assembly cannot realize flexible combination of multi-axle power, and cannot optimize power output and energy consumption balance according to the working condition requirements.

[0003] In view of the above problems, it is urgent to design a 6x4 vehicle power assembly that can eliminate drag loss, improve gear shifting performance, has high safety redundancy and is suitable for multi-axle structure. SUMMARY

[0004] Other features and advantages of the present application will be set forth in the following description, and in part will become apparent from the description, or can be learned by practice of the present application. The objects and other advantages of the present application will be realized and attained by the structure particularly pointed out in the description and the drawings.

[0005] The present application relates to the technical field of electric vehicle power system, and particularly relates to a 6x4 vehicle power assembly and a control mode thereof.

[0006] To achieve the above object, the technical solution of the present application is: a 6x4 vehicle power assembly, comprising: at least two sets of power assembly units, an axle assembly and a control module; the axle assembly comprises a first axle, a second axle and a third axle, and the second axle and the third axle are both equipped with a power assembly unit; wherein the power assembly unit comprises a first driving motor, a second driving motor, a first dog disengagement mechanism, a second dog disengagement mechanism, a speed reduction mechanism and a differential; the first dog disengagement mechanism is installed on the power output end of the first driving motor, and the second dog disengagement mechanism is installed on the power output end of the second driving motor; the speed reduction mechanism is used to couple the power of the first driving motor and the second driving motor, and the speed reduction mechanism is in transmission connection with the differential; the control module is used to control the engagement and disengagement of the first dog disengagement mechanism and the second dog disengagement mechanism, and the start and stop of the first driving motor and the second driving motor.

[0007] In some embodiments, the speed reduction mechanism is provided with a speed reducer power input end and a speed reducer power output end, the speed reducer power input end is used to couple the power of the first driving motor and the second driving motor, and the speed reducer power output end is in transmission connection with the differential.

[0008] In some embodiments, the first dog disengagement mechanism comprises a first disengagement motor, a first fork, a first fixed engagement tooth and a first sliding engagement tooth; the first fixed engagement tooth is assembled on the output shaft of the first driving motor, and the first sliding engagement tooth is in transmission connection with the speed reduction mechanism; the first disengagement motor controls the engagement or disengagement of the first fixed engagement tooth and the first sliding engagement tooth through the first fork.

[0009] In some embodiments, the second dog disengagement mechanism comprises a second disengagement motor, a second fork, a second fixed engagement tooth and a second sliding engagement tooth; the second fixed engagement tooth is assembled on the output shaft of the second driving motor, and the second sliding engagement tooth is in transmission connection with the speed reduction mechanism; the second disengagement motor controls the engagement or disengagement of the second fixed engagement tooth and the second sliding engagement tooth by driving the second fork.

[0010] In some embodiments, the speed reduction mechanism is a planetary gear train speed reduction mechanism; the planetary gear train speed reduction mechanism comprises a planetary gear, a sun gear, a ring gear, a planetary carrier gear, a second-level driven gear, a second-level driving gear and a differential gear; the ring gear is fixedly arranged, the sun gear is connected with the first sliding engagement tooth and the second sliding engagement tooth respectively, and the transmission power is transmitted to the differential through the sun gear, the planetary gear, the planetary carrier gear, the second-level driven gear, the second-level driving gear and the differential gear.

[0011] In some embodiments, the power and torque of the first driving motor and the second driving motor can be the same or different.

[0012] A control mode of a 6x4 vehicle power assembly, comprising a single motor driving mode: when the vehicle is low speed or light load, the control module controls one of the dog disengagement mechanisms to engage and the other to disengage, and the corresponding driving motor starts to output power, and the other driving motor stops running, and the power is transmitted to the wheels through the reduction mechanism and the differential.

[0013] In some embodiments, it also includes a dual motor driving mode: when the vehicle is high speed or heavy load, the control module controls the first dog disengagement mechanism and the second dog disengagement mechanism to engage, and the first driving motor and the second driving motor are synchronized to start outputting power, and the power is transmitted to the wheels through the reduction mechanism and the differential after being coupled.

[0014] In some embodiments, it also includes a towing protection mode: when the vehicle is towed by a trailer, the control module controls the first dog disengagement mechanism and the second dog disengagement mechanism to disengage, and the first driving motor and the second driving motor stop running.

