Dual-motor drive axle and vehicle

Abstract

The utility model relates to the technical field of automobile power assemblies, in particular to a dual-motor drive axle which comprises a first motor assembly, a second motor assembly, a differential mechanism assembly and a gear shifting mechanism, power of at least one of the first motor assembly and the second motor assembly is input into the differential mechanism assembly through the gear shifting mechanism, and the differential mechanism assembly is connected with the first motor assembly. The gear shifting mechanism is installed on a motor shaft of the second motor assembly or a differential mechanism shell of the differential mechanism assembly, the differential mechanism assembly is provided with a first half shaft, the motor shaft is hollow, the motor shaft and the first half shaft are coaxially arranged, the first half shaft penetrates through the motor shaft, and the second half shaft penetrates through the first half shaft. The first motor assembly and the second motor assembly are arranged in a non-coaxial mode. According to the drive axle, the offset weight can be reduced, the structural strength is improved, and the service life of the drive axle is prolonged. The utility model further discloses a vehicle.

Description

Technical Field

[0001] The utility model relates to the technical field of automobile power assembly, in particular to a dual-motor drive axle and a vehicle. Background Art

[0002] New energy vehicles are receiving more and more attention from the country. With the iterative development of electric drive technology for medium and heavy commercial vehicles, the integrated electric drive axle system has gradually become the mainstream drive form for the new generation of medium and heavy commercial vehicles.

[0003] The prior art discloses a dual-motor electric drive axle, in which a shift mechanism is arranged on the second-stage reduction gear of the parallel-axis motor, and there is no shift mechanism on the reduction gear of the coaxial motor. Regardless of whether the left gear or the right gear is engaged, the drive axle is a two-stage reduction gear, and the reduction gears are arranged on both sides, making the bridge package very large.

[0004] The two motors first slow down separately and finally act together on the differential. However, since the shift mechanism is arranged on the second stage of deceleration in the above-mentioned prior art solution, the weight distribution of the drive axle will be biased, which is not conducive to the structural strength of the drive axle and reduces its service life.

[0005] In view of this, it is necessary to provide a dual-motor drive axle to solve or overcome the above technical problems. Utility Model Content

[0006] The technical problem to be solved by the first aspect of the utility model is to provide a dual-motor drive axle, which can reduce the offset weight, is beneficial to the structural strength, and prolongs the service life of the drive axle.

[0007] The technical problem to be solved by the second aspect of the utility model is to provide a vehicle, which can reduce the offset weight by adopting the aforementioned dual-motor drive axle, is beneficial to the structural strength, and prolongs the service life of the drive axle.

[0008] In order to solve the above technical problems, the utility model provides a dual-motor drive axle, comprising: a second motor assembly, a first motor assembly, a differential assembly and a shifting mechanism, wherein the power of at least one of the first motor assembly and the second motor assembly is input to the differential assembly through the shifting mechanism, and the shifting mechanism is installed on the motor shaft of the second motor assembly or the differential housing of the differential assembly, and the differential assembly has a first half-shaft, the motor shaft is hollow, the motor shaft is coaxially arranged with the first half-shaft, the first half-shaft passes through the motor shaft, and the first motor assembly and the second motor assembly are arranged on different axes.

[0009] Based on the above technical solution, the shift mechanism is installed on the motor shaft of the second motor assembly of the intermediate shaft or the differential housing of the differential assembly, which can reduce the offset weight, is beneficial to the structural strength, and extends the service life of the drive axle.

[0010] Optionally, a reduction gear mechanism is further included, the shift mechanism is mounted on the motor shaft, and the power of the second motor assembly is input to the differential assembly through the shift mechanism.

[0011] Furthermore, the shifting mechanism includes a first combining tooth I, a sliding gear sleeve I and a second combining tooth I. The motor shaft can be selectively connected to the first combining tooth I or the second combining tooth I through the sliding gear sleeve I. The first combining tooth I is arranged on the first gear of the reduction gear mechanism, and the second combining tooth I is arranged on the fifth gear of the reduction gear mechanism. The first gear and the fifth gear are both drivingly connected to the differential assembly.

