Dual-motor driving assembly with differential lock

Abstract

A dual-motor drive assembly with a differential lock comprises a speed reducer, motors symmetrically distributed on the left side and the right side of the speed reducer and a controller for controlling the motors respectively, the speed reducer comprises a shell and two parallel shaft speed reduction assemblies which are oppositely arranged and installed in the shell, and one parallel shaft speed reduction assembly is connected with the motor on the left side of the speed reducer; an electric differential lock is integrated on the speed reducer, the electric differential lock comprises a differential lock motor installed outside the shell and a shifting fork sliding sleeve assembly extending into the position between the two parallel shaft speed reduction assemblies, and the differential lock motor is in transmission connection with the shifting fork sliding sleeve assembly. The shifting fork sliding sleeve assembly moves along with operation of the differential lock motor, and the output ends of the two parallel shaft speed reduction assemblies are coaxially connected into a whole or separated. According to the utility model, the trafficability and the adaptive capacity of the vehicle under severe road conditions are improved, and the integration level and the practicability are higher.

Description

Technical Field

[0001] The utility model relates to a dual-motor drive assembly with a differential lock, belonging to the technical field of distributed drive systems. Background Art

[0002] With the development of the electric vehicle industry, the layout of electric drive systems within the chassis system is divided into centralized and distributed types. The centralized drive system has the same power layout as traditional fuel vehicles, making it easy to retrofit existing models and a widely adopted structure. However, since the centralized drive system outputs torque from a single motor, and the power is transmitted to the wheels through devices such as the speed reducer, differential, and drive shaft, it suffers from significant power losses and low transmission efficiency. The distributed drive system, on the other hand, features multiple drive motors independently driving each wheel. The power from a single motor is then transmitted to the wheel through its own speed reducer or drive axle. This system has a shorter drive chain, high transmission efficiency, a compact structure, and high interior space utilization.

[0003] Currently, most distributed drive systems for new energy vehicles on the market utilize a single parallel motor with no integrated differential lock or disconnect mechanism. Power is primarily transmitted to the wheels via a drive shaft, making them incapable of adapting to complex road conditions. This results in a lack of torque and poor vehicle escape capabilities. In challenging environments such as muddy, soft terrain, and potholes, increased driving resistance reduces drive wheel adhesion, leading to insufficient power output, which can easily lead to wheel slippage, sideways sliding, and even vehicle entrapment. Utility Model Content

[0004] The dual-motor drive assembly with differential lock provided by the utility model integrates an electric differential lock on the reducer. When the wheels slip or get stuck, the output ends of the two sets of parallel reduction components are coaxially connected into a whole to lock the differential function, so that the output torques of the motors corresponding to the two wheels are combined, and the wheels can obtain greater output power to help the vehicle get out of trouble, reduce the risk of the vehicle slipping and getting stuck, improve the vehicle's passing performance and adaptability under harsh road conditions, improve the integration of the dual-motor drive assembly, and have high practicality.

[0005] In order to achieve the above purpose, the technical solution adopted by the utility model is:

[0006] A dual-motor drive assembly with a differential lock includes a reducer, motors symmetrically distributed on the left and right sides of the reducer, and controllers for controlling the motors respectively. The reducer includes a housing and two groups of relatively arranged parallel shaft reduction assemblies installed in the housing, one group of parallel shaft reduction assemblies is connected to the motor on the left side of the reducer, and the other group of parallel shaft reduction assemblies is connected to the motor on the right side of the reducer. It is characterized in that: the reducer is integrated with an electric differential lock, the electric differential lock includes a differential lock motor installed outside the housing and a shift fork slide assembly extending between the two groups of parallel shaft reduction assemblies, the differential lock motor is transmission-connected to the shift fork slide assembly, the shift fork slide assembly moves with the operation of the differential lock motor, the output ends of the two groups of parallel shaft reduction assemblies are coaxially connected into a whole or the output ends of the two groups of parallel shaft reduction assemblies are separated.

[0007] Preferably, the parallel shaft reduction assembly includes an input shaft connected to the motor, a primary driven gear meshing with the input shaft, a secondary driving gear connected to the primary driven gear through a spline interference fit, and a main reduction gear meshing with the secondary driving gear.

[0008] Preferably, the outer end of the main reducer gear is connected to the output flange through a spline transition fit, the output flange extends from the housing, and a positioning cover is fixed on the outer end surface of the main reducer gear to axially position the output flange on the main reducer gear.

[0009] Preferably, the shift fork sleeve assembly includes a shift fork connected to the output end of the differential lock motor and a sleeve arranged between the main reduction gears of the two parallel shaft reduction assemblies and capable of axial movement. The shift fork cooperates with the sleeve, and one end of the sleeve is spline-fitted and extends into the main reduction gear of one group of parallel reduction assemblies, and the other end is driven by the shift fork to extend into the main reduction gear of the other group of parallel reduction assemblies to form a spline fit or be separated from the main reduction gear of the other group of parallel reduction assemblies.