[0015] In some embodiments, it also includes a fault emergency mode: when one of the driving motors or the corresponding power transmission path is damaged abnormally, the control module controls the dog disengagement mechanism on the abnormal side to disengage, interrupts the power transmission on the abnormal side, and the other driving motor on the healthy side works normally.

[0016] By adopting the above technical scheme, the application has the following advantages: 1. Energy consumption optimization: the disengagement mechanism cuts off the power path of the non-working motor, eliminates the drag loss, significantly reduces the energy consumption, and improves the vehicle's range; in the multi-axle working condition, single-axle power interruption can be realized, further optimizing the economy; 2. Shift performance improvement: 2 or 3 gear shifting function is realized by motor start-stop and disengagement mechanism switching, without the shift impact of traditional AMT, with compact and lightweight structure, and transmission efficiency improvement of 10%-15%; 3. Safety redundancy enhancement: the mechanical isolation type disengagement mechanism can completely cut off the fault motor path, avoiding secondary risks such as counter-dragging and regenerative braking out of control, and ensuring vehicle driving safety; 4. Multi-scene adaptation: flexible configuration of dual motor power and combination of multi-axle power, adapting to low speed light load, high speed heavy load, trailer, fault and other working conditions, providing a comprehensive power solution for 6x4 vehicles.

[0017] It should be understood that the above general description and the following detailed description are only exemplary and explanatory, and cannot limit the present disclosure.

[0018] Without doubt, such objects of the present application and other objects, features and advantages will become more apparent with reference to the following detailed description and accompanying drawings.

[0019] In order to make the above-mentioned beneficial effects and other objects, features and advantages of the present application more apparent, one or several preferred embodiments will be described in detail hereinafter with reference to the accompanying drawings. BRIEF DESCRIPTION OF DRAWINGS

[0020] The accompanying drawings are included to provide a further understanding of the present application and are incorporated in and constitute a part of this specification, illustrate embodiments of the present application and together with the description serve to explain the present application, but do not limit the present application.

[0021] In the drawings, the same components have the same reference numbers, and the drawings are schematic and not necessarily drawn to scale.

[0022] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, simple introductions will be given to the drawings needed to be used in the embodiments or prior art descriptions. Obviously, the drawings in the following description only represent one or several embodiments of the present application, and for those skilled in the art, other drawings can also be obtained from these drawings without any creative effort.

[0023] Main drawing reference: Figure 1 It is a structural schematic diagram of a 6x4 vehicle power assembly of the present application; Figure 2 It is a structural schematic diagram of embodiment one of the present application; Figure 3 It is a structural schematic diagram of embodiment two of the present application.

[0024] Main drawing reference: first axle-1, second axle-2, third axle-3, first driving motor-4, second driving motor-5, first dog disengagement mechanism-6, second dog disengagement mechanism-7, reduction mechanism-8, differential-9, reduction mechanism-10, first disengagement motor-61, first yoke-62, first fixed engagement tooth-63, first sliding engagement tooth-64, second disengagement motor-71, second yoke-72, second fixed engagement tooth-73, second sliding engagement tooth-74, reduction machine power input end-81, reduction machine power output end-82, planetary gear-101, sun gear-102, ring gear-103, planetary carrier gear-104, second level driven gear-105, second level driving gear-106, differential gear-107. DETAILED DESCRIPTION

[0025] The embodiments of the present application will be described in detail below with reference to the drawings and examples, so that the application can be fully understood and implemented. It should be noted that the various embodiments in the present application and the various features in each embodiment can be combined with each other as long as there is no conflict, and the formed technical solutions are within the protection scope of the present application.

[0026] Meanwhile, in the following description, numerous specific details are set forth in order to provide a thorough understanding of the embodiments of the present application. It will be apparent, however, to one skilled in the art, that the present application can be practiced without the specific details presented herein.

