Multi-motor coupled dual-mode powertrain

Abstract

The present application relates to the technical field of mechanical transmission, and particularly relates to a kind of multi-motor coupling bimodulus power assembly, comprising first motor, second motor and shell, characterized by, the shell is provided with planetary row, first parallel shaft gear mechanism, second parallel shaft gear mechanism;The planetary row has sun gear, gear ring and three core elements of carrier, or has two sun gears and three core elements of carrier;The first motor is connected with the transmission of one core element of planetary row by first parallel shaft gear mechanism;The second motor is connected with the transmission of another core element of planetary row by second parallel shaft gear mechanism through first shift mechanism, the other core element is connected with shell through first shift mechanism, and first one-way overrunning clutch is arranged between the other core element and second parallel shaft gear mechanism, and power is output to wheel from the remaining one core element through transmission mechanism.The assembly helps the performance of two or more motors to be fully played, can play maximum performance in suitable working condition respectively, and solves the problem of electric drive rear course fatigue.

Description

Technical Field

[0001] This invention relates to the field of mechanical transmission technology, and in particular to a multi-motor coupled dual-mode powertrain. Background Technology

[0002] In existing electric drive technologies for heavy-duty trucks, off-road wide-body vehicles, loaders, and heavy-duty forklifts, most vehicles are equipped with two or more motors and two or more gearboxes. These gearboxes are mostly AMT (Automated Manual Transmission) structures, which suffer from problems such as long power interruption times, gear shifting mechanism impacts, and high failure rates during gear shifting.

[0003] In heavy-duty truck and off-road wide-body vehicle drive technologies, to avoid power interruption, some technologies use two parallel transmissions to shift gears between the two motors, alternating between them. However, this not only increases cost and complexity but also still presents the problem of impact during gear shifting, affecting service life. Other technologies use one motor via a transmission and the other directly driven, but the torque performance of the direct-drive motor is not fully utilized, and this also results in higher costs.

[0004] In the electric drive technology of engineering machinery such as loaders and heavy forks, two motors are used. One motor drives the vehicle to move, and the other motor drives the superstructure load such as the oil pump. The two motors work independently. When moving at high speed, the superstructure load has low power requirements, so the motor driving the superstructure load cannot be fully utilized. Moreover, the motor driving the superstructure load and the superstructure cannot participate in power supply, so energy cannot be fully utilized. Summary of the Invention

[0005] The purpose of this invention is to provide a multi-motor coupled dual-mode powertrain, which helps to fully utilize the performance of two or more motors, allowing each motor to achieve its maximum performance under suitable operating conditions, and solves the problem of insufficient power in the later stages of electric drive.

[0006] The technical solution of this invention is as follows: a multi-motor coupled dual-mode powertrain, comprising a first motor, a second motor, and a housing, wherein a planetary gear set, a first parallel shaft gear mechanism, and a second parallel shaft gear mechanism are disposed within the housing; the planetary gear set has three core elements: a sun gear, a ring gear, and a planet carrier, or has two sun gears and one planet carrier; the first motor is connected to one core element of the planetary gear set via the first parallel shaft gear mechanism; the second motor is connected to another core element of the planetary gear set via the second parallel shaft gear mechanism through a first shifting mechanism, and this other core element is connected to the housing through the first shifting mechanism, and a first one-way overrunning clutch is disposed between this other core element and the second parallel shaft gear mechanism, and power is output from the remaining core element to the wheels via the transmission mechanism.

[0007] Furthermore, the first parallel shaft gear mechanism includes a first driving gear and a first driven gear meshing together, the first motor is driven by the first driving gear, and the first driven gear is driven by the sun gear; the second parallel shaft gear mechanism includes a second driving gear and a second driven gear meshing together, the second motor is driven by the second driving gear, and the second driven gear is driven by the ring gear in a switchable manner, with power output from the planetary carrier.

[0008] Furthermore, the first one-way overrunning clutch is disposed between the gear ring and the second driven gear; when the forward rotation speed of the gear ring is lower than the forward rotation speed of the second driven gear, the first one-way overrunning clutch overruns, and the gear ring and the second driven gear rotate independently; otherwise, the first one-way overrunning clutch locks, and the gear ring and the second driven gear rotate synchronously.

[0009] Furthermore, the first shifting mechanism is a first shifting sleeve, which is disposed between the second driven gear and the housing. The first shifting sleeve is axially slidably connected to the gear ring and is also rotatably connected. The planetary gear set is switched between the housing and the second driven gear through the first shifting sleeve to achieve two transmission modes: torque and speed.

[0010] Furthermore, it also includes a second shifting mechanism, which is a second shifting sleeve, and the second driving gear is indirectly connected to the first driving gear through the second shifting sleeve in a switchable transmission.

[0011] Furthermore, it also includes a third driving gear that meshes with the first driven gear. The third driving gear is sleeved on the outer circumference of the connecting shaft connecting the second motor and the second driving gear. The third driving gear is rotatably connected to the connecting shaft and is driven by the second motor through the second shifting mechanism. The axes of the first motor and the first driving gear are parallel to the axis of the second driving gear.