[0012] Based on the above technical solution, a shift mechanism is arranged on the first and second gear pairs to realize multi-stage speed reduction adjustment.

[0013] Optionally, the reduction gear mechanism includes a third gear, a second gear, a first gear shaft I and a fourth gear, the first gear and the third gear are drivingly connected, the third gear is coaxially connected to the fourth gear through the first gear shaft I, the third gear and the second gear are drivingly connected, and the second gear is installed at the output end of the first motor assembly.

[0014] Based on the above technical solution, multi-stage deceleration adjustment is convenient.

[0015] Optionally, the sliding gear sleeve I is controlled to move left and right via a solenoid valve.

[0016] Based on the above technical solution, it is convenient to control gear shifting.

[0017] Optionally, it also includes a planetary gear reduction mechanism connected to the differential housing, the planetary gear reduction mechanism includes a sun gear and a planet carrier, the planet carrier is drivingly connected to the differential assembly, and the fifth gear is coaxially connected to the sun gear through the second gear shaft I, so that the power transmitted from the fifth gear can be output to the differential assembly through the planetary gear reduction mechanism.

[0018] Based on the above technical solution, the planetary gear reduction mechanism is adopted to obtain a larger reduction ratio, compact structure, high transmission efficiency and smooth transmission; it is convenient for chassis structure layout, light weight and improves the economy of the whole vehicle.

[0019] Optionally, the shift mechanism is mounted on a differential housing of the differential assembly, and the power of the first motor assembly and the second motor assembly are both input into the differential assembly through the shift mechanism.

[0020] Furthermore, the shifting mechanism includes a first combining tooth II, a sliding gear sleeve II and a second combining tooth II, the first combining tooth II is arranged on the tenth gear, and the second combining tooth II is arranged on the third transmission gear; the first motor assembly and the second motor assembly are respectively connected to the tenth gear, and the first motor assembly and the second motor assembly are respectively connected to the third transmission gear; the tenth gear and the third transmission gear are respectively connected to the differential housing.

[0021] Further, the output end of the second motor assembly is connected with a sixth gear, the sixth gear is connected to the seventh gear, the seventh gear is connected to the eighth gear, the eighth gear is installed at the output end of the first motor assembly, the seventh gear is coaxially connected to the ninth gear through the first gear shaft II, the ninth gear is transmission connected to the tenth gear, the eighth gear is coaxially connected to the first transmission gear through the second gear shaft II, the first transmission gear is transmission connected to the second transmission gear, and the second transmission gear is transmission connected to the third transmission gear.

[0022] Based on the above technical solution, the shift mechanism is installed on the differential housing of the differential assembly, which can reduce the offset weight, is beneficial to the structural strength, and prolongs the service life of the drive axle.

[0023] Another aspect of the utility model provides a vehicle, comprising a dual-motor drive axle according to any one of the above technical solutions.

[0024] Through the above technical solution, the beneficial effects of the utility model are as follows:

[0025] The dual-motor drive axle of the utility model comprises a second motor assembly and a first motor assembly, the second motor assembly and the first motor assembly are arranged on the same side of the differential assembly, and the first motor assembly is offset relative to the second motor assembly, and the power of at least one of the second motor assembly and the first motor assembly is input to the differential assembly through a shifting mechanism, and the shifting mechanism is installed on the motor shaft or the differential housing of the differential assembly, so that the shifting mechanism and the differential assembly are connected in driving, and the power distribution is output. The dual-motor drive axle can reduce the offset weight, is beneficial to the structural strength, and prolongs the service life of the drive axle. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1 This is a schematic structural diagram of a dual-motor drive axle in the first specific implementation mode of the utility model;

[0027] Figure 2 yes Figure 1 The power transmission route when the middle sliding gear sleeve is on the left;

[0028] Figure 3 yes Figure 1 The power transmission route when the middle sliding gear sleeve is on the right side;

[0029] Figure 4 This is a schematic structural diagram of a dual-motor drive axle in a second specific implementation mode of the utility model;

[0030] Figure 5 yes Figure 4 The power transmission route when the middle sliding gear sleeve is on the left;

[0031] Figure 6 yes Figure 4 The power transmission route when the middle sliding gear sleeve is on the right side;

[0032] Figure 7 It is an axonometric diagram of the dual-motor drive axle of the utility model;

[0033] Figure 8 yes Figure 1 A partial enlarged view of part A;

[0034] Fig. 9 yes Figure 4 A partial enlarged view of part B.

