Dual-motor coaxial control system and vehicle

Abstract

This invention relates to the field of vehicle technology and discloses a dual-motor coaxial control system and a vehicle. It includes: a drive motor assembly comprising a left drive motor, a right drive motor, a left planetary gear set, and a right planetary gear set; the left drive motor is connected to the first end of the left planetary gear set via a left rotor shaft, and the second end of the left planetary gear set is connected to a left clutch; and a differential assembly comprising a differential, a left transmission assembly, a right transmission assembly, a left half-shaft of the vehicle, and a right half-shaft of the vehicle; the first end of the differential is connected to the left clutch and then to the left planetary gear set; the second end of the differential is connected to the right clutch and then to the right planetary gear set; the third and fourth ends of the differential are respectively connected to the left and right half-shafts of the vehicle; the left half-shaft is equipped with a left transmission assembly, and the right half-shaft is equipped with a right transmission assembly. This invention can solve the problem that existing electric drive structures cannot meet development requirements, and helps to reduce the difficulty of overall vehicle layout, adapting to various development needs.

Description

Technical Field

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

[0002] Most pure electric off-road vehicles on the market currently use a parallel-axis dual-motor vector electric drive system. This drive solution can achieve torque vector control, meeting the wheel torque distribution requirements under off-road conditions, but it also has significant drawbacks. The parallel-axis arrangement causes the electric drive assembly to occupy a large portion of the vehicle's layout space, resulting in a higher assembly weight, which is not conducive to the overall vehicle lightweight design. In off-road scenarios, vehicles have high requirements for wheel-end output torque, and the corresponding demand for high gear ratios in the reducers is also increasing. Constrained by the parallel-axis transmission structure, pursuing a higher gear ratio will further increase the size of the electric drive assembly, directly causing difficulties in the powertrain layout of some models, excessively squeezing chassis space, and making it difficult to balance ground clearance, battery placement, and overall vehicle space utilization.

[0003] The existing structure is no longer suitable for the development requirements of multi-platform vehicles. Therefore, it is urgent to develop a more compact electric drive configuration that can reduce the size and weight of the assembly and reduce the difficulty of vehicle layout while ensuring torque vector control capability, so as to adapt to the development and use needs of more platform vehicles. Summary of the Invention

[0004] The purpose of this invention is to provide a dual-motor coaxial control system and vehicle, so as to at least solve the problem that the existing structure is difficult to adapt to the development requirements of multiple platform models, which helps to reduce the difficulty of vehicle layout and adapt to various development needs.

[0005] To address the aforementioned technical problems, in a first aspect, the present invention provides a dual-motor coaxial control system, comprising: The drive motor assembly includes a left drive motor, a right drive motor, a left planetary gear set, and a right planetary gear set. The left drive motor is connected to the first end of the left planetary gear set via a left rotor shaft, and the second end of the left planetary gear set is connected to a left clutch. The right drive motor is connected to the first end of the right planetary gear set via a right rotor shaft, and the second end of the right planetary gear set is connected to a right clutch. The differential assembly includes a differential, a left drive assembly, a right drive assembly, a left half-shaft of the vehicle, and a right half-shaft of the vehicle. The first end of the differential is connected to the left clutch and then to the left planetary gear set. The second end of the differential is connected to the right clutch and then to the right planetary gear set. The third and fourth ends of the differential are connected to the left half-shaft of the vehicle and the right half-shaft of the vehicle, respectively. The left half-shaft of the vehicle is equipped with a left drive assembly, and the right half-shaft of the vehicle is equipped with a right drive assembly.

[0006] Optionally, the left planetary gear set includes a left planet carrier, a left sun gear, a left ring gear, and a left double planetary gear set; The first end of the left sun gear is connected to the left rotor shaft, and the second end of the left sun gear meshes with the external teeth of the left double planetary gear. The left double planetary gear is connected to the left planetary carrier and meshes with the internal teeth of the left gear ring; The left planetary carrier is connected to the differential via the left clutch and to the left half-shaft of the vehicle via the left drive assembly.

[0007] Optionally, the left drive motor, left rotor shaft, and left planetary gear set are designed as a single integrated shaft.

[0008] Optionally, the right planetary gear set includes a right planet carrier, a right sun gear, a right ring gear, and a right double planetary gear set; The first end of the right sun gear is connected to the right rotor shaft, and the second end of the right sun gear meshes with the external teeth of the right double planetary gear. The right double planetary gear is connected to the right planetary carrier and meshes with the internal teeth of the right gear ring; The right planetary carrier is connected to the differential via the right clutch and to the right half-shaft of the vehicle via the right drive assembly.