[0012] Furthermore, it also includes a second one-way overrunning clutch, a third driven gear, and a first upper load. The third driven gear is connected to the first upper load and meshes with the second driving gear. The first upper load is an upper load that operates under all working conditions. The second one-way overrunning clutch is located between the gear ring and the housing. When the gear ring rotates forward, the second one-way overrunning clutch overruns, and the gear ring can rotate forward relative to the housing. Otherwise, the second one-way overrunning clutch locks, and the gear ring is braked by the housing.

[0013] Furthermore, it also includes a second superstructure load and a clutch, wherein the second superstructure load operates when the vehicle is stopped or at a low speed, and the second superstructure load is indirectly connected to the first driven gear through the clutch; or the second superstructure load is indirectly connected to the third driven gear through the clutch.

[0014] Furthermore, it also includes a third one-way overrunning clutch, which is disposed between the first drive gear and the second drive gear; when the reverse rotation speed of the first drive gear is greater than the reverse rotation speed of the second drive gear, the third one-way overrunning clutch overruns, otherwise the third one-way overrunning clutch locks, and the first drive gear and the second drive gear synchronize.

[0015] Furthermore, there are three or more motors, and each of the third or more motors is connected to a driving gear, and these driving gears are all meshed with the first driven gear.

[0016] Compared with the prior art, the present invention has the following advantages: 1. In both construction machinery such as loaders and forklifts, and vehicles like heavy trucks, the performance of two or more motors is fully utilized: Loaders and forklifts are often in their working state at low speeds, with frequent and heavy loads on the superstructure, and the travel system has high torque requirements. At this time, both motors can achieve their maximum performance under suitable conditions. At high speeds, they are often in a non-working state with low loads on the superstructure. In this case, the motor driving the superstructure participates in the travel drive, allowing its performance to be fully utilized and solving the problem of insufficient power in the later stages of electric drive. During power depletion, both the superstructure load motor and the motor driving the superstructure load can participate in energy recovery, greatly improving system efficiency and reducing wear on the braking system. In heavy trucks and off-road wide-body vehicles, the two motors not only participate in both torque and speed modes throughout the entire process, but one of the motors can also adjust the speed of the components to be coupled during mode switching, allowing the components to engage at zero speed difference, avoiding problems such as impact, gear damage, and power interruption.

[0017] 2. Since there are no issues such as gear grinding or wear in the shifting mechanism, a wide variety of clutches can be selected, and the requirements for the clutch are not high, which helps to extend the service life of the clutch and reduce costs.

[0018] 3. This assembly does not produce debris from the grinding of the shift fork mechanism, nor does it produce wear debris from the slippage of the wet clutch. It is environmentally friendly and helps to extend the service life of the internal parts of the assembly.

[0019] 4. This assembly is highly efficient. In the rotational speed mode, the sun gear, ring gear, and planetary carrier can rotate at the same speed or with a small speed difference. There is no relative friction between the gears or the speed difference is very small when there is friction. The bearings inside the planetary gear set do not rotate relative to each other or the speed difference between relative rotations is small, thereby greatly reducing friction loss and extending the service life of gears and bearings.

[0020] 5. This assembly is flexible in application. Without changing the transmission mechanism, the number and specifications of motors can be increased or decreased according to actual needs. It is highly versatile and conducive to mass production and reducing manufacturing costs. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of the structure of Embodiment 1 of the present invention.

[0022] Figure 2 This is a schematic diagram of the structure of Embodiment 2 of the present invention (a variation of Embodiment 1).

[0023] Figure 3 This is a structural schematic diagram of Embodiment 3 of the present invention.

[0024] Figure 4 This is a schematic diagram of the structure of Embodiment 4 of the present invention (a variation of Embodiment 3).

[0025] Figure 5 This is a schematic diagram of the structure of Embodiment 5 of the present invention (a variation of Embodiment 3).

[0026] In the diagram: 1-First motor; 2-Second motor; 3-Housing; 4-First driving gear; 5-First driven gear; 6-Second driving gear; 7-Second driven gear; 8-Sun gear; 9-Planet gear; 10-Ring gear; 11-Planet carrier; 12-First shift sleeve; 13-First one-way overrunning clutch; 14-Second one-way overrunning clutch; 15-Second shift sleeve; 16-Third driven gear; 17-First upper load; 18-Output shaft; 19-Connecting shaft; 20-Third driving gear; 21-Clutch; 22-Second upper load; 23-Third one-way overrunning clutch; 24-Third motor; 25-Fourth motor; 26-Driving gear; 27-Output gear. Detailed Implementation

[0027] To make the above features and advantages of the present invention more readily understood, specific embodiments are described below in conjunction with the accompanying drawings, but the present invention is not limited thereto.