[0035] Attached Marking Description

[0036] 1. First motor assembly; 2. Second motor assembly; 3. Third gear; 4. Fifth gear; 5. Motor shaft; 6. Differential assembly; 61. Differential housing; 62. Axle gear Ⅰ; 63. First planetary gear Ⅰ; 64. Connecting shaft Ⅰ; 7. First axle; 8. Second axle; 9. Shift mechanism; 91. Sliding gear sleeve Ⅰ; 92. First combined gear Ⅰ; 93. Second combined gear Ⅰ; 10. First gear; 11. Second gear; 12. Sun gear; 13. Second planetary gear; 14. Inner gear ring; 15. Planet carrier; 16. First Gear shaft I; 17, fourth gear; 18, second gear shaft I; 19, left tire; 20, right tire; 21, sixth gear; 22, seventh gear; 23, eighth gear; 24, first gear shaft II; 25, ninth gear; 26, second gear shaft II; 27, first transmission gear; 28, second transmission gear; 29, third transmission gear; 30, tenth gear; 31, first combining tooth II; 32, sliding gear sleeve II; 33, second combining tooth II; 34, half shaft gear II; 35, first planetary gear II; 36, connecting shaft II. DETAILED DESCRIPTION

[0037] The specific implementation of the present invention is described in detail below in conjunction with the accompanying drawings. It should be understood that the specific implementation described here is only used to illustrate and explain the present invention, and is not used to limit the present invention.

[0038] First of all, it should be noted that some directional words involved in the following description to clearly illustrate the technical solution of the utility model are only for the convenience of describing the utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the utility model.

[0039] In addition, the terms "first", "second", "third", "fourth", "fifth", "sixth", "seventh", "eighth", "ninth" and "tenth" are used for descriptive purposes only and are not to be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first", "second", "third", "fourth", "fifth", "sixth", "seventh", "eighth", "ninth" and "tenth" may explicitly or implicitly include one or more of the said features.

[0040] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installation" and "connection" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a direct connection, or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0041] like Figures 1 to 9 As shown, the utility model provides a dual-motor drive axle, including a second motor assembly 2 and a first motor assembly 1, the power of at least one of the first motor assembly 1 and the second motor assembly 2 is input to the differential assembly 6 through a shift mechanism 9, the shift mechanism 9 is installed on the motor shaft 5 of the second motor assembly 2 or the differential housing 61 of the differential assembly 6, the differential assembly 6 has a first half shaft 7, the motor shaft 5 is hollow, the motor shaft 5 is coaxially arranged with the left half shaft first half shaft 7, the first half shaft 7 passes through the motor shaft 5, and the first motor assembly 1 and the second motor assembly 2 are arranged in different axes. Among them, the different axes arrangement of the first motor assembly 1 and the second motor assembly 2 means that the axes of the first motor assembly 1 and the second motor assembly 2 are not colinear, for example, in Figure 1 and Figure 4In the embodiment, the axes of the first motor assembly 1 and the second motor assembly 2 are parallel, that is, the first motor assembly 1 is arranged parallel to the second motor assembly 2. For another example, the axes of the first motor assembly 1 and the second motor assembly 2 may form an angle with each other. The axis of the first motor assembly 1 refers to the axis of the output shaft of the motor of the first motor assembly 1, and the axis of the second motor assembly 2 refers to the axis of the output shaft of the motor of the second motor assembly 2.

