A double-motor two-gear electric drive axle structure for heavy trucks and a working method thereof

Abstract

The application relates to the technical field of new energy heavy truck electric drive axle, in particular to a double-motor two-gear electric drive axle structure for heavy trucks and a working method thereof, wherein the double-motor two-gear electric drive axle structure for heavy trucks comprises a differential, a first output shaft, a second output shaft, a first half shaft, a second half shaft, a first driving motor, a first two-stage reduction assembly, a second driving motor, a second two-stage reduction assembly and an empty gear. One end of the first output shaft can be connected or disconnected with the differential. One end of the second output shaft can be connected or disconnected with the differential. One end of the first half shaft is connected with the differential. One end of the second half shaft is connected with the differential. The first driving motor is connected with the first output shaft through the first two-stage reduction assembly. The second driving motor is connected with the second output shaft through the second two-stage reduction assembly. The empty gear is sleeved on the first output shaft, connected with the second two-stage reduction assembly and can be connected or disconnected with the first output shaft.

Description

Technical Field

[0001] This application relates to the field of electric drive axle technology for new energy heavy-duty trucks, and in particular to a dual-motor, two-speed electric drive axle structure for heavy-duty trucks and its working method. Background Technology

[0002] The power systems of new energy heavy-duty trucks are constantly evolving towards lower energy consumption and higher efficiency. As a core component of the power system, the electric drive axle should possess high operating efficiency while meeting the overall vehicle's power requirements. This is especially crucial for two-axle, two-wheel-drive heavy-duty truck tractors, where improving the efficiency of their electric drive axles is even more urgent.

[0003] For existing dual-motor multi-speed electric drive axles, the transmission path is relatively long, resulting in significant oil churning and friction losses, leading to low transmission efficiency and high energy consumption. The presence of rotating non-working gears generates additional oil churning and friction losses, further increasing energy consumption and limiting transmission efficiency. The relatively small speed ratio also prevents the provision of higher torque under conditions such as climbing.

[0004] The existing technical solutions mentioned above have the following drawbacks: the existing dual-motor multi-speed electric drive bridge has low transmission efficiency, high energy consumption, and a small speed ratio. Summary of the Invention

[0005] In order to improve transmission efficiency, reduce energy consumption, and increase speed ratio, this application provides a dual-motor two-speed electric drive bridge structure for heavy trucks and its working method.

[0006] The primary objective of this application is to provide a dual-motor, two-speed electric drive bridge structure for heavy-duty trucks, employing the following technical solution: A dual-motor, two-speed electric drive bridge structure for heavy-duty trucks includes: Differential; The first output shaft is located on one side of the differential, and one end can be connected to or disconnected from the differential. The second output shaft is located on the other side of the differential, and one end can be connected to or disconnected from the differential. The first half-shaft passes through the interior of the first output shaft at one end and connects to the differential. The second half-shaft passes through the interior of the second output shaft at one end and connects to the differential. The first drive motor is connected to the first output shaft through a first two-stage reduction assembly; The second drive motor is connected to the second output shaft via a second two-stage reduction assembly; The empty gear is fitted onto the first output shaft and connected to the second two-stage reduction assembly, and can be connected to or disconnected from the first output shaft.

[0007] By adopting the above technical solution, under low load conditions, a single-drive motor two-speed mode is executed. The first output shaft is connected to the differential, and the second output shaft is disconnected from the differential. The first drive motor drives the first output shaft to rotate through the first two-stage reduction assembly, which in turn drives the first and second half-shafts to rotate through the differential. During this process, the idler gear does not rotate; only the first drive motor is engaged, while the second drive motor is not engaged. Compared to the form where both drive motors are engaged, increasing the torque of a single drive motor effectively improves the working efficiency of the drive motor. The first two-stage reduction assembly shortens the transmission path, reduces oil churning loss and friction loss, effectively improving transmission efficiency and reducing energy consumption. At the same time, the non-working gear does not rotate, eliminating unnecessary oil churning loss and friction loss, thus avoiding unnecessary energy consumption and ensuring transmission efficiency. Under full load and high-speed cruising conditions, a dual-drive motor two-speed mode is executed. The first output shaft is connected to the differential, and the second output shaft is connected to the differential. The first drive motor drives the first output shaft to rotate via a first two-stage reduction assembly, and the second drive motor drives the second output shaft to rotate via a second two-stage reduction assembly, which in turn drives the first and second half-shafts to rotate via the differential. The first and second two-stage reduction assemblies shorten the transmission path, reduce oil churning losses and friction losses, effectively improving transmission efficiency and reducing energy consumption. The first drive motor, the second drive motor, and the first and second two-stage reduction assemblies work together to achieve higher output power. In situations such as vehicle traction or hill climbing, the dual drive motors operate in first gear mode. The second output shaft is connected to the differential, the first output shaft is disconnected from the differential, and the idler gear is connected to the first output shaft. The first drive motor drives the first output shaft to rotate via the first two-stage reduction assembly, thereby driving the idler gear to rotate. The rotating idler gear and the second drive motor both drive the second output shaft to rotate via the second two-stage reduction assembly, which in turn drives the first and second half-shafts to rotate via the differential. By utilizing a loose gear coupling between the first and second two-stage reduction gear components, the power output from the first drive motor undergoes a four-stage reduction transmission, significantly amplifying the speed ratio. The power output from the second drive motor then passes through a two-stage reduction transmission. This provides higher torque to meet the vehicle's needs for getting out of trouble or climbing hills.