[0027] Embodiment one: Please refer to Figures 1-2 The present application provides a 6x4 vehicle power assembly, comprising: at least two sets of power assembly units, an axle assembly and a control module; the axle assembly comprises a first axle 1, a second axle 2 and a third axle 3, and the second axle 2 and the third axle 3 are both equipped with a power assembly unit; wherein the power assembly unit comprises a first driving motor 4, a second driving motor 5, a first canine disengagement mechanism 6, a second canine disengagement mechanism 7, a speed reduction mechanism 8 and a differential 9; the first canine disengagement mechanism 6 is installed on the power output end of the first driving motor 4, and the second canine disengagement mechanism 7 is installed on the power output end of the second driving motor 5; the speed reduction mechanism 8 is used to couple the power of the first driving motor 4 and the second driving motor 5, and the speed reduction mechanism 8 is in transmission connection with the differential 9; the control module is used to control the engagement and disengagement of the first canine disengagement mechanism 6 and the second canine disengagement mechanism 7, and the start and stop of the first driving motor 4 and the second driving motor 5.

[0028] When the control module issues a power connection instruction during use, the corresponding first canine disengagement mechanism 6 or the second canine disengagement mechanism 7 engages, so that the output shaft of the first driving motor 4 or the second driving motor 5 forms a rigid connection with the speed reduction mechanism 8, and power can be transmitted from the motor to the speed reduction mechanism; when a power interruption instruction is issued, the corresponding first canine disengagement mechanism 6 or the second canine disengagement mechanism 7 disengages, cutting off the mechanical connection between the corresponding first driving motor 4 or second driving motor 5 and the speed reduction mechanism, so that the corresponding motor stops power output and is not dragged in reverse; wherein the speed reduction mechanism (8) can simultaneously receive the power of the first driving motor 4 and the second driving motor 5 (when both sets of disengagement mechanisms are engaged), realizing the coupling of dual power sources; the speed reduction mechanism 8 realizes speed reduction and torque increase through gear transmission, converting the high speed and low torque output by the motor into low speed and high torque required for vehicle driving; the power processed by the speed reduction mechanism 8 during driving is transmitted to the differential 9 through the power output end, and the differential 9 distributes power according to the speed difference of the wheels, ensuring smooth rotation of the wheels on both sides and finally driving the vehicle to travel.

[0029] According to some embodiments of this application, optionally, the reduction mechanism 8 is provided with a reducer power input end 81 and a reducer power output end 82. The reducer power input end 81 is used to couple the power of the first drive motor 4 and the second drive motor 5, and the reducer power output end 82 is connected to the differential 9 for transmission. By coupling the power of the two motors through the reducer power input end 81, it is clear that the power of the two drive motors must enter the reduction mechanism through the same input end. This achieves both the simple transmission of a single power source directly connected when driving a single motor and meets the requirement of superimposed convergence of two power sources when driving two motors, effectively avoiding the structural complexity caused by setting up an additional power coupling device.

[0030] According to some embodiments of this application, optionally, the first dog-tooth disengagement mechanism 6 includes a first disengagement motor 61, a first shift fork 62, a first fixed engagement tooth 63, and a first sliding engagement tooth 64; the first fixed engagement tooth 63 is mounted on the output shaft of the first drive motor 4, and the first sliding engagement tooth 64 is connected to the reduction mechanism 8; the first disengagement motor 61 controls the engagement or disengagement of the first fixed engagement tooth 63 and the first sliding engagement tooth 64 through the first shift fork 62. The first fixed engagement tooth 63 is rigidly connected to the output shaft of the first drive motor 4, and the first sliding engagement tooth 64 is adapted to the power input shaft of the reduction mechanism 8. The first disengagement motor 61 drives the first shift fork 62 to realize the engagement (power connection) or disengagement (power interruption) of the first fixed engagement tooth 63. This structure is a mechanical hard connection, which has the characteristics of large torque transmission and fast response speed. At the same time, the dog-tooth structure design ensures the reliability of power transmission. The drive mode of the first disengagement motor 61 realizes electronic automatic control, providing structural protection for subsequent multi-mode switching.

