A tracked vehicle power plant with three motor multi-mode power coupling

Abstract

The application provides a three-motor multi-mode power coupling tracked vehicle power device, which comprises a first motor, a second motor, an auxiliary motor, a first planetary gear mechanism, a second planetary gear mechanism, a straight cone gear set and a steering cone gear set. The power transmission route of the auxiliary motor is changed by controlling the positions of first and second engaging sleeves. The power of the auxiliary motor and the first motor and the second motor is switched between torque coupling and rotational speed coupling by controlling the positions of third and fourth engaging sleeves. The three-motor multi-mode power coupling tracked vehicle power device can drive the motor and the auxiliary motor to work in straight driving and steering conditions, overcomes the motor power idle defect in the double-flow zero differential scheme, solves the single driving mode and steering power backflow problem in the traditional double-side motor independent driving scheme, meets the multi-mode driving switching demand, and improves the power and economy of the whole vehicle system.

Description

Technical Field

[0001] This invention relates to the field of tracked vehicle power unit technology, and in particular to a tracked vehicle power unit with three motors and multi-mode power coupling. Background Technology

[0002] Compared to wheeled vehicles, tracked vehicles offer advantages such as better traction, lower ground pressure, stronger obstacle-crossing and hill-climbing capabilities, and superior power performance, making them widely used in military equipment, emergency rescue, engineering machinery, and field agriculture. Compared to traditional mechanical transmissions, the electric transmission in tracked vehicles eliminates many mechanical and hydraulic components, allowing for flexible overall layout and offering advantages such as low noise, good low-speed performance, ease of modular design, and stepless speed regulation.

[0003] The mainstream solutions for existing tracked vehicle electromechanical hybrid power systems mainly include two types: dual-side motor drive and dual-flow zero-differential drive. The dual-side motor drive system achieves straight-line driving and differential steering by separately controlling the speeds of the left and right drive motors. However, it suffers from power backflow during steering, placing high demands on the power rating and overload capacity of the drive motors. The dual-flow zero-differential drive system mechanically solves the power backflow problem during steering through a planetary converging mechanism and a zero-axis. However, the power of the steering motor cannot be effectively utilized during straight-line driving, and the power of the drive motor also cannot be effectively utilized during steering.

[0004] To address the issues of power backflow in dual-motor drive systems during steering and low motor power utilization in dual-flow zero-differential systems, this invention provides a three-motor, multi-mode power coupling tracked vehicle power unit. This unit can switch to the appropriate power mode according to complex and changing driving and operational needs. The auxiliary motor can couple with the drive motor to achieve joint drive in both straight-line driving and steering conditions. In straight-line driving, the auxiliary motor and drive motor can work together to output power, preventing the auxiliary motor from being idle. In steering conditions, the auxiliary motor participates in steering power transmission, mechanically preventing steering power backflow. Summary of the Invention

[0005] A three-motor multi-mode power coupling power unit for tracked vehicles is designed. The power transmission path can be switched by adjusting the working state of the coupling sleeve in the shift synchronizer. In view of the complex and ever-changing working conditions of tracked vehicles, the power coupling mode of the auxiliary motor and the drive motor can switch between speed coupling and torque coupling modes to meet the operational needs of tracked vehicles.