[0009] Optionally, the right drive motor, right rotor shaft, and right planetary gear set are designed as a single integrated shaft.

[0010] Optionally, when the dual-motor coaxial control system is in the dual-motor centralized drive mode, both the left and right drive motors are in operation, the left and right clutches are engaged, and both the left and right transmission components are disengaged. The vehicle's power is transmitted to the left and right half-shafts of the vehicle through the differential, and then to the left and right wheels.

[0011] Optionally, when the dual-motor coaxial control system is in the first single-motor centralized drive mode, the left drive motor is in the working state, the right drive motor is in the stopped state, the left clutch is in the engaged state, the right clutch is in the disengaged state, the left transmission component and the right transmission component are both in the disengaged state, and the vehicle power is transmitted to the left half-shaft and the right half-shaft of the vehicle through the differential, and then to the left wheel and the right wheel.

[0012] Optionally, when the dual-motor coaxial control system is in the second single-motor centralized drive mode, the right drive motor is in the working state, the left drive motor is in the stopped state, the right clutch is in the engaged state, the left clutch is in the disengaged state, the left transmission component and the right transmission component are both in the disengaged state, and the vehicle power is transmitted to the left half-shaft and the right half-shaft of the vehicle through the differential, and then to the left wheel and the right wheel.

[0013] Optionally, when the dual-motor coaxial control system is in the dual-motor distributed drive mode, both the left and right drive motors are in operation, both the left and right clutches are in disengagement, and both the left and right transmission components are in engagement. The vehicle's power is transmitted to the left and right half-shafts of the vehicle via the left and right planetary carriers, respectively, and then to the left and right wheels.

[0014] In a second aspect, the present invention also provides a vehicle including a dual-motor coaxial control system, wherein the dual-motor coaxial control system is any one of the dual-motor coaxial control systems in the first aspect.

[0015] The present invention provides a dual-motor coaxial control system, comprising: a drive motor assembly, which includes a left drive motor, a right drive motor, a left planetary gear set, and a right planetary gear set; the left drive motor is connected to the first end of the left planetary gear set via a left rotor shaft, and the second end of the left planetary gear set is connected to a left clutch; the right drive motor is connected to the first end of the right planetary gear set via a right rotor shaft, and the second end of the right planetary gear set is connected to a right clutch; and a differential assembly, which includes a differential, a left transmission assembly, a right transmission assembly, a left half-shaft of the vehicle, and a right half-shaft of the vehicle; the first end of the differential is connected to the left clutch and then to the left planetary gear set; the second end of the differential is connected to the right clutch and then to the right planetary gear set; the third and fourth ends of the differential are respectively connected to the left half-shaft of the vehicle and the right half-shaft of the vehicle; the left half-shaft of the vehicle is provided with a left transmission assembly, and the right half-shaft of the vehicle is provided with a right transmission assembly.

[0016] Therefore, this invention, on the one hand, independently connects the left and right drive motors to the differential assembly via corresponding planetary gear sets and clutches, enabling differentiated torque output to the left and right wheels and achieving torque vector control. On the other hand, the planetary gear set mechanism configured on both the left and right sides reduces the motor output torque requirement, allowing for the selection of high-speed motors with higher speeds and smaller size. Compared to the traditional parallel shaft dual-motor scheme, reducing the arrangement of multi-stage parallel gears helps to reduce the axial and radial space of the drive system, achieving miniaturization and weight reduction of the electric drive assembly. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of a dual-motor coaxial control method provided by the present invention; Reference numerals: 10, left drive motor; 11, left rotor shaft; 20, left planetary gear set; 21, left sun gear; 22, left double planetary gear set; 23, left ring gear; 24, left planetary carrier; 80, left clutch; 40, right drive motor; 41, right rotor shaft; 30, right planetary gear set; 31, right sun gear; 32, right double planetary gear set; 33, right ring gear; 34, right planetary carrier; 90, right clutch; 50, differential; 60, left transmission assembly; 70, right transmission assembly. Detailed Implementation

[0018] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this invention, and not all of them. Based on the embodiments of this invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this invention.

[0019] It should be noted that any symbols and / or numbers present in the specification that are not marked in the accompanying drawings are not reference numerals.