[0031] According to some embodiments of this application, optionally, the second dog-tooth disengagement mechanism 7 includes a second disengagement motor 71, a second shift fork 72, a second fixed engagement tooth 73, and a second sliding engagement tooth 74; the second fixed engagement tooth 73 is mounted on the output shaft of the second drive motor 5, and the second sliding engagement tooth 74 is connected to the reduction mechanism 5; the second disengagement motor 71 controls the engagement or disengagement of the second fixed engagement tooth 73 and the second sliding engagement tooth 74 by driving the second shift fork 72. The second fixed engagement tooth 73 is rigidly connected to the output shaft of the second drive motor 5, and the second sliding engagement tooth 74 is adapted to the power input shaft of the reduction mechanism 8. By driving the second shift fork 72 through the second disengagement motor 71, the engagement (power connection) or disengagement (power interruption) of the second fixed engagement tooth 73 is realized. This structure is a mechanical hard connection, which has the characteristics of large torque transmission and fast response speed. At the same time, the dog-tooth structure design ensures the reliability of power transmission. The driving mode of the second disengagement motor 71 realizes electronic automatic control, providing structural protection for subsequent multi-mode switching.

[0032] The independent controllability of the double-motor power path is realized by the combination of the first canine disengagement mechanism 6 and the second canine disengagement mechanism 7, symmetrical structural support is provided for the single-motor driving mode, the double-motor driving mode and other modes, and the consistency and reliability of the two sets of power paths are ensured; and the two sets of disengagement mechanisms are independently controlled, and the single disengagement of the abnormal side power path in the fault emergency mode can be used.

[0033] According to some embodiments of the present application, the power and torque of the first driving motor 4 and the second driving motor 5 can be the same or different. The flexibility and adaptability of the technical solution can optimize the motor configuration for different application scenarios (such as freight transportation and passenger transportation) of the 6x4 vehicle, and take into account power output and energy consumption control; and through the combination of different parameter motors, different torque and speed outputs are realized, replacing the gear shifting function of the traditional AMT.

[0034] A control mode of a 6x4 vehicle power assembly includes a single-motor driving mode: when the vehicle is low-speed or light-load, the control module controls one canine disengagement mechanism to engage and the other canine disengagement mechanism to disengage, and the corresponding driving motor starts to output power, and the other driving motor stops running, and the power is transmitted to the wheels through the reduction mechanism 8 and the differential 9.

[0035] In the single-motor driving mode, the control module selectively controls one set of disengagement mechanisms to combine (connect the power of the corresponding motor) and the other set of disengagement mechanisms to disengage (interrupt the power of the other motor), and only starts the single motor to output power, and the power is transmitted to the wheels through the reduction mechanism 8 and the differential 9, which solves the problem of the other motor being dragged when the single motor is driven, interrupts the power path of the idle motor through the disengagement mechanism, and eliminates the drag loss; and reduces energy consumption in low-speed / light-load working conditions, which can also improve the vehicle's range, especially suitable for common driving scenarios such as urban roads and flat roads, and enhances the technical practicability.

[0036] According to some embodiments of the present application, the double-motor driving mode is also included: when the vehicle is high-speed or heavy-load, the control module controls the first canine disengagement mechanism 6 and the second canine disengagement mechanism 7 to engage, and the first driving motor 4 and the second driving motor 5 are started to output power synchronously, and the power is transmitted to the wheels through the reduction mechanism 8 and the differential 9 after being coupled.

[0037] In the dual-motor driving mode, the control module controls both sets of disengagement mechanisms to engage, and the dual motors are started synchronously to output power. After the two power paths are coupled at the input end of the speed reducer 8, the power is transmitted to the wheels through speed reduction and differential transmission, realizing power superposition, thereby meeting the power demand of the vehicle under extreme conditions such as high-speed driving, climbing, and heavy load. The maximum output torque and power are improved through dual-motor power coupling, solving the problem of insufficient power of a traditional single motor. In addition, the power coupling method replaces the traditional mechanical gear shifting structure, avoiding AMT shifting impact and improving driving smoothness, while simplifying the transmission structure and reducing mechanical loss.

[0038] According to some embodiments of the present application, an optional tow protection mode is further included: when the vehicle is towed by a trailer, the control module controls the first and second dog-type disengagement mechanisms 6 to disengage, and the first and second drive motors 4 and 5 stop running.