[0008] This application further specifies that the first two-stage deceleration assembly includes: The first input shaft has an axis parallel to the axis of the first output shaft, and one end is fixedly connected to the output shaft of the first drive motor. The first driving gear is sleeved on the first input shaft and rotates with the first input shaft; The first drive shaft has its axis parallel to the axis of the first input shaft; The first driven gear is sleeved on the first transmission shaft, and its side wall meshes with the side wall of the first driving gear to drive the first transmission shaft to rotate. The second drive gear is sleeved on the first drive shaft and rotates with the first drive shaft; The second driven gear is sleeved on the first output shaft, and its sidewall meshes with the sidewall of the second driving gear to drive the first output shaft to rotate.

[0009] By adopting the above technical solution, in single-drive motor two-speed mode, dual-drive motor two-speed mode or dual-drive motor one-speed mode, the first drive motor drives the first input shaft to rotate, thereby driving the first drive gear to rotate, which in turn drives the first driven gear, the first transmission shaft and the second drive gear to rotate, thereby driving the second driven gear and the first output shaft to rotate.

[0010] This application further specifies that: the diameter of the second driven gear is greater than the diameter of the first driven gear; the diameter of the first driven gear is greater than the diameter of the second driving gear; and the diameter of the second driving gear is greater than the diameter of the first driving gear.

[0011] This application further specifies that the second two-stage deceleration assembly includes: The second input shaft has an axis parallel to the axis of the second output shaft, and one end is fixedly connected to the output shaft of the second drive motor. The third driving gear is sleeved on the second input shaft and rotates with the second input shaft; The second drive shaft has its axis parallel to the axis of the second input shaft. The third driven gear is sleeved on the second drive shaft, and its side wall meshes with the side wall of the third driving gear to drive the second drive shaft to rotate. The fourth drive gear is sleeved on the second drive shaft and rotates with the second drive shaft; The fourth driven gear is sleeved on the second output shaft, and its side wall meshes with the side wall of the fourth driving gear to drive the second output shaft to rotate.

[0012] By adopting the above technical solution, in the dual-drive motor two-speed mode or dual-drive motor one-speed mode, the second drive motor drives the second input shaft to rotate, thereby driving the third drive gear to rotate, which in turn drives the third driven gear, the second transmission shaft and the fourth drive gear to rotate, thereby driving the fourth driven gear and the second output shaft to rotate.

[0013] This application further specifies that: the diameter of the fourth driven gear is greater than the diameter of the third driven gear; the diameter of the third driven gear is greater than the diameter of the fourth driving gear; and the diameter of the fourth driving gear is greater than the diameter of the third driving gear.

[0014] This application further includes: The first engagement tooth is fixed on the side of the differential near the first output shaft; The second engagement gear is fixed on the side of the differential near the second output shaft; The first shifter is fixed to the end of the first output shaft near the differential and can move toward or away from the differential to connect or disconnect with the first engagement gear, thereby connecting or disconnecting the first output shaft from the differential; when the first shifter moves away from or toward the differential, it can connect or disconnect with the neutral gear, thereby connecting or disconnecting the first output shaft from the neutral gear. The second shifter is fixed to the end of the second output shaft near the differential and can move toward or away from the differential to connect or disconnect with the second engagement gear, thereby connecting or disconnecting the second output shaft from the differential.

[0015] This application further includes: The first wheel is fixed to the end of the first half-shaft away from the differential; The second wheel is fixed to the end of the second half-shaft furthest from the differential.

[0016] The second objective of this application is to provide a working method for a dual-motor, two-speed electric drive axle structure used in heavy-duty trucks, employing the following technical solution: A method for operating a dual-motor, two-speed electric drive axle structure for heavy-duty trucks includes: When the first output shaft is connected to the differential and the second output shaft is disconnected from the differential, the first drive motor drives the first output shaft to rotate through the first two-stage reduction assembly, which in turn drives the first half-shaft and the second half-shaft to rotate through the differential.