[0042] It should be noted that the dual-motor drive axle of the utility model, referring to Figures 1 to 9 As shown, it includes: a second motor assembly 2 and a first motor assembly 1, wherein the second motor assembly 2 is arranged on the central axis, and the first motor assembly 1 is arranged parallel to the second motor assembly 2, and is arranged offset on the bridge housing, with a simple structure and convenient manufacturing. The second motor assembly 2 and the first motor assembly 1 are arranged on the same side of the differential assembly 6, which can reduce the lateral space. At least one of the second motor assembly 2 and the first motor assembly 1 can transmit power to the shift mechanism 9. Since the shift mechanism 9 is installed on the motor shaft 5 or the differential housing 61 of the differential assembly 6, the offset weight can be reduced, which is beneficial to the structural strength of the drive axle and prolongs the service life of the drive axle. The shift mechanism 9 is connected to the reduction gear mechanism in a transmission manner. Since the reduction gear mechanism is mainly arranged on the same side of the central axis, the structure is compact, the transmission is stable, and it is convenient for the chassis structure to be arranged. The second motor assembly 2 and the first motor assembly 1 act together on one of the first gear pairs of the reduction gear mechanism, and the gear pairs acted on need to maintain the same speed. In this way, the operation is simple and the control method is easy to understand. According to the vehicle conditions, the power, torque, efficiency distribution and other parameters of the second motor assembly 2 and the first motor assembly 1 are reasonably selected, and the speed ratio of the reduction gear mechanism connected thereto is reasonably matched, so as to provide the optimal driving mode for the vehicle under different loads, different vehicle speeds, different road conditions, etc. At the same time, the dual-motor driving mode is adopted, and the control strategy is used to ensure that there is no power interruption when the vehicle is shifting gears during operation, thereby improving driving comfort and safety.

[0043] In some embodiments of the present invention, when the shift mechanism 9 is installed on the motor shaft 5, the power of the second motor assembly 2 is input to the differential assembly 6 through the shift mechanism 9, wherein "input to the differential assembly 6 through the shift mechanism 9" means that during the power transmission process, after the shift mechanism 9 switches the state, the power will also change, such as the speed and torque will change after the shift mechanism 9 switches the state, and then the power is input to the differential assembly 6. Specifically, the shift mechanism 9 includes a first combination tooth Ⅰ92, a sliding gear sleeve Ⅰ91 and a second combination tooth Ⅰ93, and the sliding gear sleeve Ⅰ91 can selectively connect the motor shaft 5 of the second motor assembly 2 with the first combination tooth Ⅰ92 or the motor shaft 5 of the second motor assembly 2 with the second combination tooth Ⅰ93, the first combination tooth Ⅰ92 is provided on the first gear 10 of the reduction gear mechanism, and the second combination tooth Ⅰ93 is provided on the fifth gear 4 of the reduction gear mechanism. It should be noted that when the shift mechanism 9 is mounted on the motor shaft 5, the shift mechanism 9 includes a first combined tooth Ⅰ92, a sliding tooth sleeve Ⅰ91 and a second combined tooth Ⅰ93, the sliding tooth sleeve Ⅰ91 is connected to the second motor assembly 2, the first combined tooth Ⅰ92 is provided on the first gear 10 of the reduction gear mechanism, the second combined tooth Ⅰ93 is provided on the fifth gear 4 of the reduction gear mechanism, and the fifth gear 4 is mounted on the second gear shaft Ⅰ18. It should be noted that the sliding tooth sleeve Ⅰ91 can control the left and right displacement through the solenoid valve, and the second motor assembly 2 is connected to the sliding tooth sleeve Ⅰ91 through a spline, which is convenient for controlling the shift. When the solenoid valve controls the sliding gear sleeve Ⅰ91 to move left, it combines with the first combination tooth Ⅰ92. At this time, the second motor assembly 2 and the first motor assembly 1 are three-stage reduction. The second motor assembly 2 transmits power to the third gear 3 through the first combination tooth Ⅰ92 and the first gear 10, and the first motor assembly 1 transmits power to the third gear 3 through the second gear 11. Since the third gear 3 is installed on the first gear shaft Ⅰ16, and the first gear shaft Ⅰ16 is also installed with the fourth gear 17, the third gear 3 can transmit power to the fourth gear 17. When the solenoid valve controls the sliding gear sleeve Ⅰ91 to move right, it combines with the second combination tooth Ⅰ93. At this time, the second motor assembly 2 is a first-stage reduction, and the first motor assembly 1 is a third-stage reduction. The second motor assembly 2 transmits power to the fifth gear 4 through the second combination tooth Ⅰ93, the first motor assembly 1 transmits power to the third gear 3 through the second gear 11, the third gear 3 transmits power to the fourth gear 17, the fourth gear 17 transmits power to the fifth gear 4, and the fifth gear 4 is drivingly connected to the differential assembly 6. Therefore, a shift mechanism 9 is provided to facilitate multi-stage speed reduction adjustment.