[0028] See Example 1 Figure 1 A multi-motor coupled dual-mode powertrain, applicable to engineering machinery such as loaders, includes a first motor 1, a second motor 2, and a housing 3. The housing 3 houses a planetary gear set, a first parallel shaft gear mechanism, and a second parallel shaft gear mechanism. The planetary gear set is a single-stage planetary gear set, a compound planetary gear set, or a variation of a compound planetary gear set, having three core elements: a sun gear 8, a ring gear 10, and a planet carrier 11, or having two sun gears 8 and one planet carrier 11. The first motor 1 is connected to one core element of the planetary gear set via the first parallel shaft gear mechanism. The second motor 2 is connected to another core element of the planetary gear set via the second parallel shaft gear mechanism through a first shifting mechanism, which can be switched on and off. This other core element is also connected to the housing 3 via the first shifting mechanism, and a first one-way overrunning clutch 13 is disposed between this other core element and the second parallel shaft gear mechanism. Power is output from the remaining core element to the wheels via the transmission mechanism.

[0029] In this embodiment, the planetary gear set adopts an NGW (internal male external) structure and has three core components: sun gear 8, ring gear 10, and planet carrier 11.

[0030] In this embodiment, the first parallel shaft gear mechanism includes a meshing first driving gear 4 and a first driven gear 5. The first motor 1 is driven by the first driving gear 4, and the first driven gear 4 is driven by the sun gear 8. The second parallel shaft gear mechanism includes a meshing second driving gear 6 and a second driven gear 7. The second motor 2 is driven by the second driving gear 6, and the second driven gear 7 is connected to the gear ring 10 in a discontinuous transmission manner. Power is output from the planet carrier 11. Specifically, the output shaft 18 is fixedly connected to the planet carrier 11. One end of the output shaft 18 passes through the center of the first driven gear 4 and the sun gear 8 and is rotatably connected to or clearance-fitted with the first driven gear 4 and the sun gear 8. Alternatively, the other end of the output shaft 18 passes through the gear ring 10 and the housing 10 and is rotatably connected to or clearance-fitted with the gear ring 10 and the housing 10. Alternatively, both ends of the output shaft 18 pass through the interior of corresponding parts and are rotatably connected or clearance-fitted. Of course, the output shaft 18 may not be provided. Instead, an output gear 27 is connected to the planet carrier 11. The planet carrier 11 and the output gear 27 are fitted around the outer circumference of the connecting shaft between the first driven gear 5 and the sun gear 8 and are rotatably connected to the connecting shaft. Alternatively, the planet carrier 11 and the output gear 27 may be loosely fitted around the outer circumference of the connecting shaft between the first driven gear 5 and the sun gear 8, and the power is output to the outside through the planet carrier 11 and the output gear 27.

[0031] In this embodiment, the first one-way overrunning clutch 13 is disposed between the gear ring 10 and the second driven gear 7. When the forward rotation speed of the gear ring 10 is lower than the forward rotation speed of the second driven gear 7, the first one-way overrunning clutch 13 overruns, and the gear ring 10 and the second driven gear 7 rotate independently; otherwise, the first one-way overrunning clutch 13 locks, and the gear ring 10 and the second driven gear 7 rotate synchronously.

[0032] In this embodiment, the first shifting mechanism is a traditional shifting sleeve, specifically the first shifting sleeve 12. Of course, two clutches or a single interlocking clutch are also suitable as the first shifting mechanism. The first shifting sleeve 12 is disposed between the second driven gear 7 and the housing 3, and is axially and slidably connected to the gear ring 10, while also being connected in the rotational direction. The planetary gear set is switched between the housing 3 and the second driven gear 7 via the first shifting sleeve 12, thereby achieving both torque and speed transmission modes.

[0033] Specifically, when the first shift sleeve 12 moves to one side of the housing 3, the gear ring 10 is connected to the housing 3 through the first shift sleeve 12, so that the gear ring 10 is braked by the housing 3; when the first shift sleeve 12 is in the middle position, the transmission is in neutral; when the first shift sleeve 12 moves to one side of the second driven gear 7, the gear ring 10 is connected to the second driven gear 7, and the power of the second motor 2 is transmitted to the planetary gear set through the second parallel shaft gear mechanism.

[0034] In this embodiment, the multi-motor coupled dual-mode powertrain also includes a second shifting mechanism, which is a conventional shifting sleeve, specifically the second shifting sleeve 15. Of course, wet multi-plate clutches, dog-tooth clutches, or electromagnetic clutches are also suitable as the second shifting mechanism. The first motor 1 and the first drive gear 4 are arranged on the axial line of the second motor 2 and the second drive gear 6. The second drive gear 6 is indirectly and intermittently connected to the first drive gear 4 via the second shifting sleeve 15.

[0035] In this embodiment, the multi-motor coupled dual-mode powertrain also includes a third driven gear 16 meshing with the second driving gear 6, and the third driven gear 16 is connected to the first superstructure load 17; the first superstructure load 17 is a superstructure load that operates under all working conditions.

[0036] In this embodiment, the multi-motor coupled dual-mode powertrain also includes a second one-way overrunning clutch 14, which is disposed between the gear ring 10 and the housing 3. When the gear ring 10 rotates forward, the second one-way overrunning clutch 14 overruns, allowing the gear ring 10 to rotate forward relative to the housing 3; otherwise, the second one-way overrunning clutch 14 locks, and the gear ring 10 is braked by the housing 3.