[0017] This application further includes: When the first output shaft is connected to the differential and the second output shaft is connected to the differential, the first drive motor drives the first output shaft to rotate through the first two-stage reduction assembly, and the second drive motor drives the second output shaft to rotate through the second two-stage reduction assembly, thereby driving the first half-shaft and the second half-shaft to rotate through the differential.

[0018] This application further includes: When the second output shaft is connected to the differential, the first output shaft is disconnected from the differential, and the empty gear is connected to the first output shaft, the first drive motor drives the first output shaft to rotate through the first two-stage reduction assembly, thereby driving the empty gear to rotate; the rotating empty gear and the second drive motor both drive the second output shaft to rotate through the second two-stage reduction assembly, thereby driving the first half-shaft and the second half-shaft to rotate through the differential.

[0019] In summary, the beneficial technical effects of this application are as follows: 1. Under low load conditions, a single-drive motor two-speed mode is executed. The first output shaft is connected to the differential, while the second output shaft is disconnected. The first drive motor drives the first output shaft to rotate via the first two-stage reduction assembly, which in turn drives the first and second half-shafts to rotate via the differential. During this process, the idler gear does not rotate; only the first drive motor is engaged, while the second drive motor is not. Compared to a configuration where both drive motors are engaged, increasing the torque of a single drive motor effectively improves its efficiency. The first two-stage reduction assembly shortens the transmission path, reduces churning and friction losses, effectively improving transmission efficiency and reducing energy consumption. Simultaneously, the absence of rotation of the non-working gear eliminates unnecessary churning and friction losses, thus preventing excess energy consumption and ensuring transmission efficiency.

[0020] 2. Under full-load high-speed cruising conditions, the dual-drive motor second-gear mode is activated. The first output shaft is connected to the differential, and the second output shaft is also connected to the differential. The first drive motor drives the first output shaft to rotate through the first two-stage reduction assembly, and the second drive motor drives the second output shaft to rotate through the second two-stage reduction assembly, which in turn drives the first and second half-shafts to rotate through the differential. The first and second two-stage reduction assemblies shorten the transmission path, reduce oil churning losses and friction losses, effectively improve transmission efficiency, and reduce energy consumption. The first drive motor, the second drive motor, and the first and second two-stage reduction assemblies work together to achieve higher output power.

[0021] 3. In situations requiring the vehicle to get out of trouble or climb hills, the dual-drive motor first-gear mode is activated. The second output shaft is connected to the differential, while the first output shaft is disconnected. The idler gear is connected to the first output shaft. The first drive motor drives the first output shaft to rotate via the first two-stage reduction assembly, which in turn drives the idler gear. The rotating idler gear and the second drive motor both drive the second output shaft to rotate via the second two-stage reduction assembly, which in turn drives the first and second half-shafts to rotate via the differential. By coupling the first and second two-stage reduction assemblies with the idler gear, the power output from the first drive motor undergoes a four-stage reduction transmission, significantly amplifying the speed ratio. The power output from the second drive motor undergoes a two-stage reduction transmission. This provides higher torque to meet the vehicle's needs for getting out of trouble or climbing hills. Attached Figure Description

[0022] Figure 1 This is a schematic diagram of an embodiment of a dual-motor, two-speed electric drive bridge structure for heavy-duty trucks; Figure 2 yes Figure 1 The diagram shown illustrates the working principle of a dual-motor, two-speed electric drive bridge structure for heavy-duty trucks. Figure 3It is a schematic diagram of the combined structure of the first drive motor, the first two-stage reduction assembly and the first output shaft; Figure 4 This is a schematic diagram of the combined structure of the second drive motor, the second two-stage reduction assembly, and the second output shaft. Figure 5 It is a schematic diagram of the combined structure of differential, first output shaft, second output shaft, first half shaft, second half shaft, loose gear, first engagement gear, second engagement gear, first shifter and second shifter.

[0023] Reference numerals: 110, Differential; 121, First output shaft; 122, Second output shaft; 131, First half-shaft; 132, Second half-shaft; 141, First drive motor; 142, Second drive motor; 151, First two-stage reduction assembly; 1511, First input shaft; 1512, First drive gear; 1513, First transmission shaft; 1514, First driven gear; 1515, Second drive gear; 1516, Second driven gear; 152, Second two-stage reduction assembly; 1521, Second input shaft; 1522, Third drive gear; 1523, Second transmission shaft; 1524, Third driven gear; 1525, Fourth drive gear; 1526, Fourth driven gear; 160, Loose gear; 171, First engagement gear; 172, Second engagement gear; 181, First gear shifter; 182, Second gear shifter. Detailed Implementation

[0024] The following is in conjunction with the appendix Figure 1-5 This application will be described in further detail.