[0006] To achieve the above objectives, the present invention adopts the following technical solution: A tracked vehicle power unit with three motors and multi-mode power coupling is characterized in that it includes: a first motor (1), a second motor (4), an auxiliary motor (2), a first planetary gear mechanism, a second planetary gear mechanism, a straight bevel gear set (17), a steering bevel gear set (3), a first shift synchronizer, a second shift synchronizer, a third shift synchronizer, and a fourth shift synchronizer. The first planetary gear mechanism includes a first sun gear (25), a first planet carrier (24), and a first ring gear (26); the second planetary gear mechanism includes a second sun gear (9), a second planet carrier (10), and a second ring gear (8). The output end of the first motor (1) engages with gear (27) and gear (29) respectively through the position change of the third engagement sleeve (28). The brake (23) is set on the first planetary carrier (24). The left drive wheel is connected to the left side of the first gear ring (26). The output end of the second motor (4) is engaged with the gear (5) and the gear (7) respectively through the position change of the fourth engagement sleeve (6). The brake (11) is set on the second planetary carrier (10). The right side of the second gear ring (8) is connected to the right drive wheel. The output end of the auxiliary motor (2) is connected to the first shift synchronizer and the second shift synchronizer respectively through the straight bevel gear set (17) or the steering bevel gear set (3). The output gear (21) in the first shift synchronizer meshes with the gear (22), and the gear (22) is arranged coaxially with the first sun gear (25). The output gear (13) in the second shift synchronizer meshes with the gear (12), and the gear (12) is arranged coaxially with the second sun gear (9). In the first gear shift synchronizer, the state when the first engagement sleeve (19) engages with the gear (20) is defined as position one, and the power is input by the steering bevel gear set (3); the state when it engages with the gear (18) is defined as position two, and the power is input by the straight bevel gear set (17); the intermediate state when it does not engage with the gear is defined as position zero, and it does not participate in power transmission, that is, the auxiliary motor (2) does not work at this time; In the second gear shift synchronizer (15), the state when the second engagement sleeve (15) engages with the gear (14) is defined as position one, and the power is input by the steering bevel gear set (3); the state when it engages with the gear (16) is defined as position two, and the power is input by the straight bevel gear set (17); the intermediate state when it does not engage with the gear is defined as position zero, and it does not participate in power transmission, that is, the auxiliary motor (2) does not work at this time; The third shift synchronizer selectively engages with gear (27) or gear (29) by changing the position of the third engagement sleeve (28). When the third engagement sleeve (28) engages with gear (27), the state is defined as position one, which enables speed coupling between the auxiliary motor (2) and the first motor (1). When the third engagement sleeve (28) connects with gear (29), the state is defined as position two, which enables torque coupling between the auxiliary motor (2) and the first motor (1). The fourth shift synchronizer selectively engages with gear (27) or gear (29) by changing the position of the fourth engagement sleeve (28). 6) The position is selectively engaged with gear (5) or gear (7). When the fourth engagement sleeve (6) is connected with gear (7), the state is defined as position one, which can realize the speed coupling between the power of auxiliary motor (2) and the power of second motor (4). When the fourth engagement sleeve (6) is engaged with gear (5), the state is defined as position two, which can realize the torque coupling between the power of auxiliary motor (2) and the power of second motor (4). The intermediate state when the third engagement sleeve (28) and the fourth engagement sleeve (6) are not engaged with gears is defined as position zero, which does not participate in power transmission. The fixed part of the first brake (23) is fixed to the housing of the first planetary gear mechanism by bolts, and the locking part is connected to the first planetary carrier (24) by splines to realize the movement and locking of the first planetary carrier (24); the fixed part of the second brake (11) is fixed to the housing of the second planetary gear mechanism by bolts, and the locking part is connected to the second planetary carrier (10) by splines to realize the movement and locking of the second planetary carrier (10); Furthermore, the gears (5), (7), (14), (16), (18), (20), (27), and (29) are all loosely fitted on the shaft, and are fixed to the shaft after the synchronizer is engaged; Furthermore, the first sun gear (25), gear (22), gear (12), and second sun gear (9) are arranged with their rotation centers collinear from left to right; Furthermore, a tracked vehicle power unit with three motors and multi-mode power coupling includes the following multiple driving modes: Straight driving mode 1: The first motor (1), the second motor (4) and the auxiliary motor (2) are all in working state, the first coupling sleeve (19), the second coupling sleeve (15), the third coupling sleeve (28) and the fourth coupling sleeve (6) are in position two, the brake (23) (11) are in working state, the straight driving mode 1 adopts three motor drive and the power is output in the form of torque coupling, which is suitable for low speed and high torque power demand under working conditions such as starting, acceleration and climbing. Straight driving mode 2: The first motor (1) and the second motor (4) are in working condition, the auxiliary motor is not working, the first coupling sleeve (19) and the second coupling sleeve (15) are in position zero, the third coupling sleeve (28) and the fourth coupling sleeve (6) are in position one, and the brakes (23) and (11) are not working; Straight driving mode 2 is driven by two motors and is suitable for the power demand of small and medium power under straight driving conditions. Straight driving mode 3: The first motor (1), the second motor (4) and the auxiliary motor (2) are all in working state, the first coupling sleeve (19) and the second coupling sleeve (15) are in position two, the third coupling sleeve (28) and the fourth coupling sleeve (6) are in position one, and the brakes (23) and (11) are in non-working state. Straight driving mode 3 adopts three-motor drive and outputs power in the form of speed coupling, which is suitable for the high power demand under straight driving. Dynamic steering mode 1: The first motor (1), the second motor (4) and the auxiliary motor (2) are all in working state, the first coupling sleeve (19) is in position zero, the second coupling sleeve (15), the third coupling sleeve (28) and the fourth coupling sleeve (6) are in position two, the brake (23) (11) are in working state, dynamic steering mode 1 is dynamic left steering mode (torque coupling), this mode uses three motors to drive, the power is output in the form of torque coupling, and it is suitable for low speed and small radius left steering conditions; Dynamic steering mode 2: The first motor (1), the second motor (4) and the auxiliary motor (2) are all in working state, the first coupling sleeve (19) is in position zero, the second coupling sleeve (15) is in position two, the third coupling sleeve (28) and the fourth coupling sleeve (6) are in position one, and the brakes (23) and (11) are in non-working state. Dynamic steering mode 2 is a dynamic left steering mode (speed coupling). This mode uses three motors to drive, and the power is output in the form of speed coupling. It is suitable for high-speed and large-radius left steering conditions. Dynamic steering mode 3: The first motor (1), the second motor (4) and the auxiliary motor (2) are all in working state, the second engagement sleeve (15) is in position zero, the first engagement sleeve (19), the third engagement sleeve (28) and the fourth engagement sleeve (6) are in position two, the brake (23) (11) are in working state, dynamic steering mode 3 is dynamic right steering mode (torque coupling), this mode uses three motors to drive, the power is output in the form of torque coupling, and it is suitable for low speed and small radius right steering conditions; Dynamic steering mode 4: The first motor (1), the second motor (4) and the auxiliary motor (2) are all in working state, the second coupling sleeve (15) is in position zero, the first coupling sleeve (19) is in position two, the third coupling sleeve (28) and the fourth coupling sleeve (6) are in position one, and the brakes (23) and (11) are in non-working state. Dynamic steering mode 4 is a dynamic right steering mode (speed coupling). This mode uses three motors to drive, and the power is output in the form of speed coupling. It is suitable for high-speed and large-radius right steering conditions. Stationary turning driving mode: The first motor (1), the second motor (4) and the auxiliary motor (2) are all in working state, the first coupling sleeve (19) and the second coupling sleeve (15) are in position one, the third coupling sleeve (28) and the fourth coupling sleeve (6) are in position two, and the brake (23) (11) are in working state.