[0044] In some embodiments of the present invention, a planetary gear reduction mechanism connected to the differential housing 61 is also included, the planetary gear reduction mechanism includes a sun gear 12, a second planetary gear 13, an inner ring gear 14 and a planet carrier 15, the fifth gear 4 is coaxially connected to the sun gear 12 through the second gear shaft Ⅰ18, the sun gear 12, the second planetary gear 13, the inner ring gear 14 and the planet carrier 15 are meshed and connected with each other, so that the power transmitted from the fifth gear 4 can be output to the differential housing 61 through the planetary gear reduction mechanism. It should be noted that the fifth gear 4 is mounted on the second gear shaft Ⅰ18, and the sun gear 12 is also mounted on the second gear shaft Ⅰ18. The sun gear 12 is meshed and connected with the second planetary gear 13, the second planetary gear 13 is meshed and connected with the inner ring gear 14, the planet carrier 15 is coaxially connected with the second planetary gear 13, and the power transmitted from the fifth gear 4 is transmitted to the planet carrier 15 through the sun gear 12, the second planetary gear 13 and the inner ring gear 14 in sequence, and the planet carrier 15 transmits the power to the differential housing 61. The drive axle has a first-stage reduction and adopts a planetary gear system reduction mode, which can obtain a larger reduction ratio, compact structure, high transmission efficiency and stable transmission. It is convenient for chassis structure layout, light weight and improves the economy of the whole vehicle. According to the whole vehicle situation, the power, torque, efficiency distribution and other parameters of the two motors are reasonably selected and the speed ratio of the planetary gear reduction mechanism connected thereto is reasonably matched to provide the best driving mode for the whole vehicle under different loads, different vehicle speeds, different road conditions and the like. In some embodiments of the utility model, the motor shaft 5 is a hollow shaft, the hollow shaft and the first semi-shaft 7 are coaxially arranged, and the first semi-shaft 7 is connected to the left tire 19. It should be noted that the coaxial arrangement of the hollow shaft and the first semi-shaft 7 can ensure the accuracy of power transmission, and at the same time, it can also reduce the offset of the second motor assembly 2 and reduce the offset degree of the electric drive axle. When the power is transmitted to the differential assembly 6, the differential assembly 6 distributes the power and transmits it to the first semi-shaft 7 and the second semi-shaft 8, the first semi-shaft 7 transmits the power to the left tire 19, and the second semi-shaft 8 transmits the power to the right tire 20. Specifically, the differential assembly 6 includes a side gear Ⅰ62, a first planetary gear Ⅰ63 and a connecting shaft Ⅰ64. The side gear Ⅰ62 is connected to the first planetary gear Ⅰ63, and the first planetary gear Ⅰ63 is installed on the differential housing 61 through the connecting shaft Ⅰ64. After the planet carrier 15 transmits power to the differential assembly 6, the differential assembly 6 transmits power to the first half shaft 7 and the second half shaft 8 through the differential housing 61, the side gear Ⅰ62, the first planetary gear Ⅰ63 and the connecting shaft Ⅰ64.

[0045] A shift mechanism 9 is provided on the first and second gear pairs. When the left gear is engaged, the drive axle is in the third stage of reduction; when the right gear is engaged, the second motor assembly 2 is in the first stage of reduction, and the first motor assembly 1 is in the third stage of reduction.