[0037] This multi-motor coupled dual-mode powertrain is equipped with a second one-way overrunning clutch 14, but not a third one-way overrunning clutch. Its working principle is as follows: Let: the torque of the first motor 1 be T1, and its speed be N1; the torque of the second motor 2 be T2, and its speed be N2; the speed of the planetary carrier be Nc, and its torque be Tc; the speed ratio from the sun gear to the planetary carrier be i1; for convenience, assume that the first driving gear 4 and the second driving gear 6 have the same number of teeth, the first driven gear 4 and the second driven gear 6 have the same number of teeth, and the speed ratio for both is i2, neglecting oil churning, gear friction losses, and bearing friction losses. The planetary carrier 11 rotates forward in the direction of vehicle forward movement, and rotates forward when the superstructure is under load, rotating in the same direction as the vehicle is moving forward.

[0038] 1. Reverse Driving: With the vehicle stationary, the first shift sleeve 12 moves to one side of the housing 3, engaging with the housing 3. The gear ring 10 is braked by the housing 3 via the first shift sleeve 12, and the second shift sleeve 15 is in neutral. Then, the first motor 1 rotates forward, transmitting power to the first driven gear 5 via the first driving gear 4, which then rotates in reverse, and further to the sun gear 8, which also rotates in reverse. Because the gear ring 10 is braked, according to the planetary gear operating principle, power is output from the planet carrier 11, which rotates in reverse, thus driving the vehicle in reverse. At this time, the planet carrier 11 outputs torque Tc = i2 * i1 * T1, and its speed is Nc = N1 / (i2 * i1), with the direction of rotation being reverse. The second motor 2 rotates in reverse, transmitting power to the third driven gear 16 via the second driving gear 6, causing the third driven gear 16 to rotate forward and drive the first superstructure load 17 to rotate forward. Under the drive of the second driving gear 6, the second driven gear 7 rotates forward. At this time, the gear ring 10 rotates at 0, so the first one-way overrunning clutch 13 overruns, and the second driven gear 7 can rotate freely in the forward direction. That is, the first motor 1 and the second motor 2 work independently according to the power needs of the walking drive and the first upper load 17, without affecting each other.

[0039] 2. Torque Mode Forward Movement. The first shift sleeve 12 remains in the neutral position, and the second shift sleeve 15 is in the neutral position. Then, the first motor 1 reverses direction, transmitting power from the first motor 1 to the first driven gear 5 via the first driving gear 4, causing the first driven gear 5 to rotate forward. This power is then transmitted to the sun gear 8, which also rotates forward. Under the action of the sun gear 8, the ring gear 10 experiences a torque in the reverse direction. However, under the action of the second one-way overrunning clutch 14, the ring gear 10 cannot reverse direction, thus causing the ring gear 10 to be braked in the reverse direction by the housing 3 via the second one-way overrunning clutch 14. According to the planetary gear operating law, power is output from the planet carrier 11, and the planet carrier 11 rotates forward, thereby driving the vehicle forward. At this time, the planet carrier 11 outputs torque Tc = i2 * i1 * T1, and the rotational speed is Nc = N1 / (i2 * i1), with the direction of rotation being forward. The second motor 2 reverses direction and transmits power to the third driven gear 16 via the second driving gear 6, causing the third driven gear 16 to rotate forward and drive the first upper load 17 to rotate forward. Under the drive of the second driving gear 6, the second driven gear 7 rotates forward. At this time, the gear ring 10 rotates at 0, so the first one-way overrunning clutch 13 overruns, and the second driven gear 7 can rotate freely forward. That is, the first motor 1 and the second motor 2 work independently according to the power needs of the walking drive and the first upper load 17, without interfering with each other.

[0040] 3. Forward movement in speed mode: The first shift sleeve 12 moves to the side of the second driven gear 7, so that the first shift sleeve 12 and the second driven gear 7 are engaged, and the gear ring 10 is connected to the second driven gear 7 through the first shift sleeve 12; the second motor 2 transmits part of the power to the gear ring 10 through the second driving gear 6, the second driven gear 7 and the first shift sleeve 12; the second shift sleeve 15 is in the neutral position, the first motor 1 and the second motor 2 are both reversed, the first motor 1 transmits the power to the first driven gear 5 through the first driving gear 4 and the first driven gear 5 rotates forward, and then transmits the power to the sun gear 8 and rotates forward. At this time, the gear ring 10 is driven to rotate forward by the second motor 2 through the second parallel shaft gear mechanism. According to the planetary gear operation law, power is output from the planet carrier 11 and the planet carrier 11 rotates forward, thereby driving the vehicle forward. At this time, the planet carrier 11 outputs torque Tc=i2*i1*T1, and the speed is Nc=N1 / (i2*i1)+N2*(i1-1) / (i1*i2), and the direction of rotation is forward. At the same time, the second motor 2 transmits another part of the power to the third driven gear 16 through the second driving gear 6, causing the third driven gear 16 to rotate forward and drive the first superstructure load 17 to rotate forward. Based on the first superstructure load 17 and the vehicle speed, combined with the efficiency of the first motor 1 and the second motor 2, the speeds of the first motor 1 and the second motor 2 are distributed so that the two motors can work in the higher efficiency range as much as possible, and the speeds of the first motor 1 and the second motor 2 can be made as equal or close as possible to reduce the speed difference between the relative rotation of the gears in the planetary gear set, thereby reducing the friction loss of relative rotation.