[0007] Compared with existing traditional dual-motor independent drive schemes and dual-flow zero-differential schemes, this invention has the following advantages: 1. The present invention provides a three-motor multi-mode power coupling tracked vehicle power unit, which adopts an all-electric drive form, simplifies the gearbox, mechanical steering mechanism and other components in traditional fuel-powered tracked vehicles, and has a flexible overall layout. By controlling the working position of the engagement sleeve in each shift synchronizer, the power input source and transmission path of the whole vehicle can be adjusted in real time, realizing dynamic switching between multiple power coupling modes. While meeting complex and variable working conditions, it enables each drive motor to work in the high-efficiency range, thereby comprehensively improving the vehicle's power and economy.

[0008] 2. The tracked vehicle power unit of the present invention, which is a three-motor multi-mode power coupling, can selectively switch between dynamic left-turn mode (torque coupling), dynamic left-turn mode (speed coupling), dynamic right-turn mode (torque coupling), dynamic right-turn mode (speed coupling), and stationary turning mode according to the actual turning radius requirements. By selectively choosing torque coupling or speed coupling mode, the system can give full play to the technical advantages of the two coupling mechanisms in different turning scenarios, and achieve high efficiency and smoothness in the turning process.

[0009] 3. The tracked vehicle power unit of the present invention, which is a three-motor multi-mode power coupling, adopts a three-motor power configuration of two drive motors on the left and right and one auxiliary motor. It not only effectively solves the problems of single drive mode and power backflow in steering conditions in the traditional dual-motor independent drive scheme, but also overcomes the defects of low motor power utilization in the dual-flow zero-differential scheme. By selecting appropriate power distribution and coupling modes according to the working conditions, the power utilization efficiency of each motor system can be effectively improved, and the efficiency of the whole vehicle power system can be optimized.

[0010] 4. The present invention provides a three-motor multi-mode power coupling tracked vehicle power unit. When the first motor and the second motor on the left and right sides fail, the auxiliary motor can be connected for a short time to provide the required driving force for the whole vehicle, so that the vehicle has a certain fault tolerance in the face of emergency situations. Attached Figure Description

[0011] Figure 1 A schematic diagram of the structure of a tracked vehicle power unit with three motors and multi-mode power coupling according to the present invention. Figure 2 A schematic diagram of the power transmission route in straight-line driving mode 1 in an embodiment of the present invention. Figure 3 A schematic diagram of the power transmission route in straight-line driving mode 2 in an embodiment of the present invention. Figure 4 A schematic diagram of the power transmission route in straight-line driving mode 3 in an embodiment of the present invention. Figure 5 A schematic diagram of the power transmission route for dynamic steering driving mode 1 in an embodiment of the present invention. Figure 6 A schematic diagram of the power transmission route for dynamic steering driving mode 2 in an embodiment of the present invention. Figure 7 A schematic diagram of the power transmission route for dynamic steering driving mode 3 in an embodiment of the present invention. Figure 8 A schematic diagram of the power transmission route for dynamic steering driving mode 4 in an embodiment of the present invention. Figure 9 A schematic diagram of the power transmission route in the stationary turning driving mode in an embodiment of the present invention. Detailed Implementation

[0012] The present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments. The accompanying drawings are for illustrative purposes only, representing schematic diagrams rather than actual physical objects, and should not be construed as limiting the invention. To better illustrate the embodiments of the invention, some parts in the drawings may be omitted, enlarged, or reduced, and do not represent the actual dimensions of the product.