[0020] Figure 1 This is a schematic diagram of a dual-motor coaxial control system provided by the present invention. The present invention is applicable to at least various types of vehicle dual-motor coaxial control scenarios. Figure 1 As shown, the dual-motor coaxial control system includes: The drive motor assembly includes a left drive motor 10, a right drive motor 40, a left planetary gear set 20, and a right planetary gear set 30. The left drive motor 10 is connected to the first end of the left planetary gear set 20 via a left rotor shaft 11, and the second end of the left planetary gear set 20 is connected to a left clutch 80. The right drive motor 40 is connected to the first end of the right planetary gear set 30 via a right rotor shaft 41, and the second end of the right planetary gear set 30 is connected to a right clutch 90.

[0021] The differential 50 assembly includes a differential 50, a left drive assembly 60, a right drive assembly 70, a left half-shaft of the vehicle, and a right half-shaft of the vehicle. The first end of the differential 50 is connected to the left clutch 80, and then to the left planetary gear set 20. The second end of the differential 50 is connected to the right clutch 90, and then to the right planetary gear set 30. The third and fourth ends of the differential 50 are respectively connected to the left half-shaft of the vehicle and the right half-shaft of the vehicle. The left half-shaft of the vehicle is provided with the left drive assembly 60, and the right half-shaft of the vehicle is provided with the right drive assembly 70.

[0022] The left drive motor 10 and right drive motor 40, left planetary gear set 20 and right planetary gear set 30, left transmission assembly 60 and right transmission assembly 70, and left clutch 80 and right clutch 90 are all symmetrically arranged relative to the differential 50. The differential 50 assembly is used to transmit the vehicle's power to the wheels of the target vehicle. The left rotor shaft 11 and right rotor shaft 41 can be made of carbon steel and are used to transmit the torque output by the left drive motor 10 and right drive motor 40. Furthermore, the left half-shaft and right half-shaft of the vehicle are connected to the left wheel and right wheel, respectively. It can be understood that the first end of the left planetary gear set 20 can be the left sun gear 21, and the second end of the left planetary gear set 20 can be the left planet carrier 24. The first end of the right planetary gear set 30 can be the right sun gear 31, and the second end of the right planetary gear set 30 can be the right planet carrier 34. The left transmission assembly 60 and right transmission assembly 70 can be support bearings, or can be replaced with couplings, vibration damping components, etc., depending on the actual structure. The dual-motor coaxial control system has multiple driving modes, including at least one of the following: dual-motor centralized driving mode, first single-motor centralized driving mode, second single-motor centralized driving mode, and dual-motor distributed driving mode.

[0023] In one specific embodiment, the left planetary gear set 20 may optionally include a left planet carrier 24, a left sun gear 21, a left gear ring 23, and a left double planetary gear set 22.

[0024] The first end of the left sun gear 21 is connected to the left rotor shaft 11, and the second end of the left sun gear 21 meshes with the external teeth of the left double planetary gear 22.

[0025] The left double planetary gear 22 is connected to the left planetary carrier 24 and meshes with the internal teeth of the left gear ring 23.

[0026] The left planetary carrier 24 is connected to the differential 50 via the left clutch 80 and to the left half-shaft of the vehicle via the left transmission assembly 60.

[0027] The left drive motor 10 transmits power to the left half-shaft of the vehicle through the left planetary gear set. The left drive motor 10, the left rotor shaft 11, and the left planetary gear set 20 are designed as a single unit.

[0028] In another specific embodiment, the right planetary gear set 30 may optionally include a right planet carrier 34, a right sun gear 31, a right ring gear 33, and a right double planetary gear set 32.

[0029] The first end of the right sun gear 31 is connected to the right rotor shaft 41, and the second end of the right sun gear 31 meshes with the external teeth of the right double planetary gear 32.

[0030] The right double planetary gear 32 is connected to the right planetary carrier 34 and meshes with the internal teeth of the right gear ring 33; The right planetary carrier 34 is connected to the differential 50 via the right clutch 90 and to the right half-shaft of the vehicle via the right transmission assembly 70.

[0031] The right drive motor 40 transmits power to the right half-shaft of the vehicle via the right planetary gear set. The right drive motor 40, the right rotor shaft 41, and the right planetary gear set 30 are designed as a single unit.