[0041] 4. Switching from Torque Mode to Speed ​​Mode: When the speed of the first motor 1 increases to a certain level and it becomes difficult to continue accelerating, or when further increasing the speed significantly reduces efficiency and the vehicle needs to continue accelerating, the speed of the first motor 1 gradually decreases. Under the action of inertia, the planetary carrier 11 reacts, causing the ring gear 10 to rotate forward. At the same time, the speed of the second motor 2 decreases until it reaches the minimum speed allowed by the first upper load 17 to match the speed of the ring gear 10. Correspondingly, the speed of the second driven gear 7 decreases. When the speed of the ring gear 10 equals the speed of the second driven gear 7 and tends to exceed the speed of the second driven gear 7, the first one-way overrunning clutch 13 locks, and the ring gear 10 synchronizes with the second driven gear 7. At this time, the first shift sleeve 12 moves towards the second driven gear 7, so that the first shift sleeve 12 smoothly and quickly engages with the second driven gear 7 when the speed difference between the ring gear 10 and the second driven gear 7 is zero, thereby switching the transmission from torque mode to speed mode.

[0042] 5. Switching from speed mode to torque mode: When the speeds of both the first motor 1 and the second motor 2 drop to a certain level and cannot be maintained at low speed continuously, or when the vehicle requires high torque drive, the speed of the first motor 1 is increased while the speed of the second motor 2 is decreased to the minimum speed allowed by the first upper load 17. After the first shift sleeve 12 is disengaged, the speed difference that the first motor 1 needs to adjust is smaller, resulting in a shorter and smoother total mode switching time. Then, the first shift sleeve 12 moves to the neutral position, and the speed of the first motor 1 is increased again. Under the action of the sun gear 8, the gear ring 10 is subjected to a torque in the reverse direction, causing the forward rotation speed of the gear ring 10 to gradually decrease to zero and have a tendency to reverse. At this time, the second one-way overrunning clutch 14 locks, so that the gear ring 10 is braked in the reverse direction by the housing 3 through the second one-way overrunning clutch 14, thereby the assembly switches from speed mode to torque mode.

[0043] 6. Power Supply: When power is supplied, the direction of power transmission is opposite to that during driving. Since the gear ring 10 is only braked in the reverse direction, it can rotate freely in the forward direction. Therefore, when braking or coasting in torque mode, the first motor 1 stops outputting power, and the inertial energy reacts to the gear ring 10 through the planetary carrier 11, causing the gear ring 10 to rotate in the forward direction. When the speed of the gear ring 10 is equal to or exceeds the speed of the second driven gear 7, the gear ring 10 pushes the second driven gear 7 to rotate in the forward direction, thereby driving the second motor 2 and the first upper load 17 to recover energy. In speed mode, the first motor 1, the second motor 2 and the first upper load 17 are all indirectly connected to the planetary carrier 11, so regardless of torque mode or speed mode, the first motor 1, the second motor 2 and the first upper load 17 are indirectly connected to the planetary carrier 11. During braking or coasting power depletion, the first motor 1, the second motor 2, and the first upper-mount load 17 can all participate in energy recovery. The choice of which device or all devices will recover energy depends on the amount of recoverable energy. Considering that the first upper-mount load 17 recovers energy without conversion and has the highest recovery efficiency, it is prioritized when the recoverable energy is small. When the recoverable energy is large, all three devices recover simultaneously for more thorough recovery. During the recovery process, the speed of the second motor 2 always meets the speed requirement of the first upper-mount load 17, resulting in extremely high recovery efficiency for this assembly. This also reduces the load on the braking device, extending the lifespan of brake consumables and reducing wear and tear.

[0044] 7. Getting out of trouble: When the vehicle encounters difficulties such as getting stuck in a pit or being unable to pass a steep slope, the first shift sleeve 12 is connected to the housing 3, and the second shift sleeve 15 is connected to the first drive gear 4. Thus, in torque mode, the second motor 2 is driven together with the first motor 1 through the second drive gear 6, the second shift sleeve 15 and the first drive gear 4, which greatly improves the driving force of the assembly to help the vehicle get out of trouble.

[0045] Example 2 (a variation of Example 1) See also Figure 2 The difference between this embodiment and Embodiment 1 is that the third driving gear 20 is sleeved on the outer periphery of the connecting shaft 19 connecting the second motor 2 and the second driving gear 6. The third driving gear 20 meshes with the first driven gear 5 and is rotatably connected to the connecting shaft 19. The third driving gear 20 is connected to the second motor 2 through the second shifting mechanism (second shifting sleeve 15). Correspondingly, the first motor 1 and the first driving gear 4 are not arranged on the axial line of the second driving gear 6, and the axes of the first motor 1 and the first driving gear 4 are parallel to the axis of the second driving gear 6.