[0013] like Figure 1As shown, a tracked vehicle power unit with three motors and multi-mode power coupling includes a first motor (1), a second motor (4), an auxiliary motor (2), a first planetary gear mechanism, a second planetary gear mechanism, a straight bevel gear set (17), a steering bevel gear set (3), a first coupling sleeve (19), a second coupling sleeve (15), a third coupling sleeve (28), and a fourth coupling sleeve (6); wherein, the first planetary gear mechanism includes a first sun gear (25), a first planet carrier (24), and a first gear ring (26); the second planetary gear mechanism includes a second sun gear (9), a second planet carrier (10), and a second gear ring (8); the output end of the first motor (1) is connected to the first planetary gear mechanism (26) via the second planetary gear mechanism (27), a steering bevel gear set (3), a first coupling sleeve (19), a second coupling sleeve (15), a third coupling sleeve (28), and a fourth coupling sleeve (6); wherein, the first planetary gear mechanism includes a first sun gear (25), a first planet carrier (24), and a first gear ring (26); the second planetary gear mechanism includes a second sun gear (9), a second planet carrier (10), and a second gear ring (8); the output end of the first motor (1) is connected to the first planetary gear mechanism (27), a second planetary gear mechanism (28), a third planetary gear mechanism (29), a fourth coupling sleeve (28), and a fifth planetary gear mechanism (29). The three engagement sleeves (28) change position and engage with gears (27) and (29) respectively; the brake (23) is set on the first planetary carrier (24); the left side of the first gear ring (26) is connected to the left drive wheel; the output end of the second motor (4) engages with gears (5) and (7) respectively through the position change of the fourth engagement sleeve (6); the brake (11) is set on the second planetary carrier (10), and the right side of the second gear ring (8) is connected to the right drive wheel; the output end of the auxiliary motor (2) is connected to the straight bevel gear set (17) and the steering bevel gear set (3), and the power input route is determined by the position change of the first engagement sleeve (19) and the second engagement sleeve (15).

[0014] The first engagement sleeve (19) and the second engagement sleeve (15) can switch to position zero, position one and position two in axial movement to select the power input source. When the engagement sleeve is in position zero, it does not engage with the gear and the auxiliary motor (2) does not participate in the power output. When the engagement sleeve is in position one, it engages with the gears (20) and (14) respectively, and the power is input by the steering bevel gear set (3). When the engagement sleeve is in position two, it engages with the gears (18) and (16) respectively, and the power is input by the straight bevel gear set.

[0015] The third coupling sleeve (28) and the fourth coupling sleeve (6) can be moved between shafts to switch to position zero, position one, and position two to select the power coupling mode. When the coupling sleeve is in position zero, the power of the first motor (1) and the second motor (4) is not output. When the coupling sleeve is in position one, it engages with gear (27) and gear (7) respectively, and the power output by the first motor (1) and the second motor (4) is coupled with the power output by the auxiliary motor (2) in terms of speed. When the coupling sleeve is in position two, it engages with gear (29) and gear (5) respectively, and the power output by the first motor (1) and the second motor (4) is coupled with the power output by the auxiliary motor (2) in terms of torque.

[0016] The working status of the power source and the actuator under each working mode is shown in Table 1. Among them, M1 is the first motor (1), M2 is the second motor (4), M3 is the auxiliary motor (2), S1 is the first coupling sleeve (19), S2 is the second coupling sleeve (15), S3 is the third coupling sleeve (28), S4 is the fourth coupling sleeve (6), B1 is the brake (23), and B2 is the brake (11). For details of each mode, please refer to Table 1.