[0032] Understandably, the dual-motor coaxial control system consists of two main components: the drive motor assembly and the differential 50 assembly. The drive motor assembly is arranged laterally and coaxially on the front and rear sides of the vehicle, with the left and right drive motors 40 symmetrically arranged and matched with a double planetary gear reduction mechanism.

[0033] This invention is specifically described using the left planetary gear set 20. The right planetary gear set 30 is symmetrically arranged with the left planetary gear set 20, and will not be elaborated upon here. Specifically, the left planetary gear set 20 adopts a double planetary gear configuration, specifically composed of a left planet carrier 24, a left sun gear 21, a left ring gear 23, and a left double planetary gear set 22. The power output end of the left drive motor 10 is fixedly connected to the left rotor shaft 11, and the left rotor shaft 11 is coaxially fixed to the first end of the left sun gear 21; the tooth area (second end) of the left sun gear 21 meshes externally with the outer gear of the left double planetary gear set 22. The left double planetary gear set 22 is rotatably mounted on the left planet carrier 24. This double gear set has two meshing teeth: the outer tooth segment meshes with the left sun gear 21, and the inner tooth segment meshes with the inner teeth of the left ring gear 23; the left ring gear 23 is fixedly installed inside the drive housing and remains stationary during operation. During the process of the left drive motor 10, the power of the whole vehicle is sequentially transmitted to the left rotor shaft 11, the left sun gear 21, and the left double planetary gear 22, and the planetary gears revolve around the fixed gear ring, and finally the power of the whole vehicle is output outward from the left planet carrier 24.

[0034] The output end of the left planetary carrier 24 is connected to the left input end of the differential 50 via the left clutch 80. The left clutch 80 can control the engagement and disengagement of the power path. The left and right ends of the differential 50 are respectively connected to the left and right planetary gear sets, and the output ends of the differential 50 are respectively connected to the left and right half-shafts of the vehicle. The left planetary carrier 24 is also assembled with the left half-shaft of the vehicle via the left transmission assembly 60. The left transmission assembly 60 preferably uses a radial support bearing to provide rotational support for the half-shaft and the output end of the planetary carrier, reducing transmission vibration and friction loss. The entire transmission structure, meshing relationship, and power connection form on the right side are mirror-symmetrical to the left side. The right rotor shaft 41 drives the right sun gear 31, which outputs through the right double planetary gear 32 and the right planetary carrier 34, and is connected to the right end of the differential 50 via the right clutch 90.

[0035] It is understandable that, by employing a double planetary gear set structure compared to a conventional single-row planetary gear mechanism, this invention can achieve a larger reduction ratio within a smaller axial space, eliminating the need for multiple stages of parallel shaft gears and significantly reducing the overall size and weight of the electric drive assembly. In another specific implementation, optionally, when the dual-motor coaxial control system is in the dual-motor centralized drive mode, both the left drive motor 10 and the right drive motor 40 are in working state, the left clutch 80 and the right clutch 90 are in the engaged state, and both the left transmission assembly 60 and the right transmission assembly 70 are in the disengaged state. The vehicle power is transmitted to the left half-shaft and the right half-shaft of the vehicle through the differential 50, and then to the left wheel and the right wheel.

[0036] The dual-motor centralized drive mode is suitable for vehicles requiring high torque output, such as when the vehicle is fully loaded and climbing hills, traversing off-road obstacles, or driving on muddy roads. Understandably, when the dual-motor coaxial control system is in dual-motor centralized drive mode, the vehicle controller controls the left drive motor 10 and right drive motor 40 to operate simultaneously, with both motors outputting power synchronously. At the same time, control commands are issued to fully engage the left clutch 80 and right clutch 90, opening the power transmission channel between the left and right planetary gear sets 30 and the differential 50; and the left transmission assembly 60 and right transmission assembly 70 are kept disconnected, cutting off the direct connection path between the planetary carrier and the vehicle's half-shafts. The power from the left drive motor 10 is decelerated and increased in torque via the left rotor shaft 11 and the left double planetary gear set, and then transmitted to the left input end of the differential 50 through the engaged left clutch 80. The power from the right drive motor 40 is decelerated via the right rotor shaft 41 and the right double planetary gear set, and then merged into the right input end of the differential 50 through the right clutch 90. The two power sources are combined and superimposed inside the differential 50, resulting in a significant increase in the total drive torque. The combined power is then distributed by the differential 50 to the left and right half-shafts of the vehicle, ultimately driving the left and right wheels to rotate synchronously, providing sufficient wheel-end drive force for the entire vehicle.