[0046] See Example 3 Figure 3 The difference between this embodiment and Embodiment 1 is that the multi-motor coupled dual-mode powertrain does not have a third driven gear 16 and a second one-way overrunning clutch 14. Instead, it has a third one-way overrunning clutch 23, which is located between the first drive gear 4 and the second drive gear 6. Of course, the third one-way overrunning clutch 23 can also be located between the second shift sleeve 15 and the second drive gear 6. Specifically, the third one-way overrunning clutch 23 is located between the second shift sleeve 15 and the first drive gear 4. When the reverse rotation speed of the first drive gear 4 is greater than the reverse rotation speed of the second drive gear 6, the third one-way overrunning clutch 23 overruns; otherwise, the third one-way overrunning clutch 23 locks, and the first drive gear 4 and the second drive gear 6 synchronize.

[0047] The superstructure load is a second superstructure load 22 that operates when the vehicle is stopped or at low speed. The second superstructure load 22 is not directly or indirectly connected to the third driven gear 16. Instead, the second superstructure load 22 is connected to the first driven gear 5 via a clutch 21. The first driven gear 5 is connected to the sun gear 8. The output shaft 18 is connected to the planetary carrier 11 and passes through the gear ring 10 and housing 3, rotatably connecting or clearance-fitting with them. Alternatively, an output gear 27 can be connected to the planetary carrier 11. The planetary carrier 11 and the output gear 27 are fitted around the connecting shaft between the first driven gear 5 and the sun gear 8 and are rotatably connected to this shaft. Alternatively, the planetary carrier 11 and the output gear 27 can be loosely fitted around the connecting shaft between the first driven gear 5 and the sun gear 8, with power output to the outside via the planetary carrier 11 and the output gear 27.

[0048] The working principle of this multi-motor coupled dual-mode powertrain is as follows: 1. Power Take-Off When the Vehicle is Stationary: When the second superstructure load 22 needs to take power from the assembly, the vehicle brakes, which is equivalent to braking the planetary carrier 11. Both the first shift sleeve 12 and the second shift sleeve 15 are in neutral. The first motor 1 reverses direction to output power, driving the first driven gear 5 to rotate forward via the first driving gear 4. Correspondingly, the sun gear 8 rotates forward. According to the planetary gear motion law, the ring gear 10 reverses direction, the first one-way overrunning clutch 13 overruns, and the second parallel shaft gear mechanism and the second motor 2 remain stationary. Therefore, the speed of the first driving gear 4 is greater than the speed of the second driving gear 6, and the third one-way overrunning clutch 23 overruns. That is, the first motor 1 drives the second superstructure load 22 through the first parallel shaft gear mechanism and clutch 21 without being affected by other mechanisms. When the power of the first motor 1 is insufficient to drive the second upper load 22, the second shift sleeve 15 moves toward the first drive gear 4, so that the first motor 1 and the second motor 2 rotate simultaneously according to the steering requirements of the second upper load 22. The second motor 2 drives the first driven gear 5 together with the first motor 1 through the second drive gear 6, the second shift sleeve 15 and the first drive gear 4. In turn, the power drives the second upper load 22 to work through the first driven gear 5 and the clutch 21.

[0049] 2. Reverse Driving. With the vehicle stationary, the first shift sleeve 12 moves to one side of the housing 3, engaging with the housing 3. This causes the ring gear 10 to be braked by the housing 3 via the first shift sleeve 12. The second shift sleeve 15 moves to one side of the first drive gear 4, connecting the second drive gear 6 to the first drive gear 4 via the second shift sleeve 15. Then, the first motor 1 and the second motor 2 rotate forward simultaneously. The second motor 2, through the second drive gear 6 and the second shift sleeve 15, together with the first motor 1, transmits power to the first driven gear 5 via the first drive gear 4, causing the first driven gear 5 to rotate in reverse. This power is then transmitted to the sun gear 8, which also rotates in reverse. Because the ring gear 10 is braked, according to the planetary gear operating principle, power is output from the planet carrier 11, which rotates in reverse, thus driving the vehicle in reverse. At this time, the planet carrier 11 outputs torque Tc = i2 * i1 * (T1 + T2), and its rotational speed is Nc = N1 / (i2 * i1).

[0050] 3. Torque Mode Forward Movement: When the vehicle is stationary, the first shift sleeve 12 moves to one side of the housing 3, engaging with the housing 4. This causes the ring gear 10 to be braked by the housing 3 via the first shift sleeve 12. The second shift sleeve 15 moves to one side of the first drive gear 4, connecting the second drive gear 6 to the first drive gear 4 via the second shift sleeve 15. Then, the first motor 1 and the second motor 2 simultaneously reverse. The second motor 2, through the second drive gear 6 and the second shift sleeve 15, together with the first motor 1, transmits power to the first driven gear 5 via the first drive gear 4, causing the first driven gear 5 to rotate clockwise. This power is then transmitted to the sun gear 8, which also rotates clockwise. Because the ring gear 10 is braked, according to the planetary gear operating principle, power is output from the planet carrier 11, which rotates clockwise, thus driving the vehicle forward. At this time, the planet carrier 11 outputs torque Tc = i2 * i1 * (T1 + T2), and the rotational speed is Nc = N1 / (i2 * i1).