[0039] In the tow protection mode, after the control module detects the tow signal, it controls both sets of disengagement mechanisms to disengage, and the dual motors stop running, completely cutting off the mechanical connection between the motors and the transmission system, effectively preventing the motors from being towed in reverse and generating electricity during towing, preventing high-voltage from damaging electrical components such as inverters, and protecting the core electrical system. In addition, cutting off the mechanical connection between the motors and the speed reducer 8 and differential 9 can also prevent bearing damage and gear wear caused by dry grinding of transmission components, prolonging the service life of the mechanical structure.

[0040] According to some embodiments of the present application, an optional fault emergency mode is further included: when one of the drive motors or the corresponding power transmission path is damaged abnormally, the control module controls the dog-type disengagement mechanism on the abnormal side to disengage, interrupts the power transmission on the abnormal side, and the other drive motor on the healthy side works normally.

[0041] In the fault emergency mode, the control module identifies the abnormal side through the fault detection signal, controls the corresponding disengagement mechanism to disengage, physically isolates the abnormal components, and the healthy side motor works normally, maintaining the vehicle power output, realizing fault isolation and emergency driving, avoiding secondary damage caused by fault expansion (such as damage caused by reverse towing of a faulty motor, electrical system short circuit, etc.), improving safety redundancy, and ensuring that the vehicle can still drive to a safe area when a single power system fails, solving the pain point that the traditional dual-motor system cannot move after failure. Compared with pure electric control isolation, it is more suitable for complex fault scenarios and improves system stability.

[0042] Example Two: Please refer to Figure 3The reduction mechanism (5) is a planetary row reduction mechanism (10); the planetary row reduction mechanism (10) comprises a planetary gear (101), a sun gear (102), a ring gear (103), a planetary carrier gear (104), a secondary driven gear (105), a secondary driving gear (106) and a differential gear (107); the ring gear (103) is fixedly arranged, the sun gear (102) is connected with the first sliding engagement tooth (64) and the second sliding engagement tooth (74) respectively, and the transmission power is transmitted to the differential (9) through the sun gear (92), the planetary gear (91), the planetary carrier gear (94), the secondary driven gear (95), the secondary driving gear (96) and the differential gear (97).

[0043] To provide diversified reduction structure options and adapt to the requirements of different vehicle models on volume, weight and transmission ratio, the reduction mechanism (5) can be replaced by the planetary row reduction mechanism (10) in the application, the ring gear (103) of the planetary row reduction mechanism (10) is a stationary part, the sun gear (102) receives the power of the corresponding driving motor, drives the planetary carrier gear (104) to rotate through the planetary gear (101), and then transmits the power to the differential (9) through the secondary driven gear (105), the secondary driving gear (106) and the differential gear (97), so as to realize power reduction and torque increase, thereby solving the defect of large volume of the traditional reduction mechanism, providing a lightweight and efficient alternative solution, and further improving the practicality of the patented technology.

[0044] It should be understood that the embodiments disclosed herein are not limited to the specific processing steps or materials disclosed herein, but extend to equivalent alternatives of such features as understood by those skilled in the relevant art. It should also be understood that the terminology used herein is for the purpose of describing specific embodiments only and is not intended to be limiting.

[0045] The term "embodiment" mentioned in the specification means that the specific features or characteristics described in connection with the embodiment are included in at least one embodiment of the application. Therefore, the phrase "embodiment" or "embodiments" appearing throughout the specification does not necessarily mean the same embodiment.

[0046] In addition, the described features or characteristics can be combined into one or more embodiments in any other suitable manner. In the above description, some specific details, such as thickness, number, etc., are provided to provide a comprehensive understanding of the embodiments of the application. However, those skilled in the relevant art will understand that the application can be implemented without the above one or more specific details or can be implemented using other methods, components, materials, etc.

Claims

1. A powertrain for a 6×4 vehicle, characterized in that, include: At least two powertrain units, axle assemblies, and control modules; the axle assemblies include a first axle (1), a second axle (2), and a third axle (3), both the second axle (2) and the third axle (3) being equipped with powertrain units; among which, The powertrain unit includes a first drive motor (4), a second drive motor (5), a first canine disengagement mechanism (6), a second canine disengagement mechanism (7), a reduction mechanism (8), and a differential (9). The first canine disengagement mechanism (6) is installed at the power output end of the first drive motor (4), and the second canine disengagement mechanism (7) is installed at the power output end of the second drive motor (5). The reduction mechanism (8) is used to couple the power of the first drive motor (4) and the second drive motor (5), and the reduction mechanism (8) is connected to the differential (9) in a transmission connection. The control module is used to control the engagement and disengagement of the first canine disengagement mechanism (6) and the second canine disengagement mechanism (7), as well as the start and stop of the first drive motor (4) and the second drive motor (5).