[0037] It can be seen that when the dual-motor coaxial control system is in the dual-motor centralized drive mode, the wheel-end output torque is significantly improved, which can easily cope with high-load driving scenarios such as off-road and steep slopes. All power is concentrated and uniformly distributed through the differential 50, resulting in higher power transmission efficiency.

[0038] In another specific implementation, optionally, when the dual-motor coaxial control system is in the first single-motor centralized drive mode, the left drive motor 10 is in the working state, the right drive motor 40 is in the stopped state, the left clutch 80 is in the engaged state, the right clutch 90 is in the disengaged state, the left transmission assembly 60 and the right transmission assembly 70 are both in the disengaged state, and the vehicle power is transmitted to the left half-shaft and the right half-shaft of the vehicle through the differential 50, and then to the left wheel and the right wheel.

[0039] Among them, the first single-motor centralized drive mode is suitable for low-load conditions such as smooth urban cruising and constant speed driving on flat roads, which can reduce the overall energy consumption and improve the range performance.

[0040] Specifically, when the dual-motor coaxial control system is in the first single-motor centralized drive mode, the vehicle controller issues control commands to switch each component of the system to its corresponding working state: the left drive motor 10 starts and continuously outputs power, the right drive motor 40 is powered off and stopped, the left clutch 80 remains engaged, opening the left power link, and the right clutch 90 is completely disengaged, cutting off the power connection between the right planetary gear set and the differential 50; at the same time, the left transmission assembly 60 and the right transmission assembly 70 remain disconnected, closing the direct transmission branch between the planetary carrier and the half-shaft, and all power is uniformly distributed and transmitted through the differential 50. Further, the vehicle power output by the left drive motor 10 is sequentially transmitted to the left rotor shaft 11, the left double planetary gear set (which completes deceleration and torque increase), the engaged left clutch 80, and the input end of the differential 50. Further, after the vehicle power enters the differential 50, the differential 50 automatically distributes torque according to the driving conditions, delivering it to the left half-shaft and the right half-shaft of the vehicle, ultimately driving the left and right wheels to rotate synchronously, ensuring the vehicle moves forward smoothly.

[0041] In another specific implementation, optionally, when the dual-motor coaxial control system is in the second single-motor centralized drive mode, the right drive motor 40 is in the working state, the left drive motor 10 is in the stopped state, the right clutch 90 is in the engaged state, the left clutch 80 is in the disengaged state, the left transmission assembly 60 and the right transmission assembly 70 are both in the disengaged state, and the vehicle power is transmitted to the left half-shaft and the right half-shaft of the vehicle through the differential 50, and then to the left wheel and the right wheel.

[0042] Understandably, when the dual-motor coaxial control system is in the second single-motor centralized drive mode, the vehicle controller issues control commands to switch each component of the system to its corresponding operating state: the right drive motor 40 starts and continuously operates to output power; when the drive motor is powered off and stops, the right clutch 90 remains engaged, opening the right power link; the left clutch 80 is completely disengaged, cutting off the power connection between the left planetary gear set and the differential 50; simultaneously, the left transmission assembly 60 and the right transmission assembly 70 remain disconnected, closing the direct transmission branch between the planetary carrier and the half-shaft, and all power is uniformly distributed and transmitted through the differential 50. The second single-motor centralized drive mode and the first single-motor centralized drive mode are structurally symmetrical, only switching to the right motor working and the left motor stopping; the control logic and power transmission process are completely consistent, and this invention will not elaborate further on this.

[0043] Therefore, this invention can meet the normal driving power requirements with only a single-sided motor. The left drive motor 10 and the right drive motor 40 can be matched with motors of different or the same power according to the needs of the whole vehicle. The left planetary gear set 20 and the right planetary gear set 30 can be matched with different or the same speed ratio according to the needs of the whole vehicle. The left and right transmission components 70 are completely disconnected, reducing the efficiency loss caused by power splitting. The motor with the best efficiency is selected to work according to the real-time operating conditions of the whole vehicle, realizing two-speed shifting without power interruption. The motor on the stopped side has no idling loss. The differential 50 still retains the differential function. When the vehicle turns, the wheels on both sides can generate a speed difference, which not only takes into account the smoothness and handling performance of daily driving, but also greatly reduces the power consumption of the system; thus achieving the best power consumption of the whole vehicle.