[0051] 4. Forward Movement in Speed ​​Mode: The first shift sleeve 12 moves to the side of the second driven gear 7, allowing the second driven gear 7 to be connected to the ring gear 10 via the first shift sleeve 12. The second shift sleeve 15 moves to the side of the first driving gear 4, allowing the first driving gear 4 to be connected to the second motor 2 via the first shift sleeve 12 and the second driving gear 6. Thus, the sun gear 8, ring gear 10, first motor 1, and second motor 2 are indirectly connected to each other. Both the first motor 1 and the second motor 2 rotate in reverse and at the same speed. Part of the power from the two motors is transmitted to the sun gear 8 via the first parallel shaft gear mechanism, and the other part is transmitted to the ring gear 10 via the second gear mechanism. Since the speed ratio of the first parallel shaft gear mechanism and the second parallel shaft gear mechanism is the same, the sun gear 8 and the ring gear 10 hold the planetary carrier 11 and rotate synchronously in the forward direction, thereby driving the vehicle forward. At this time, the planetary carrier 11 outputs torque Tc=i2*(T1+T2), the speed is Nc=N1 / / i2, and the direction is forward.

[0052] 5. Switching from Torque Mode to Speed ​​Mode: When the speeds of the first motor 1 and the second motor 2 increase to a certain level, making further acceleration difficult or significantly reducing efficiency, and the vehicle needs to continue accelerating, the second shift sleeve 15 moves to neutral. When the reverse rotation speed of the first drive gear 4 is greater than that of the second drive gear 6, the second one-way overrunning clutch 14 overruns. Therefore, the speed of the second motor 2 can gradually decrease until it reaches 0; correspondingly, the speed of the second driven gear 7 is zero. At this time, the first shift sleeve 12 moves towards the second driven gear 7, allowing the first shift sleeve 12 to smoothly and quickly engage with the second driven gear 7 when the speed difference between the gear ring 10 and the second driven gear 7 is zero. Thus, the power of the second motor 2 can be transmitted to the gear ring 10 via the second parallel shaft gear mechanism. Subsequently, the second motor 2 begins to accelerate in reverse and drives the gear ring 10 to rotate forward through the second parallel shaft gear mechanism; correspondingly, the speed of the first motor 1 decreases. When the speed of the second motor 2 equals the speed of the first motor 1 and tends to exceed it, that is, when the speed of the second drive gear 6 equals the speed of the first drive gear 4 and tends to exceed it, the third one-way overrunning clutch 23 locks, and the first drive gear 4 and the second drive gear 6 synchronize. At this time, the second shift sleeve 15 moves towards the first drive gear 4, so that the second shift sleeve 15 smoothly and quickly engages with the first drive gear 4 when the speed difference between the first drive gear 4 and the second drive gear 6 is zero, thereby the assembly enters the speed mode.

[0053] 6. Switching from speed mode to torque mode: When the speeds of both the first motor 1 and the second motor 2 drop to a certain level and the vehicle requires high torque drive, the second shift sleeve 15 moves to the neutral position; then the speed of the second motor 2 decreases until it reaches zero, or approaches zero, and correspondingly, the speed of the gear ring 10 drops to zero; the first shift sleeve 12 moves to one side of the housing 3 and connects with the housing 3, so that the gear ring 10 is braked by the housing 3. During the process of the second motor 2 speed decreasing, the speed of the first motor 1 increases accordingly; then, the speed of the second motor 2 increases again from zero speed until the speed of the second motor 2 equals the speed of the first motor 1 and has a tendency to exceed it, at which point the third one-way overrunning clutch 23 locks. At this time, the second shift sleeve 15 moves towards the first drive gear 4, so that the first shift mechanism smoothly and quickly engages with the first drive gear 4 when the speed difference between the first drive gear 4 and the second drive gear 6 is zero, thereby the assembly switches from speed mode to torque mode.

[0054] 7. Power Feeding: The power feeding direction is opposite to the driving direction. The first motor 1 and the second motor 2 change from driving state to power feeding state. The power feeding torque of the first motor 1 and the second motor 2 is distributed according to the efficiency principle to maximize the power feeding efficiency.

[0055] Example 4 (a variation of Example 3) See also Figure 4 The difference between this embodiment and Embodiment 3 is that a total of four motors are provided, namely, a third motor 24 and a fourth motor 25 are added in addition to the features of Embodiment 3. The third motor 24 and the fourth motor 25 are each connected to a driving gear 26, and these driving gears 26 mesh with the first driven gear 5. Specifically, the third motor 24 and the fourth motor 25 share a single driving gear 26, meaning that the third motor 24 and the fourth motor 25 are positioned opposite each other, and the output shafts of the third motor 24 and the fourth motor 25 are respectively connected to the driving gear 26.