[0017] Table 1. Appendix of Operating Modes and Components

[0018] Straight driving mode 1: The first motor (1), the second motor (4) and the auxiliary motor (2) are all in working state, the first coupling sleeve (19), the second coupling sleeve (15), the third coupling sleeve (28) and the fourth coupling sleeve (6) are in position two, the brakes (23) and (11) are all in working state, the first planetary carrier (24) is fixed by the brake (23), and the second planetary carrier (10) is fixed by the brake (11). The first engagement sleeve (19) engages with the gear (18), the second engagement sleeve (15) engages with the gear (16), and the power of the auxiliary motor (2) is input through the straight bevel gear set (17). The third engagement sleeve (28) engages with the gear (29), and the fourth engagement sleeve (6) engages with the gear (5). The power of the auxiliary motor (2) is torque-coupled with the power of the first motor (1) and the second motor (4) respectively, and then output to the first sun gear (25) and the second sun gear (9). After being reduced in speed and increased in torque by the first planetary mechanism and the second planetary mechanism, the power is output to the left drive wheel by the first gear ring (26) and to the right drive wheel by the second gear ring (8). In this working mode, the needs of vehicle starting, acceleration and climbing can be better met. Its power transmission route is as follows: Figure 2 As shown.

[0019] Straight-line driving mode 2: The first motor (1) and the second motor (4) are in working condition, the auxiliary motor (2) is in non-working condition, the first engagement sleeve (19) and the second engagement sleeve (15) are in position zero, the third engagement sleeve (28) and the fourth engagement sleeve (6) are in position one, and the brakes (23) and (11) are in non-working condition. The third engagement sleeve (28) engages with the gear (27), and the power output from the first motor (1) is input to the first planetary carrier (24), and output to the left drive wheel through the first gear ring (26); the fourth engagement sleeve (6) engages with the gear (7), and the power output from the second motor (4) is input to the second planetary carrier (10), and output to the right drive wheel through the second gear ring (8). This working mode can meet the needs of medium and low speed driving conditions, and its power transmission route is as follows. Figure 3 As shown.

[0020] Straight driving mode 3: The first motor (1), the second motor (4) and the auxiliary motor (2) are all in working state, the first coupling sleeve (19) and the second coupling sleeve (15) are in position two, the third coupling sleeve (28) and the fourth coupling sleeve (6) are in position one, and the brake (23) (11) are in non-working state. The first engagement sleeve (19) engages with the gear (18), the second engagement sleeve (15) engages with the gear (16), and the power of the auxiliary motor (2) is input through the straight bevel gear set (17), and the power is transmitted to the first sun gear (25) and the second sun gear (9) respectively. The third engagement sleeve (28) engages with the gear (27), and the power output of the first motor (1) is input to the first planetary carrier (24), and the power of the auxiliary motor (2) is coupled at the first sun gear (25) and output from the first gear ring (26) to the left drive wheel. The fourth engagement sleeve (6) engages with the gear (7), and the power output of the second motor (4) is input to the second planetary carrier (10), and the power of the auxiliary motor (2) is coupled at the second sun gear (9) and output from the second gear ring (8) to the right drive wheel. This working mode can meet the needs of full-power high-speed driving conditions, and its power transmission route is as follows. Figure 4 As shown.

[0021] Dynamic Steering Mode 1: The first motor (1), the second motor (4), and the auxiliary motor (2) are all in working condition. The first engagement sleeve (19) is in position zero, and the second engagement sleeve (15), the third engagement sleeve (28), and the fourth engagement sleeve (6) are in position two. The brakes (23) and (11) are in working condition. The second engagement sleeve (15) engages with the gear (16), and the power of the auxiliary motor (2) is input through the straight bevel gear set (17). The third engagement sleeve (18) engages with the gear (29), and the power output by the first motor (1) is input to the first sun gear (25), and then output to the left drive wheel by the first gear ring (26). The fourth engagement sleeve (6) engages with the gear (5), and the power output by the second motor (4) is input to the second sun gear (9) and torque-coupled with the power transmitted by the gear (13), and output to the right drive wheel by the second gear ring (8). Dynamic Steering Mode 1 is a dynamic left-turn mode (torque coupling). This mode uses a three-motor drive system, with power output in torque coupling form. It is suitable for low-speed, small-radius left-turn conditions. Its power transmission route is as follows: Figure 5 As shown.

[0022] Dynamic Steering Mode 2: The first motor (1), the second motor (4), and the auxiliary motor (2) are all in working condition. The first engagement sleeve (19) is in position zero, the second engagement sleeve (15) is in position two, the third engagement sleeve (28) and the fourth engagement sleeve (6) are in position one, and the brakes (23) and (11) are in a non-working state. The second engagement sleeve (15) engages with the gear (16), and the power of the auxiliary motor (2) is input through the straight bevel gear set (17); the third engagement sleeve (28) engages with the gear (27), and the power output by the first motor (1) is input to the first planetary carrier (24), and then output to the left drive wheel by the first gear ring (26); the fourth engagement sleeve (6) engages with the gear (7), and the power output by the second motor (4) is input to the second planetary carrier (10) and coupled with the power transmitted by the gear (12) in rotational speed, and output to the right drive wheel by the second gear ring (8). Dynamic Steering Mode 2 is a dynamic left-turn mode (speed coupling). This mode uses a three-motor drive, with power output in a speed coupling manner. It is suitable for high-speed, large-radius left-turn conditions. Its power transmission route is as follows: Figure 6 As shown.