[0044] In another specific implementation, optionally, when the dual-motor coaxial control system is in the dual-motor distributed drive mode, both the left drive motor 10 and the right drive motor 40 are in working state, both the left clutch 80 and the right clutch 90 are in disengaged state, and both the left transmission assembly 60 and the right transmission assembly 70 are in engaged state. The vehicle power is transmitted to the left half-shaft and the right half-shaft of the vehicle through the left planetary carrier 24 and the right planetary carrier 34 respectively, and then to the left wheel and the right wheel.

[0045] Understandably, the dual-motor distributed drive mode is suitable for driving conditions such as wet and slippery roads, high-speed driving on curves, and off-road extrication, where independent torque distribution between the left and right wheels is required to improve driving stability and grip. Specifically, when the dual-motor coaxial control system is in dual-motor distributed drive mode, the vehicle controller issues control commands, and the various components of the system complete state switching: the left drive motor 10 and the right drive motor 40 start simultaneously and operate independently, and the two motors can output different torques according to road conditions; the left clutch 80 and the right clutch 90 are completely disengaged, completely cutting off the connection between the left and right planetary gear sets 30 and the central differential 50, and decoupling the torque coupling relationship between the two wheels; at the same time, the left transmission assembly 60 and the right transmission assembly 70 are switched to the engaged and locked state, opening the direct transmission channels between the left planetary carrier 24 and the left half-shaft of the vehicle, and between the right planetary carrier 34 and the right half-shaft of the vehicle. The left drive motor 10 generates power for the entire left vehicle and transmits it sequentially to the left rotor shaft 11, left sun gear 21, left double planetary gear 22, left planetary carrier 24, engaged left transmission assembly 60, left half-shaft and left wheel; the right drive motor 40 generates power for the entire right vehicle and transmits it sequentially to the right rotor shaft 41, right sun gear 31, right double planetary gear 32, right planetary carrier 34, engaged right transmission assembly 70, right half-shaft and right wheel. In this mode, the left and right transmission systems operate completely separately, and power is no longer distributed uniformly through the differential 50. The vehicle controller can adjust the output torque and speed of the left and right drive motors 40 in real time: when the vehicle is cornering, it can actively distribute more power to the outer wheel to optimize steering response; on icy and muddy roads, it can reduce the output torque of the wheel on the slipping side and increase the power of the wheel with traction to suppress wheel spinning; when the vehicle is stuck and getting out of trouble, it can apply a large torque to the wheel with stronger traction, which greatly improves the ability to pass through complex road conditions.

[0046] Therefore, this invention, on the one hand, can independently connect the left and right drive motors 40 to the differential 50 assembly through corresponding planetary gear sets and clutches, according to the overall vehicle development requirements. This allows for differentiated torque output to the left and right wheels, achieving torque vectoring control and dual-motor two-speed transmission. On the other hand, the planetary gear set mechanism on both sides of this invention reduces the motor output torque requirement, allowing for the selection of higher-speed, smaller high-speed motors. Compared to the traditional parallel-shaft dual-motor solution, reducing the arrangement of multiple parallel gears helps to reduce the axial and radial space of the drive system, achieving miniaturization and weight reduction of the electric drive assembly. Furthermore, the coaxial arrangement of the dual motors in this invention fully utilizes the Y-axis space of the vehicle, significantly reducing the X-axis size, facilitating the overall vehicle architecture layout and achieving vehicle weight reduction. This invention features a dual planetary gear transmission structure, enabling high-ratio power transmission. Moreover, this invention offers multiple driving modes, balancing the vehicle's economic performance, power performance, off-road capability, and ability to extricate itself from difficult situations, effectively optimizing the user's driving experience.

[0047] The present invention provides a vehicle including a dual-motor coaxial control system, wherein the dual-motor coaxial control system is the dual-motor coaxial control system provided by the present invention.

[0048] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A dual-motor coaxial control system, characterized in that, include: The drive motor assembly includes a left drive motor (10), a right drive motor (40), a left planetary gear set (20), and a right planetary gear set (30). The left drive motor (10) is connected to the first end of the left planetary gear set (20) via a left rotor shaft (11), and the second end of the left planetary gear set (20) is connected to a left clutch (80). The right drive motor (40) is connected to the first end of the right planetary gear set (30) via a right rotor shaft (41), and the second end of the right planetary gear set (30) is connected to a right clutch (90). The differential (50) assembly includes a differential (50), a left drive assembly (60), a right drive assembly (70), a left half-shaft of the vehicle, and a right half-shaft of the vehicle. The first end of the differential (50) is connected to the left clutch (80) and then to the left planetary gear set (20). The second end of the differential (50) is connected to the right clutch (90) and then to the right planetary gear set (30). The third and fourth ends of the differential (50) are respectively connected to the left half-shaft of the vehicle and the right half-shaft of the vehicle. The left half-shaft of the vehicle is provided with a left drive assembly (60), and the right half-shaft of the vehicle is provided with a right drive assembly (70).