[0046] In some embodiments of the present utility model, when the shift mechanism 9 is installed in the differential housing 61 of the differential assembly 6, the output end of the second motor assembly 2 is connected with the sixth gear 21, the sixth gear 21 is connected to the seventh gear 22, the seventh gear 22 is connected to the eighth gear 23, the eighth gear 23 is installed at the output end of the first motor assembly 1, the seventh gear 22 is coaxially connected to the ninth gear 25 through the first gear shaft II 24, and the eighth gear 23 is coaxially connected to the first transmission gear 27 through the second gear shaft II 26. It should be noted that when the shift mechanism 9 is installed in the differential housing 61, the shift mechanism 9 includes a first combined tooth II 31, a sliding gear sleeve II 32 and a second combined tooth II 33, the first combined tooth II 31 is arranged on the tenth gear 30, and the second combined tooth II 33 is arranged on the third transmission gear 29. The ninth gear 25 is transmission-connected to the tenth gear 30, the first transmission gear 27 is transmission-connected to the second transmission gear 28, and the second transmission gear 28 is transmission-connected to the third transmission gear 29. The sliding gear sleeve II 32 is controlled to move left and right by the electromagnetic valve. When the electromagnetic valve controls the sliding gear sleeve II 32 to move left, it is combined with the first combined tooth II 31, and the first combined tooth II 31 is connected to the tenth gear 30. At this time, the second motor assembly 2 transmits power to the sixth gear 21, the sixth gear 21 transmits power to the seventh gear 22, the first motor assembly 1 transmits power to the eighth gear 23, and the eighth gear 23 transmits power to the seventh gear 22. Since the seventh gear 22 is installed on the first gear shaft II 24, and the first gear shaft II 24 is also installed with a ninth gear 25, the seventh gear 22 can transmit power to the ninth gear 25, the ninth gear 25 transmits power to the tenth gear 30, and the tenth gear 30 transmits power to the differential assembly 6; when the electromagnetic valve controls the sliding gear sleeve II 32 to move left, it is combined with the first combined tooth II 31, and the first combined tooth II 31 is connected to the tenth gear 30. At this time, the second motor assembly 2 transmits power to the sixth gear 21, the sixth gear 21 transmits power to the seventh gear 22, the first motor assembly 1 transmits power to the eighth gear 23, and the eighth gear 23 transmits power to the seventh gear 22. Since the seventh gear 22 is installed on the first gear shaft II 24, and the first gear shaft II 24 is also installed with a ninth gear 25, therefore, the seventh gear 22 can transmit power to the ninth gear 25, the ninth gear 25 transmits power to the tenth gear 30, and the tenth gear 30 transmits power to the differential assembly 6. When the movable gear sleeve II 32 moves to the right, it is combined with the second combined tooth II 33, and the second combined tooth II 33 is connected to the third transmission gear 29. At this time, the second motor assembly 2 transmits power to the sixth gear 21, the sixth gear 21 transmits power to the seventh gear 22, the seventh gear 22 transmits power to the eighth gear 23, and the first motor assembly 1 transmits power to the eighth gear 23. Since the eighth gear 23 is installed on the second gear shaft II 26, and the second gear shaft II 26 is also installed with the first transmission gear 27, the eighth gear 23 can transmit power to the first transmission gear 27, the first transmission gear 27 transmits power to the second transmission gear 28, the second transmission gear 28 transmits power to the third transmission gear 29, and the third transmission gear 29 transmits power to the differential assembly 6. Among them, the second transmission gear 28 can be an idler gear, which can obtain a larger center distance. The idler gear has no effect on the speed ratio and plays a connecting role. Installing the shift mechanism 9 on the differential housing 61 of the differential assembly 6 can reduce the offset weight, which is beneficial to the structural strength and prolongs the service life of the drive axle.

[0047] A shift mechanism is set on the differential. When the left gear is engaged, the drive axle is in the second reduction. When the right gear is engaged, when the first-stage gear one and the first-stage gear two are the same, the drive axle is in the first reduction. When the first-stage gear one and the first-stage gear two have different numbers of teeth, and the number of teeth of the first-stage gear one is less than the number of teeth of the first-stage gear two, the drive axle is in the second reduction.