[0025] Reference Figure 1 and Figure 2This application discloses a dual-motor, two-speed electric drive axle structure for heavy-duty trucks, including a differential 110, a first output shaft 121, a second output shaft 122, a first half-shaft 131, a second half-shaft 132, a first drive motor 141, a first two-stage reduction assembly 151, a second drive motor 142, a second two-stage reduction assembly 152, and a loose gear 160. The first output shaft 121 is located on one side of the differential 110, and one end can be connected to or disconnected from the differential 110. The second output shaft 122 is located on the other side of the differential 110, and one end can be connected to or disconnected from the differential 110. One end of the first half-shaft 131 passes through the interior of the first output shaft 121 and connects to the differential 110. One end of the second half-shaft 132 passes through the interior of the second output shaft 122 and connects to the differential 110. The first drive motor 141 is connected to the first output shaft 121 via the first two-stage reduction assembly 151. The second drive motor 142 is connected to the second output shaft 122 via the second two-stage reduction assembly 152. It should be noted that the first half-shaft 131 is the right half-shaft, and the second half-shaft 132 is the left half-shaft. The first drive motor 141 is the front drive motor, and the second drive motor 142 is the rear drive motor. The loose gear 160 is fitted onto the first output shaft 121 and connected to the second two-stage reduction assembly 152, allowing it to be connected to or disconnected from the first output shaft 121.

[0026] It should be noted that the dual-motor two-speed electric drive axle structure for heavy trucks has three working modes: single drive motor two-speed mode, dual drive motor two-speed mode, and dual drive motor one-speed mode.

[0027] Under low load conditions, a single-drive motor two-speed mode is executed. The first output shaft 121 is connected to the differential 110, while the second output shaft 122 is disconnected from the differential 110. The first drive motor 141 drives the first output shaft 121 to rotate via the first two-stage reduction assembly 151, which in turn drives the first half-shaft 131 and the second half-shaft 132 to rotate via the differential 110. During this process, the idler gear 160 does not rotate; only the first drive motor 141 is engaged, while the second drive motor 142 is not engaged. Compared to a configuration where both drive motors are engaged, increasing the torque of a single drive motor effectively improves its efficiency. The first two-stage reduction assembly 151 shortens the transmission path, reduces churning and friction losses, effectively improving transmission efficiency and reducing energy consumption. Simultaneously, the non-working gear does not rotate, preventing unnecessary churning and friction losses and thus avoiding excess energy consumption, ensuring transmission efficiency.

[0028] Under full-load high-speed cruising conditions, the dual-drive motor second-gear mode is activated. The first output shaft 121 is connected to the differential 110, and the second output shaft 122 is also connected to the differential 110. The first drive motor 141 drives the first output shaft 121 to rotate via the first two-stage reduction assembly 151, and the second drive motor 142 drives the second output shaft 122 to rotate via the second two-stage reduction assembly 152, which in turn drives the first half-shaft 131 and the second half-shaft 132 to rotate via the differential 110. The first two-stage reduction assembly 151 and the second two-stage reduction assembly 152 shorten the transmission path, reduce oil churning loss and friction loss, effectively improving transmission efficiency and reducing energy consumption. Simultaneously, the idler gear 160 rotates. The first drive motor 141, the second drive motor 142, the first two-stage reduction assembly 151, and the second two-stage reduction assembly 152 work together to achieve higher output power.

[0029] When the vehicle is getting out of trouble or climbing a hill, it operates in dual-drive motor first-gear mode. The second output shaft 122 is connected to the differential 110, while the first output shaft 121 is disconnected from the differential 110. The idler gear 160 is connected to the first output shaft 121. The first drive motor 141 drives the first output shaft 121 to rotate via the first two-stage reduction assembly 151, which in turn drives the idler gear 160 to rotate. The rotating idler gear 160 and the second drive motor 142 both drive the second output shaft 122 to rotate via the second two-stage reduction assembly 152, which in turn drives the first half-shaft 131 and the second half-shaft 132 to rotate via the differential 110. By coupling the first two-stage reduction assembly 151 and the second two-stage reduction assembly 152 with the idler gear 160, the power output from the first drive motor 141 is amplified through a four-stage reduction transmission. The power output from the second drive motor 142 is amplified through a two-stage reduction transmission. This provides higher torque to meet the vehicle's needs for getting out of trouble or climbing hills.

[0030] Preferably, the first drive motor 141 and the second drive motor 142 can be servo motors, which have high motion precision. Alternatively, the first drive motor 141 and the second drive motor 142 can be stepper motors, which have lower manufacturing costs.