2. The dual-motor coaxial control system according to claim 1, characterized in that, The left planetary gear set (20) includes the left planet carrier (24), the left sun gear (21), the left gear ring (23), and the left double planetary gear set (22); The first end of the left sun gear (21) is connected to the left rotor shaft (11), and the second end of the left sun gear (21) meshes with the external teeth of the left double planetary gear (22); The left double planetary gear (22) is connected to the left planetary carrier (24) and meshes with the internal teeth of the left gear ring (23); The left planetary carrier (24) is connected to the differential (50) via the left clutch (80) and to the left half-shaft of the vehicle via the left transmission assembly (60).

3. The dual-motor coaxial control system according to claim 2, characterized in that, The left drive motor (10), left rotor shaft (11) and left planetary gear set (20) are designed as a single shaft.

4. The dual-motor coaxial control system according to claim 2, characterized in that, The right planetary gear set (30) includes the right planet carrier (34), the right sun gear (31), the right ring gear (33), and the right double planetary gear set (32); The first end of the right sun gear (31) is connected to the right rotor shaft (41), and the second end of the right sun gear (31) meshes with the external teeth of the right double planetary gear (32); The right double planetary gear (32) is connected to the right planetary carrier (34) and meshes with the internal teeth of the right gear ring (33); The right planetary carrier (34) is connected to the differential (50) via the right clutch (90) and to the right half-shaft of the vehicle via the right transmission assembly (70).

5. The dual-motor coaxial control system according to claim 4, characterized in that, The right drive motor (40), right rotor shaft (41) and right planetary gear set (30) are designed as a single shaft.

6. The dual-motor coaxial control system according to claim 5, characterized in that, When the dual-motor coaxial control system is in the dual-motor centralized drive mode, the left drive motor (10) and the right drive motor (40) are both in working state, the left clutch (80) and the right clutch (90) are in the engaged state, the left transmission assembly (60) and the right transmission assembly (70) are both in the disengaged state, and the vehicle power is transmitted to the left half shaft and the right half shaft of the vehicle through the differential (50), and then to the left wheel and the right wheel.

7. The dual-motor coaxial control system according to claim 6, characterized in that, When the dual-motor coaxial control system is in the first single-motor centralized drive mode, the left drive motor (10) is in the working state, the right drive motor (40) is in the stopped state, the left clutch (80) is in the engaged state, the right clutch (90) is in the disengaged state, the left transmission assembly (60) and the right transmission assembly (70) are both in the disengaged state, and the vehicle power is transmitted to the left half shaft and the right half shaft of the vehicle through the differential (50), and then to the left wheel and the right wheel.

8. The dual-motor coaxial control system according to claim 6, characterized in that, When the dual-motor coaxial control system is in the second single-motor centralized drive mode, the right drive motor (40) is in the working state, the left drive motor (10) is in the stopped state, the right clutch (90) is in the engaged state, the left clutch (80) is in the disengaged state, the left transmission assembly (60) and the right transmission assembly (70) are both in the disengaged state, and the vehicle power is transmitted to the left half shaft and the right half shaft of the vehicle through the differential (50), and then to the left wheel and the right wheel.

9. The dual-motor coaxial control system according to claim 6, characterized in that, When the dual-motor coaxial control system is in the dual-motor distributed drive mode, the left drive motor (10) and the right drive motor (40) are both in working state, the left clutch (80) and the right clutch (90) are both in the disengaged state, the left transmission assembly (60) and the right transmission assembly (70) are both in the engaged state, and the vehicle power is transmitted to the left half shaft and the right half shaft of the vehicle through the left planetary carrier (24) and the right planetary carrier (34) respectively, and then to the left wheel and the right wheel.

10. A vehicle comprising a dual-motor coaxial control system, characterized in that, The dual-motor coaxial control system is the dual-motor coaxial control system according to any one of claims 1 to 9.

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