[0023] Dynamic Steering Mode 3: The first motor (1), the second motor (4), and the auxiliary motor (2) are all in working condition. The second engagement sleeve (15) is in position zero, and the first engagement sleeve (19), the third engagement sleeve (28), and the fourth engagement sleeve (6) are in position two. The brakes (23) and (11) are in working condition. The first engagement sleeve (19) engages with the gear (18), and the power of the auxiliary motor (2) is input through the straight bevel gear set (17). The third engagement sleeve (28) engages with the gear (29), and the power output by the first motor (1) is input to the first sun gear (25) and torque-coupled with the power transmitted by the gear (21), and output to the left drive wheel through the first gear ring (26). The fourth engagement sleeve (6) engages with the gear (5), and inputs the power output by the second motor (4) to the second sun gear (9), and outputs to the right drive wheel through the second gear ring (8). Dynamic Steering Mode 3 is a dynamic right-turn mode (torque coupling). This mode uses a three-motor drive, with power output in torque coupling form. It is suitable for low-speed, small-radius right-turn conditions. Its power transmission route is as follows: Figure 7 As shown.

[0024] Dynamic steering mode 4: The first motor (1), the second motor (4) and the auxiliary motor (2) are all in working state, the second engagement sleeve (15) is in position zero, the first engagement sleeve (19) is in position two, the third engagement sleeve (28) and the fourth engagement sleeve (6) are in position one, and the brakes (23) and (11) are in a non-working state. The first engagement sleeve (19) engages with the gear (18), and the power of the auxiliary motor (2) is input through the straight bevel gear set (17); the third engagement sleeve (28) engages with the gear (27), inputs the power output by the first motor (1) into the first planetary carrier (24) and couples the speed with the power transmitted by the gear (22), and outputs it to the left drive wheel through the first gear ring (26); the fourth engagement sleeve (6) engages with the gear (7), inputs the power output by the second motor (4) into the second planetary carrier (10), and outputs it to the right drive wheel through the second gear ring (8). Dynamic Steering Mode 4 is a dynamic right-turn mode (speed coupling). This mode uses a three-motor drive, with power output in a speed coupling manner. It is suitable for high-speed, large-radius right-turn conditions. Its power transmission route is as follows: Figure 8 As shown.

[0025] In stationary turning driving condition: the first motor (1), the second motor (4) and the auxiliary motor (2) are all in working condition, the first coupling sleeve (19) and the second coupling sleeve (15) are in position one, the third coupling sleeve (28) and the fourth coupling sleeve (6) are in position two, the brake (23) (11) are in working condition, the first planetary carrier (24) is fixed by the brake (23), and the second planetary carrier (10) is fixed by the brake (11). The first engagement sleeve (19) engages with the gear (20), the second engagement sleeve (15) engages with the gear (14), and the power of the auxiliary motor (2) is input through the steering bevel gear set (3). The third engagement sleeve (28) engages with the gear (29), and the fourth engagement sleeve (6) engages with the gear (5), thus coupling the power of the first motor (1) and the second motor (4) with the power of the auxiliary motor (2) to the first sun gear (25) and the second sun gear (9), respectively. After being reduced in speed and increased in torque by the first planetary mechanism and the second planetary mechanism, the power is output from the first gear ring (26) to the left drive wheel and from the second gear ring (8) to the right drive wheel, respectively. In this working mode, the high torque requirement of the drive wheel under stationary turning conditions can be met. Its power transmission route is as follows: Figure 9 As shown.

[0026] The embodiments described above are merely preferred embodiments of the present invention and are not intended to limit the scope of the present invention. It should be noted that those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions in the foregoing embodiments without departing from the technical principles of the present invention; and these modifications and equivalent substitutions, which do not depart from the technical principles and solutions of the present invention, should all fall within the protection scope of the present invention.