[0031] Reference Figure 2 and Figure 3In one embodiment, the first two-stage reduction assembly 151 includes a first input shaft 1511, a first drive gear 1512, a first transmission shaft 1513, a first driven gear 1514, a second drive gear 1515, and a second driven gear 1516. The axis of the first input shaft 1511 is parallel to the axis of the first output shaft 121, and one end is fixedly connected to the output shaft of the first drive motor 141. The first drive gear 1512 is sleeved on the first input shaft 1511 and rotates with the first input shaft 1511. The axis of the first transmission shaft 1513 is parallel to the axis of the first input shaft 1511. The first driven gear 1514 is sleeved on the first transmission shaft 1513, and its sidewall meshes with the sidewall of the first drive gear 1512, for driving the first transmission shaft 1513 to rotate. The second drive gear 1515 is sleeved on the first transmission shaft 1513 and rotates with the first transmission shaft 1513. The second driven gear 1516 is sleeved on the first output shaft 121, and its sidewall meshes with the sidewall of the second driving gear 1515, driving the first output shaft 121 to rotate. In single-drive motor second-gear mode, dual-drive motor second-gear mode, or dual-drive motor first-gear mode, the first drive motor 141 drives the first input shaft 1511 to rotate, thereby driving the first driving gear 1512 to rotate, which in turn drives the first driven gear 1514, the first transmission shaft 1513, and the second driving gear 1515 to rotate, thus driving the second driven gear 1516 and the first output shaft 121 to rotate. The diameter of the second driven gear 1516 is larger than the diameter of the first driven gear 1514, the diameter of the first driven gear 1514 is larger than the diameter of the second driving gear 1515, and the diameter of the second driving gear 1515 is larger than the diameter of the first driving gear 1512. This effectively reduces the output speed and increases the output torque.

[0032] Reference Figure 2 and Figure 4In one embodiment, the second two-stage reduction assembly 152 includes a second input shaft 1521, a third driving gear 1522, a second transmission shaft 1523, a third driven gear 1524, a fourth driving gear 1525, and a fourth driven gear 1526. The axis of the second input shaft 1521 is parallel to the axis of the second output shaft 122, and one end is fixedly connected to the output shaft of the second drive motor 142. The third driving gear 1522 is sleeved on the second input shaft 1521 and rotates with the second input shaft 1521. The axis of the second transmission shaft 1523 is parallel to the axis of the second input shaft 1521. The third driven gear 1524 is sleeved on the second transmission shaft 1523, and its sidewall meshes with the sidewall of the third driving gear 1522, for driving the second transmission shaft 1523 to rotate. The fourth driving gear 1525 is sleeved on the second transmission shaft 1523 and rotates with the second transmission shaft 1523. The fourth driven gear 1526 is sleeved on the second output shaft 122, and its sidewall meshes with the sidewall of the fourth driving gear 1525, driving the second output shaft 122 to rotate. In the dual-drive motor second-gear mode or dual-drive motor first-gear mode, the second drive motor 142 drives the second input shaft 1521 to rotate, thereby driving the third driving gear 1522 to rotate, which in turn drives the third driven gear 1524, the second transmission shaft 1523, and the fourth driving gear 1525 to rotate, thus driving the fourth driven gear 1526 and the second output shaft 122 to rotate. The diameter of the fourth driven gear 1526 is larger than the diameter of the third driven gear 1524. The diameter of the third driven gear 1524 is larger than the diameter of the fourth driving gear 1525. The diameter of the fourth driving gear 1525 is larger than the diameter of the third driving gear 1522. This effectively reduces the output speed and increases the output torque.

[0033] Preferably, the sidewall of the third driven gear 1524 meshes with the sidewall of the empty gear 160. The diameter of the empty gear 160 is smaller than the diameters of the third driven gear 1524 and the second driven gear 1516, respectively. When the dual-drive motor first-gear mode is executed, the first drive motor 141 drives the first input shaft 1511 to rotate, thereby driving the first drive gear 1512 to rotate, which in turn drives the first driven gear 1514, the first transmission shaft 1513, and the second drive gear 1515 to rotate, thereby driving the second driven gear 1516, the first output shaft 121, and the empty gear 160 to rotate. The rotating empty gear 160 drives the third driven gear 1524 to rotate, and at the same time, the third drive gear 1522 also drives the third driven gear 1524 to rotate, which in turn drives the second transmission shaft 1523 and the fourth drive gear 1525 to rotate, thereby driving the fourth driven gear 1526 and the second output shaft 122 to rotate. By using the empty gear 160 to couple the first two-stage reduction assembly 151 and the second two-stage reduction assembly 152, the power output by the first drive motor 141 is transmitted through four stages, and the speed ratio is fully amplified, which is conducive to providing higher torque and meeting the needs of the whole vehicle to get out of trouble or climb hills.