2. A 6×4 vehicle powertrain according to claim 1, characterized in that, The reduction mechanism (8) is provided with a reducer power input end (81) and a reducer power output end (82). The reducer power input end (81) is used to couple the power of the first drive motor (4) and the second drive motor (5). The reducer power output end (82) is connected to the differential (9) for transmission.

3. A 6×4 vehicle powertrain according to claim 1, characterized in that, The first canine-type disengagement mechanism (6) includes a first disengagement motor (61), a first shift fork (62), a first fixed engagement tooth (63), and a first sliding engagement tooth (64); the first fixed engagement tooth (63) is mounted on the output shaft of the first drive motor (4), and the first sliding engagement tooth (64) is connected to the reduction mechanism (8) via transmission; the first disengagement motor (61) controls the engagement or disengagement of the first fixed engagement tooth (63) and the first sliding engagement tooth (64) through the first shift fork (62).

4. A 6×4 vehicle powertrain according to claim 3, characterized in that, The second canine-type disengagement mechanism (7) includes a second disengagement motor (71), a second shift fork (72), a second fixed engagement tooth (73), and a second sliding engagement tooth (74); the second fixed engagement tooth (73) is mounted on the output shaft of the second drive motor (5), and the second sliding engagement tooth (74) is connected to the reduction mechanism (5) via transmission; the second disengagement motor (71) controls the engagement or disengagement of the second fixed engagement tooth (73) and the second sliding engagement tooth (74) by driving the second shift fork (72).

5. A 6×4 vehicle powertrain according to claim 4, characterized in that, The reduction mechanism (5) is a planetary gear reducer (10); the planetary gear reducer (10) includes a planetary gear (101), a sun gear (102), a gear ring (103), a planet carrier gear (104), a second-stage driven gear (105), a second-stage driving gear (106), and a differential gear (107); the gear ring (103) is fixedly installed, and the sun gear (102) is connected to the first sliding meshing tooth (64) and the second sliding meshing tooth (74) respectively. The transmission power is transmitted to the differential (9) through the sun gear (92), the planetary gear (91), the planet carrier gear (94), the second-stage driven gear (95), the second-stage driving gear (96), and the differential gear (97).

6. A 6×4 vehicle powertrain according to claim 1, characterized in that, The power and torque of the first drive motor (4) and the second drive motor (5) may be the same or different.

7. A control method for a 6×4 vehicle powertrain according to any one of claims 1-6, characterized in that, Including single motor drive mode: when the vehicle is at low speed or light load, the control module controls one of the dog-tooth disengagement mechanisms to engage and the other dog-tooth disengagement mechanism to disengage, the corresponding drive motor starts to output power, and the other drive motor stops running. The power is transmitted to the wheels through the reduction mechanism (8) and the differential (9).

8. The control method for a 6×4 vehicle powertrain according to claim 7, characterized in that, It also includes a dual-motor drive mode: when the vehicle is at high speed or under heavy load, the control module controls the first canine disengagement mechanism (6) and the second canine disengagement mechanism (7) to engage, and the first drive motor (4) and the second drive motor (5) start synchronously to output power. After power coupling, the power is transmitted to the wheels through the reduction mechanism (8) and the differential (9).

9. The control method for a 6×4 vehicle powertrain according to claim 7, characterized in that, It also includes a towing protection mode: when the vehicle is towed by a trailer, the control module controls the first canine disengagement mechanism (6) and the second canine disengagement mechanism (6) to disengage, and the first drive motor (4) and the second drive motor (5) stop running.

10. The control method for a 6×4 vehicle powertrain according to claim 7, characterized in that, It also includes a fault emergency mode: when one of the drive motors or the corresponding power transmission path is damaged or abnormal, the control module controls the dog-tooth disengagement mechanism on the abnormal side to disengage, interrupting the power transmission on the abnormal side, while the other drive motor on the healthy side works normally.

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