Claims

1. A tracked vehicle power unit with three motors and multi-mode power coupling, characterized in that, include: First motor (1), second motor (4), auxiliary motor (2), first planetary gear mechanism, second planetary gear mechanism, straight bevel gear set (17), steering bevel gear set (3), first shift synchronizer, second shift synchronizer, third shift synchronizer, fourth shift synchronizer; The first planetary gear mechanism includes a first sun gear (25), a first planet carrier (24), and a first ring gear (26); the second planetary gear mechanism includes a second sun gear (9), a second planet carrier (10), and a second ring gear (8). The output end of the first motor (1) is connected to the first planetary carrier (24) and the gear (22) respectively through the position change of the third shift synchronizer. The brake (23) is set on the first planetary carrier (24). The left drive wheel is connected to the left side of the first gear ring (26). The output end of the second motor (4) is connected to the second planetary carrier (10) and the gear (12) respectively through the position change of the fourth shift synchronizer (6). The brake (11) is set on the second planetary carrier (10). The right side of the second gear ring (8) is connected to the right drive wheel. The output end of the auxiliary motor (2) is connected to the first shift synchronizer and the second shift synchronizer respectively through the straight bevel gear set (17) or the steering bevel gear set (3). The output gear (21) in the first shift synchronizer meshes with the gear (22), and the gear (22) is coaxially arranged with the first sun gear (25). The output gear (13) in the second shift synchronizer (15) meshes with the gear (12), and the gear (12) is coaxially arranged with the second sun gear (9). The first and second shift synchronizers selectively connect to the straight bevel gear set (17) or the steering bevel gear set (3) by changing the positions of the first engagement sleeve (19) and the second engagement sleeve (15). When the first engagement sleeve (19) and the second engagement sleeve (15) are located at the gear (18) and the gear (16) respectively, they are connected to the straight bevel gear set (17); when the first engagement sleeve (19) and the second engagement sleeve (15) are located at the gear (20) and the gear (14) respectively, they are connected to the steering bevel gear set (3). In the first gear shift synchronizer, the state when the first engagement sleeve (19) engages with the gear (20) is defined as position one, the state when it engages with the gear (18) is defined as position two, and the intermediate state when it does not engage with the gear is defined as position zero; in the second gear shift synchronizer, the state when the second engagement sleeve (15) engages with the gear (14) is defined as position one, the state when it engages with the gear (16) is defined as position two, and the intermediate state when it does not engage with the gear is defined as position zero; The third shift synchronizer selectively engages with gear (27) or gear (29) by changing the position of the third engagement sleeve (28). When the third engagement sleeve (28) engages with gear (27), the speed coupling between the auxiliary motor (2) and the first motor (1) can be realized. When the third engagement sleeve (28) engages with gear (29), the torque coupling between the auxiliary motor (2) and the first motor (1) can be realized. The fourth gear shift synchronizer selectively engages with the gear (7) or gear (5) by changing the position of the fourth engagement sleeve (6). When the fourth engagement sleeve (6) is connected to the gear (7), the speed coupling between the auxiliary motor (2) and the second motor (4) can be realized. When the fourth engagement sleeve (6) is connected to the gear (5), the torque coupling between the auxiliary motor (2) and the second motor (4) can be realized. In the third shift synchronizer, the state when the third engagement sleeve (28) engages with the gear (27) is defined as position one, the state when it engages with the gear (29) is defined as position two, and the intermediate state when it does not engage with the gear is defined as position zero; in the fourth shift synchronizer, the state when the fourth engagement sleeve (6) engages with the gear (7) is defined as position one, the state when it engages with the gear (5) is defined as position two, and the intermediate state when it does not engage with the gear is defined as position zero.

2. The tracked vehicle power unit with three-motor multi-mode power coupling according to claim 1, characterized in that: The first sun gear (25), gear (22), gear (12), and second sun gear (9) are arranged in a collinear manner from left to right.

3. The tracked vehicle power unit with three-motor multi-mode power coupling according to claim 1, characterized in that: The fixed part of the first brake (23) is fixed to the housing of the first planetary gear mechanism by bolts, and the locking part is connected to the first planetary carrier (24) by splines to realize the movement and locking of the first planetary carrier (24); the fixed part of the second brake (11) is fixed to the housing of the second planetary gear mechanism by bolts, and the locking part is connected to the second planetary carrier (10) by splines to realize the movement and locking of the second planetary carrier (10).

4. The tracked vehicle power unit with three-motor multi-mode power coupling according to claim 1, characterized in that: The gears (5), (7), (14), (16), (18), (20), (27), and (29) are all loosely fitted on the shaft, and are fixed to the shaft after the synchronizer is engaged.