[0056] Example 5 (a variation of Example 3) See also Figure 5 The difference between this embodiment and Embodiment 3 is that the output shaft 18 is not provided. Instead, an output gear 27 is connected to the planet carrier 11 for transmission. The planet carrier 11 and the output gear 27 are fitted around the outer circumference of the connecting shaft between the first driven gear 5 and the sun gear 8, and are rotatably connected to the connecting shaft. Of course, the planet carrier 11 and the output gear 27 can also be loosely fitted around the outer circumference of the connecting shaft between the first driven gear 5 and the sun gear 8, and the power is output to the outside through the planet carrier 11 and the output gear 27.

[0057] The above description is only a preferred embodiment of the present invention. For those skilled in the art, designing different forms of multi-motor coupled dual-mode powertrains based on the teachings of the present invention does not require creative labor. All equivalent changes, modifications, substitutions and variations made in accordance with the scope of the patent application of the present invention without departing from the principles and spirit of the present invention shall be covered by the present invention.

Claims

1. A multi-motor coupled dual-mode powertrain, comprising a first motor, a second motor, and a housing, characterized in that, The housing contains a planetary gear set, a first parallel shaft gear mechanism, and a second parallel shaft gear mechanism. The planetary gear set has three core components: a sun gear, a ring gear, and a planet carrier, or two sun gears and one planet carrier. The first motor is connected to one core component of the planetary gear set via the first parallel shaft gear mechanism. The second motor is connected to another core component of the planetary gear set via the second parallel shaft gear mechanism through a first shifting mechanism. This other core component is connected to the housing via the first shifting mechanism, and a first one-way overrunning clutch is disposed between this other core component and the second parallel shaft gear mechanism. Power is output from the remaining core component to the wheels via the transmission mechanism.

2. The multi-motor coupled dual-mode powertrain according to claim 1, characterized in that, The first parallel shaft gear mechanism includes a first driving gear and a first driven gear that mesh with each other. The first motor is driven by the first driving gear, and the first driven gear is driven by the sun gear. The second parallel shaft gear mechanism includes a second driving gear and a second driven gear that mesh with each other. The second motor is driven by the second driving gear, and the second driven gear is driven by the ring gear in a switchable manner. Power is output from the planetary carrier.

3. The multi-motor coupled dual-mode powertrain according to claim 2, characterized in that, The first one-way overrunning clutch is disposed between the gear ring and the second driven gear; when the forward rotation speed of the gear ring is lower than the forward rotation speed of the second driven gear, the first one-way overrunning clutch overruns, and the gear ring and the second driven gear rotate independently; otherwise, the first one-way overrunning clutch locks, and the gear ring and the second driven gear rotate synchronously.

4. The multi-motor coupled dual-mode powertrain according to claim 2 or 3, characterized in that, The first shifting mechanism is a first shifting sleeve, which is disposed between the second driven gear and the housing. The first shifting sleeve is axially slidably connected to the gear ring and is also connected in the rotational direction. The planetary gear set is switched between the housing and the second driven gear through the first shifting sleeve to achieve two transmission modes: torque and speed.

5. The multi-motor coupled dual-mode powertrain according to claim 2 or 3, characterized in that, It also includes a second shifting mechanism, which is a second shifting sleeve. The second driving gear is indirectly connected to the first driving gear through the second shifting sleeve in a switchable transmission.

6. The multi-motor coupled dual-mode powertrain according to claim 2 or 3, characterized in that, It also includes a third driving gear that meshes with the first driven gear. The third driving gear is sleeved on the outer circumference of the connecting shaft connecting the second motor and the second driving gear. The third driving gear is rotatably connected to the connecting shaft and is driven by the second motor through the second shifting mechanism. The axes of the first motor and the first driving gear are parallel to the axis of the second driving gear.

7. The multi-motor coupled dual-mode powertrain according to claim 2 or 3, characterized in that, It also includes a second one-way overrunning clutch, a third driven gear, and a first upper load. The third driven gear is connected to the first upper load and meshes with the second driving gear. The first upper load is an upper load that operates under all working conditions. The second one-way overrunning clutch is located between the gear ring and the housing. When the gear ring rotates forward, the second one-way overrunning clutch overruns, and the gear ring can rotate forward relative to the housing. Otherwise, the second one-way overrunning clutch locks, and the gear ring is braked by the housing.

8. The multi-motor coupled dual-mode powertrain according to claim 2 or 3, characterized in that, It also includes a second superstructure load and a clutch, wherein the second superstructure load operates when the vehicle is stopped or at a low speed, and the second superstructure load is indirectly connected to the first driven gear through the clutch; or the second superstructure load is indirectly connected to the third driven gear through the clutch.

9. The multi-motor coupled dual-mode powertrain according to claim 2, characterized in that, It also includes a third one-way overrunning clutch, which is disposed between the first drive gear and the second drive gear; when the reverse rotation speed of the first drive gear is greater than the reverse rotation speed of the second drive gear, the third one-way overrunning clutch overruns, otherwise the third one-way overrunning clutch locks, and the first drive gear and the second drive gear synchronize.

10. The multi-motor coupled dual-mode powertrain according to claim 1, characterized in that, There are three or more motors, and each of the third or more motors is connected to a driving gear, and these driving gears are all meshed with the first driven gear.

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