[0034] Reference Figure 2 and Figure 5 In one embodiment, the dual-motor two-speed electric drive axle structure for heavy-duty trucks further includes a first engagement gear 171, a second engagement gear 172, a first shifter 181, and a second shifter 182. The first engagement gear 171 is fixed to the side of the differential 110 near the first output shaft 121. The second engagement gear 172 is fixed to the side of the differential 110 near the second output shaft 122. The first shifter 181 is fixed to the end of the first output shaft 121 near the differential 110 and can move toward or away from the differential 110 to connect or disconnect with the first engagement gear 171, thereby connecting or disconnecting the first output shaft 121 from the differential 110. When the first shifter 181 moves away from or toward the differential 110, it can connect or disconnect with the idler gear 160, thereby connecting or disconnecting the first output shaft 121 from the idler gear 160. The second shifter 182 is fixed to one end of the second output shaft 122 near the differential 110 and can move toward or away from the differential 110 to connect or disconnect with the second engagement gear 172, thereby connecting or disconnecting the second output shaft 122 with the differential 110.

[0035] In one embodiment, the dual-motor two-speed electric drive axle structure for heavy trucks also includes a first wheel and a second wheel. The first wheel is fixed to the end of the first half-shaft 131 away from the differential 110 and rotates with the first half-shaft 131. The second wheel is fixed to the end of the second half-shaft 132 away from the differential 110 and rotates with the second half-shaft 132.

[0036] This application also discloses a method for operating a dual-motor, two-speed electric drive bridge structure for heavy-duty trucks, including: When the first output shaft 121 is connected to the differential 110 and the second output shaft 122 is disconnected from the differential 110, the first drive motor 141 drives the first output shaft 121 to rotate through the first two-stage reduction assembly 151, and then drives the first half-shaft 131 and the second half-shaft 132 to rotate through the differential 110.

[0037] When the first output shaft 121 is connected to the differential 110 and the second output shaft 122 is connected to the differential 110, the first drive motor 141 drives the first output shaft 121 to rotate through the first two-stage reduction assembly 151, and the second drive motor 142 drives the second output shaft 122 to rotate through the second two-stage reduction assembly 152, thereby driving the first half-shaft 131 and the second half-shaft 132 to rotate through the differential 110.

[0038] When the second output shaft 122 is connected to the differential 110, the first output shaft 121 is disconnected from the differential 110, and the empty gear 160 is connected to the first output shaft 121, the first drive motor 141 drives the first output shaft 121 to rotate through the first two-stage reduction assembly 151, thereby driving the empty gear 160 to rotate; the rotating empty gear 160 and the second drive motor 142 both drive the second output shaft 122 to rotate through the second two-stage reduction assembly 152, thereby driving the first half-shaft 131 and the second half-shaft 132 to rotate through the differential 110.

[0039] The implementation principle of this embodiment is as follows: Under low load conditions, a single-drive motor two-speed mode is executed. In this mode, the first shifter 181 moves toward the differential 110 to engage with the first engagement gear 171, thereby connecting the first output shaft 121 to the differential 110. The second shifter 182 remains stationary, and the second output shaft 122 is disconnected from the differential 110. The first drive motor 141 drives the first input shaft 1511 to rotate, thereby rotating the first drive gear 1512, which in turn rotates the first driven gear 1514, the first transmission shaft 1513, and the second drive gear 1515, which in turn rotates the second driven gear 1516 and the first output shaft 121. The differential 110 then drives the first half-shaft 131, the second half-shaft 132, the first wheel, and the second wheel to rotate. Only the first drive motor 141 is engaged, while the second drive motor 142 is not engaged. Compared to a configuration where both drive motors are engaged, increasing the torque of a single drive motor effectively improves the efficiency of the drive motor. The first two-stage reduction gear 151 shortens the transmission path, reduces oil churning loss and friction loss, effectively improving transmission efficiency and reducing energy consumption. Simultaneously, the non-working gears do not rotate, eliminating excess oil churning loss and friction loss, thus avoiding unnecessary energy consumption and ensuring transmission efficiency.