5. The tracked vehicle power unit with three-motor multi-mode power coupling according to claim 1, characterized in that: The first and second coupling sleeves (19 and 15) select the path of power input to the auxiliary motor by moving their positions. When the first and second coupling sleeves (19 and 15) are in position one, the power is input by the steering bevel gear set; when the first and second coupling sleeves (19 and 15) are in position two, the power is input by the straight bevel gear set; when the first and second coupling sleeves (19 and 15) are in position zero, they do not participate in power transmission, that is, the auxiliary motor does not work at this time. The third coupling sleeve (28) and the fourth coupling sleeve (6) switch between two coupling modes, speed coupling and torque coupling, by moving their positions. When the third coupling sleeve (28) and the fourth coupling sleeve (6) are in position one, the power coupling mode is speed coupling; when the third coupling sleeve (28) and the fourth coupling sleeve (6) are in position two, the power coupling mode is torque coupling; when the third coupling sleeve (28) and the fourth coupling sleeve (6) are in position zero, they do not participate in power transmission.

6. A tracked vehicle power unit with three-motor multi-mode power coupling according to claims 1-5, characterized in that: It includes multiple driving modes such as Straight Driving Mode 1, Straight Driving Mode 2, Straight Driving Mode 3, Dynamic Steering Mode 1, Dynamic Steering Mode 2, Dynamic Steering Mode 3, Dynamic Steering Mode 4, and Stationary Steering Mode.

7. Straight driving mode 1: The first motor (1), the second motor (4) and the auxiliary motor (2) are all in working state, the first coupling sleeve (19), the second coupling sleeve (15), the third coupling sleeve (28) and the fourth coupling sleeve (6) are in position two, the brake (23) (11) are in working state, the straight driving mode 1 adopts three motor drive and the power is output in the form of torque coupling, which is suitable for low speed and high torque power demand under working conditions such as starting, acceleration and climbing. Straight driving mode 2: The first motor (1) and the second motor (4) are in working condition, the auxiliary motor is not working, the first coupling sleeve (19) and the second coupling sleeve (15) are in position zero, the third coupling sleeve (28) and the fourth coupling sleeve (6) are in position one, and the brakes (23) and (11) are not working; Straight driving mode 2 is driven by two motors and is suitable for the power demand of small and medium power under straight driving conditions. Straight driving mode 3: The first motor (1), the second motor (4) and the auxiliary motor (2) are all in working state, the first coupling sleeve (19) and the second coupling sleeve (15) are in position two, the third coupling sleeve (28) and the fourth coupling sleeve (6) are in position one, and the brakes (23) and (11) are in non-working state. Straight driving mode 3 adopts three-motor drive and outputs power in the form of speed coupling, which is suitable for the high power demand under straight driving. Dynamic steering mode 1: The first motor (1), the second motor (4) and the auxiliary motor (2) are all in working state, the first coupling sleeve (19) is in position zero, the second coupling sleeve (15), the third coupling sleeve (28) and the fourth coupling sleeve (6) are in position two, the brake (23) (11) are in working state, dynamic steering mode 1 is dynamic left steering mode (torque coupling), this mode uses three motors to drive, the power is output in the form of torque coupling, and it is suitable for low speed and small radius left steering conditions; Dynamic steering mode 2: The first motor (1), the second motor (4) and the auxiliary motor (2) are all in working state, the first coupling sleeve (19) is in position zero, the second coupling sleeve (15) is in position two, the third coupling sleeve (28) and the fourth coupling sleeve (6) are in position one, and the brakes (23) and (11) are in non-working state. Dynamic steering mode 2 is a dynamic left steering mode (speed coupling). This mode uses three motors to drive, and the power is output in the form of speed coupling. It is suitable for high-speed and large-radius left steering conditions. Dynamic steering mode 3: The first motor (1), the second motor (4) and the auxiliary motor (2) are all in working state, the second engagement sleeve (15) is in position zero, the first engagement sleeve (19), the third engagement sleeve (28) and the fourth engagement sleeve (6) are in position two, the brake (23) (11) are in working state, dynamic steering mode 3 is dynamic right steering mode (torque coupling), this mode uses three motors to drive, the power is output in the form of torque coupling, and it is suitable for low speed and small radius right steering conditions; Dynamic steering mode 4: The first motor (1), the second motor (4) and the auxiliary motor (2) are all in working state, the second coupling sleeve (15) is in position zero, the first coupling sleeve (19) is in position two, the third coupling sleeve (28) and the fourth coupling sleeve (6) are in position one, and the brakes (23) and (11) are in non-working state. The dynamic right steering mode (speed coupling) is driven by three motors, and the power is output in the form of speed coupling, which is suitable for high-speed and large-radius right steering conditions. Stationary turning driving mode: The first motor (1), the second motor (4) and the auxiliary motor (2) are all in working state, the first coupling sleeve (19) and the second coupling sleeve (15) are in position one, the third coupling sleeve (28) and the fourth coupling sleeve (6) are in position two, and the brake (23) (11) are in working state.

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