[0048] In some embodiments of the present utility model, the differential assembly 6 includes a side gear II 34, a first planetary gear II 25 and a connecting shaft II 36, the side gear II 34 is connected to the first planetary gear II 35, the first planetary gear II 35 is installed on the differential housing 61 through the connecting shaft II 36, and the sliding gear sleeve II 32 can selectively drive the differential housing 61 to the first combined gear II 31 or the differential housing 61 to the second combined gear II 33. It should be noted that the sliding gear sleeve II 32 can selectively connect with the first combined gear II 31 or the second combined gear II 33, the first combined gear II 31 or the second combined gear II 33 can transmit power to the differential housing 61, and the differential housing 61 transmits power to the side gear II 34, the first planetary gear II 35, the connecting shaft II 26 in sequence, and finally transmits power to the first half shaft 7 and the second half shaft 8, so as to facilitate power distribution and output of the first half shaft 7 and the second half shaft 8. A shift mechanism 9 is provided on the differential assembly 6. When the left gear is engaged, the drive axle is in the second reduction. When the right gear is engaged, when the sixth gear 21 and the eighth gear 23 have the same number of teeth, the drive axle is in the first reduction. When the sixth gear 21 and the eighth gear 23 have different numbers of teeth and the number of teeth of the sixth gear 21 is less than that of the eighth gear 23, the drive axle is in the second reduction.

[0049] Based on the above technical solutions, the second motor assembly 2 is coaxially arranged with the first half shaft 7, the first motor assembly 1 is arranged parallel to the shaft, and the shift mechanism 9 is arranged on the differential housing 61, which has a simple structure and is easy to manufacture. The second motor assembly 2 and the first motor assembly 1 are arranged on the same side, which can reduce the lateral space. The drive axle reducer gears are arranged on the same side, which has a compact structure, stable transmission, and is convenient for chassis structure arrangement.

[0050] The second motor assembly 2 and the first motor assembly 1 act together on one of the first-stage gear pairs, and the speeds of the gears on which the motors act together need to be controlled to be the same. The operation is simple and the control method is easy to understand.

[0051] The dual-motor drive mode is adopted, and through the control strategy, it is ensured that there is no power interruption when the differential assembly 6 shifts gears during vehicle operation, thereby improving driving comfort and safety.

[0052] The second aspect of the utility model provides a vehicle, including a dual-motor drive axle of the above technical solution, which can reduce the offset weight, is beneficial to the structural strength, and prolongs the service life of the drive axle.

[0053] The preferred embodiments of the present invention are described in detail above in conjunction with the accompanying drawings. However, the present invention is not limited to the specific details in the above embodiments. Within the technical concept of the present invention, the technical solution of the present invention can be subjected to a variety of simple modifications, and these simple modifications all belong to the protection scope of the present invention.

[0054] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, the present utility model will not further describe various possible combinations.

[0055] In addition, various embodiments of the present invention may be arbitrarily combined, and as long as they do not violate the concept of the present invention, they should also be regarded as the contents disclosed by the present invention.

Claims

1. A dual-motor drive axle, It is characterized in that The invention comprises a first motor assembly (1), a second motor assembly (2), a differential assembly (6) and a shift mechanism (9), wherein the power of at least one of the first motor assembly (1) and the second motor assembly (2) is input into the differential assembly (6) through the shift mechanism (9), the shift mechanism (9) is mounted on a motor shaft (5) of the second motor assembly (2) or a differential housing (61) of the differential assembly (6), the differential assembly (6) has a first half shaft (7), the motor shaft (5) is hollow, the motor shaft (5) is coaxially arranged with the first half shaft (7), the first half shaft (7) passes through the motor shaft (5), and the first motor assembly (1) and the second motor assembly (2) are arranged in different axes.

2. The dual-motor drive axle according to claim 1, It is characterized in that The shift mechanism (9) is mounted on the motor shaft (5), and the power of the second motor assembly (2) is input into the differential assembly (6) through the shift mechanism (9).