[0040] Under full-load high-speed cruising conditions, the dual-drive motor second-gear mode is activated. In this mode, the first shifter 181 moves toward the differential 110 to engage with the first engagement gear 171, thereby connecting the first output shaft 121 to the differential 110. The second shifter 182 moves toward the differential 110 to engage with the second engagement gear 172, thereby connecting the second output shaft 122 to the differential 110. The first drive motor 141 drives the first input shaft 1511 to rotate, thereby rotating the first drive gear 1512, which in turn rotates the first driven gear 1514, the first transmission shaft 1513, and the second drive gear 1515, which in turn rotates the second driven gear 1516 and the first output shaft 121. Simultaneously, the second drive motor 142 drives the second input shaft 1521 to rotate, thereby rotating the third drive gear 1522, which in turn drives the third driven gear 1524, the second transmission shaft 1523, and the fourth drive gear 1525 to rotate, thus driving the fourth driven gear 1526 and the second output shaft 122 to rotate. The differential 110 drives the first half-shaft 131, the second half-shaft 132, the first wheel, and the second wheel to rotate. The first two-stage reduction assembly 151 and the second two-stage reduction assembly 152 shorten the transmission path, reduce oil churning loss and friction loss, effectively improving transmission efficiency and reducing energy consumption. The coordinated operation of the first drive motor 141, the second drive motor 142, the first two-stage reduction assembly 151, and the second two-stage reduction assembly 152 results in higher output power.

[0041] When the vehicle is getting out of trouble or climbing a hill, the dual drive motor first gear mode is activated. In this mode, the first shifter 181 moves away from the differential 110, disconnecting the first output shaft 121 from the differential 110 and connecting the first shifter 181 with the idler gear 160, thereby connecting the first output shaft 121 with the idler gear 160. The second shifter 182 moves towards the differential 110 to connect with the second engagement gear 172, thereby connecting the second output shaft 122 with the differential 110. The first drive motor 141 drives the first input shaft 1511 to rotate, thereby rotating the first drive gear 1512, which in turn drives the first driven gear 1514, the first transmission shaft 1513, and the second drive gear 1515 to rotate, thereby driving the second driven gear 1516, the first output shaft 121, and the idler gear 160 to rotate. The rotating loose gear 160 drives the third driven gear 1524 to rotate. Simultaneously, the second drive motor 142 drives the second input shaft 1521 to rotate, which in turn drives the third drive gear 1522 to rotate, and in turn drives the third driven gear 1524 to rotate. The rotating third driven gear 1524 drives the second transmission shaft 1523 and the fourth drive gear 1525 to rotate, thereby driving the fourth driven gear 1526 and the second output shaft 122 to rotate. The differential 110 drives the first half-shaft 131, the second half-shaft 132, the first wheel, and the second wheel to rotate. By coupling the first two-stage reduction assembly 151 and the second two-stage reduction assembly 152 with the loose gear 160, the power output by the first drive motor 141 is amplified through four-stage reduction transmission. The power output by the second drive motor 142 is amplified through two-stage reduction transmission. In this way, higher torque can be provided to meet the needs of the vehicle for getting out of trouble or climbing hills.

[0042] The embodiments described herein are preferred embodiments of the present invention and are not intended to limit the scope of protection of the present invention. Therefore, all equivalent changes made in accordance with the structure, shape, and principle of the present invention should be covered within the scope of protection of the present invention.

Claims

1. A dual-motor, two-speed electric drive bridge structure for heavy-duty trucks, characterized in that, include: Differential (110); The first output shaft (121) is disposed on one side of the differential (110), and one end can be connected to or disconnected from the differential (110). The second output shaft (122) is located on the other side of the differential (110), and one end can be connected to or disconnected from the differential (110). The first half-shaft (131) passes through the interior of the first output shaft (121) and is connected to the differential (110); The second half-shaft (132) passes through the interior of the second output shaft (122) and is connected to the differential (110); The first drive motor (141) is connected to the first output shaft (121) through the first two-stage reduction assembly (151); The second drive motor (142) is connected to the second output shaft (122) via the second two-stage reduction assembly (152); A hollow gear (160) is sleeved on the first output shaft (121) and connected to the second two-stage reduction assembly (152), and can be connected to or disconnected from the first output shaft (121); The first engagement tooth (171) is fixed to the side of the differential (110) near the first output shaft (121); The second engagement tooth (172) is fixed to the side of the differential (110) near the second output shaft (122); The first shifter (181) is fixed to one end of the first output shaft (121) near the differential (110) and can move toward or away from the differential (110) to connect or disconnect with the first engagement gear (171), thereby connecting or disconnecting the first output shaft (121) from the differential (110); when the first shifter (181) moves away from or toward the differential (110), it can connect or disconnect with the idler gear (160), thereby connecting or disconnecting the first output shaft (121) from the idler gear (160); The second shifter (182) is fixed to one end of the second output shaft (122) near the differential (110) and can move toward or away from the differential (110) to connect or disconnect with the second engagement tooth (172), thereby connecting or disconnecting the second output shaft (122) from the differential (110).

2. The dual-motor, two-speed electric drive bridge structure for heavy-duty trucks according to claim 1, characterized in that, The first two-stage deceleration assembly (151) includes: The first input shaft (1511) has an axis parallel to the axis of the first output shaft (121), and one end is fixedly connected to the output shaft of the first drive motor (141). The first drive gear (1512) is sleeved on the first input shaft (1511) and rotates with the first input shaft (1511); The first drive shaft (1513) has an axis parallel to the axis of the first input shaft (1511); The first driven gear (1514) is sleeved on the first transmission shaft (1513), and its side wall meshes with the side wall of the first driving gear (1512) to drive the first transmission shaft (1513) to rotate. The second drive gear (1515) is sleeved on the first drive shaft (1513) and rotates with the first drive shaft (1513); The second driven gear (1516) is sleeved on the first output shaft (121), and its sidewall meshes with the sidewall of the second driving gear (1515) to drive the first output shaft (121) to rotate.

3. The dual-motor, two-speed electric drive bridge structure for heavy-duty trucks according to claim 2, characterized in that, The diameter of the second driven gear (1516) is greater than the diameter of the first driven gear (1514); the diameter of the first driven gear (1514) is greater than the diameter of the second driving gear (1515); and the diameter of the second driving gear (1515) is greater than the diameter of the first driving gear (1512).

4. The dual-motor, two-speed electric drive bridge structure for heavy-duty trucks according to claim 1, characterized in that, The second two-stage reduction assembly (152) includes: The second input shaft (1521) has an axis parallel to the axis of the second output shaft (122), and one end is fixedly connected to the output shaft of the second drive motor (142). The third drive gear (1522) is sleeved on the second input shaft (1521) and rotates with the second input shaft (1521); The second drive shaft (1523) has an axis parallel to the axis of the second input shaft (1521); The third driven gear (1524) is sleeved on the second transmission shaft (1523), and its side wall meshes with the side wall of the third driving gear (1522) to drive the second transmission shaft (1523) to rotate. The fourth drive gear (1525) is sleeved on the second drive shaft (1523) and rotates with the second drive shaft (1523); The fourth driven gear (1526) is sleeved on the second output shaft (122), and its sidewall meshes with the sidewall of the fourth driving gear (1525) to drive the second output shaft (122) to rotate.

5. The dual-motor, two-speed electric drive bridge structure for heavy-duty trucks according to claim 4, characterized in that, The diameter of the fourth driven gear (1526) is greater than the diameter of the third driven gear (1524); the diameter of the third driven gear (1524) is greater than the diameter of the fourth driving gear (1525); and the diameter of the fourth driving gear (1525) is greater than the diameter of the third driving gear (1522).

6. The dual-motor, two-speed electric drive bridge structure for heavy-duty trucks according to any one of claims 1 to 5, characterized in that, Also includes: The first wheel is fixed to the end of the first half-shaft (131) away from the differential (110); The second wheel is fixed to the end of the second half-shaft (132) away from the differential (110).

7. A method for operating the dual-motor, two-speed electric drive bridge structure for heavy-duty trucks as described in any one of claims 1 to 6, characterized in that, include: When the first output shaft (121) is connected to the differential (110) and the second output shaft (122) is disconnected from the differential (110), the first drive motor (141) drives the first output shaft (121) to rotate through the first two-stage reduction assembly (151), and then drives the first half-shaft (131) and the second half-shaft (132) to rotate through the differential (110).

8. The working method of the dual-motor two-speed electric drive bridge structure for heavy trucks according to claim 7, characterized in that, Also includes: When the first output shaft (121) is connected to the differential (110) and the second output shaft (122) is connected to the differential (110), the first drive motor (141) drives the first output shaft (121) to rotate through the first two-stage reduction assembly (151), and the second drive motor (142) drives the second output shaft (122) to rotate through the second two-stage reduction assembly (152), thereby driving the first half-shaft (131) and the second half-shaft (132) to rotate through the differential (110).

9. The working method of the dual-motor two-speed electric drive bridge structure for heavy trucks according to claim 7, characterized in that, Also includes: When the second output shaft (122) is connected to the differential (110), the first output shaft (121) is disconnected from the differential (110), and the empty gear (160) is connected to the first output shaft (121), the first drive motor (141) drives the first output shaft (121) to rotate through the first two-stage reduction assembly (151), thereby driving the empty gear (160) to rotate; the rotating empty gear (160) and the second drive motor (142) both drive the second output shaft (122) to rotate through the second two-stage reduction assembly (152), thereby driving the first half-shaft (131) and the second half-shaft (132) to rotate through the differential (110).

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