3. The dual-motor drive axle according to claim 2, It is characterized in that The invention also includes a reduction gear mechanism, wherein the shift mechanism (9) includes a first combination tooth I (92), a sliding gear sleeve I (91) and a second combination tooth I (93), and the motor shaft (5) can be selectively connected to the first combination tooth I (92) or the second combination tooth I (93) through the sliding gear sleeve I (91), the first combination tooth I (92) is arranged on the first gear (10) of the reduction gear mechanism, and the second combination tooth I (93) is arranged on the fifth gear (4) of the reduction gear mechanism, and the first gear (10) and the fifth gear (4) are both drivingly connected to the differential assembly (6).

4. The dual-motor drive axle according to claim 3, It is characterized in that The sliding gear sleeve I (91) is controlled to move left and right by a solenoid valve.

5. The dual-motor drive axle according to claim 3, It is characterized in that The reduction gear mechanism comprises a third gear (3), a second gear (11), a first gear shaft I (16) and a fourth gear (17); the first gear (10) and the third gear (3) are transmission-connected; the third gear (3) is coaxially connected to the fourth gear (17) via the first gear shaft I (16); and the fourth gear (17) is transmission-connected to the fifth gear (4).

6. The dual-motor drive axle according to claim 3, It is characterized in that The reduction gear mechanism comprises a third gear (3), a second gear (11), a first gear shaft I (16) and a fourth gear (17); the first gear (10) and the third gear (3) are connected in driving relation; the third gear (3) is coaxially connected to the fourth gear (17) via the first gear shaft I (16); the fourth gear (17) and the fifth gear (4) are connected in driving relation; the fifth gear (4) and the differential assembly (6) are connected in driving relation; the third gear (3) and the second gear (11) are connected in driving relation; and the second gear (11) is mounted at the output end of the first motor assembly (1).

7. The dual-motor drive axle according to any one of claims 3 to 6, It is characterized in that The invention also comprises a planetary gear reduction mechanism, wherein the planetary gear reduction mechanism comprises a sun gear (12) and a planet carrier (15), wherein the planet carrier (15) is drivingly connected to the differential assembly (6), and the fifth gear (4) is coaxially connected to the sun gear (12) via a second gear shaft I (18), so that the power transmitted from the fifth gear (4) can be output to the differential assembly (6) via the planetary gear reduction mechanism.

8. The dual-motor drive axle according to claim 1, It is characterized in that The shift mechanism (9) is mounted on a differential housing (61) of the differential assembly (6), and the power of the first motor assembly (1) and the second motor assembly (2) are both input into the differential assembly (6) through the shift mechanism (9).

9. The dual-motor drive axle according to claim 8, It is characterized in that The shift mechanism (9) comprises a first combining tooth II (31), a sliding tooth sleeve II (32) and a second combining tooth II (33), wherein the first combining tooth II (31) is arranged on the tenth gear (30), and the second combining tooth II (33) is arranged on the third transmission gear (29); The first motor assembly (1) and the second motor assembly (2) are respectively connected in transmission with the tenth gear (30), and the first motor assembly (1) and the second motor assembly (2) are respectively connected in transmission with the third transmission gear (29); The tenth gear (30) and the third transmission gear (29) are respectively connected to the differential housing in a transmission manner.

10. The dual-motor drive axle according to claim 9, It is characterized in that The output end of the second motor assembly (2) is connected to a sixth gear (21), the sixth gear (21) is connected to a seventh gear (22), the seventh gear (22) is connected to an eighth gear (23), the eighth gear (23) is mounted on the output end of the first motor assembly (1), the seventh gear (22) is coaxially connected to a ninth gear (25) via a first gear shaft II (24), the ninth gear (25) is transmission-connected to the tenth gear (30), the eighth gear (23) is coaxially connected to a first transmission gear (27) via a second gear shaft II (26), and the first transmission gear (27) is transmission-connected to the third transmission gear (29).

11. The dual-motor drive axle according to claim 10, It is characterized in that An idler gear (28) is provided between the first transmission gear (27) and the third transmission gear (29).

12. A vehicle, It is characterized in that A dual-motor drive axle comprising any one of claims 1 to 9.

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