[0010] Preferably, the shift fork is connected to the output end of the differential lock motor through a screw assembly installed in the housing. The screw assembly includes a screw connected to the output end of the differential lock motor and a slider assembled on the screw, and the shift fork is fixed to the slider.

[0011] Preferably, an annular groove cooperating with the shift fork is provided in the middle of the sliding sleeve, the lower end of the shift fork extends into the annular groove, an internal spline connection hole corresponding to the sliding sleeve is provided on the main reduction gear, and the sliding sleeve is arranged between the two internal spline connection holes.

[0012] The beneficial effects of the utility model are:

[0013] The dual-motor drive assembly with differential lock of the utility model integrates an electric differential lock on the reducer. The differential lock motor in the electric differential lock is connected to the shift fork slide assembly, driving the shift fork slide assembly to move. The output ends of the two sets of parallel shaft reduction assemblies can be coaxially connected into a whole through the movement of the shift fork slide assembly. When the wheels slip or get stuck, the output ends of the two sets of parallel reduction assemblies are coaxially connected into a whole to lock the differential function, so that the output torques of the motors corresponding to the two wheels are combined, and the wheels can obtain greater output power to help the vehicle get out of trouble, reduce the risk of the vehicle slipping and getting stuck, and improve the vehicle's passability and adaptability under harsh road conditions. The electric differential lock is integrated on the reducer, takes up little space, is easy to operate, improves the integration of the dual-motor drive assembly, and is highly practical. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 Schematic diagram of a dual-motor drive assembly with a differential lock in a specific embodiment.

[0015] Figure 2 for Figure 1 A partial cross-sectional view of .

[0016] Figure 3 for Figure 1 Cross-sectional view showing the location of the electric differential lock.

[0017] Figure 4 for Figure 1 Another cutaway view of the electric differential lock location.

[0018] Figure 5 This is a schematic diagram of the differential lock motor connected to the shift fork through the screw assembly. DETAILED DESCRIPTION

[0019] The following combination Figures 1 to 5 The embodiments of the present utility model are described in detail.

[0020] A dual-motor drive assembly with a differential lock includes a reducer, motors 1 symmetrically distributed on the left and right sides of the reducer, and controllers 2 for controlling the motors respectively. The reducer includes a housing 3 and two groups of oppositely arranged parallel shaft reduction assemblies 4 installed in the housing, one group of parallel shaft reduction assemblies 4 is connected to the motor 1 on the left side of the reducer, and the other group of parallel shaft reduction assemblies 4 is connected to the motor 4 on the right side of the reducer. It is characterized in that: the reducer is integrated with an electric differential lock 5, and the electric differential lock 5 includes a differential lock motor 6 installed outside the housing and a shift fork slide assembly 7 extending between the two groups of parallel shaft reduction assemblies 4. The differential lock motor 6 is transmission-connected to the shift fork slide assembly 7, and the shift fork slide assembly 7 moves with the operation of the differential lock motor 6, coaxially connecting the output ends of the two groups of parallel shaft reduction assemblies 4 into a whole or separating the output ends of the two groups of parallel shaft reduction assemblies 4.

[0021] The dual-motor drive assembly with differential lock described above has an electric differential lock 5 integrated on the reducer. The differential lock motor 6 in the electric differential lock 5 is connected to the shift fork sleeve assembly 7 to drive the shift fork sleeve assembly 7 to move. The output ends of the two sets of parallel shaft reduction assemblies 4 can be coaxially connected into a whole through the movement of the shift fork sleeve assembly 7. When the wheels slip or get stuck, the output ends of the two sets of parallel reduction assemblies 4 are coaxially connected into a whole to lock the differential function, so that the output torques of the motors corresponding to the two wheels are combined, and the wheels can obtain greater output power to help the vehicle get out of trouble, reduce the risk of the vehicle slipping and getting stuck, and improve the vehicle's passing performance and adaptability under harsh road conditions. The electric differential lock 5 is integrated on the reducer, has a small space occupancy rate, is easy to operate, improves the integration of the dual-motor drive assembly, and has high practicality.

[0022] The parallel shaft reduction assembly 4 includes an input shaft 41 connected to the motor 1, a primary driven gear 42 meshing with the input shaft 41, a secondary driving gear 43 connected to the primary driven gear 42 via a spline interference fit, and a main reduction gear 44 meshing with the secondary driving gear 43. The motor 1 drives the input shaft 41 to rotate, and the input shaft 41 cooperates with the primary driven gear 42 to achieve primary reduction. The primary driven gear 42 is connected to the secondary driving gear 43 via a spline interference fit to reduce noise during transmission. The secondary driving gear 43 cooperates with the main reduction gear 44 to achieve secondary reduction. The main reduction gear 44 is the power output end of the reducer.

[0023] The outer end of the main reducer gear 44 is connected to the output flange 8 via a spline transition fit. The output flange 8 extends from the housing 3. A positioning cover plate 9 is fixed to the outer end surface of the main reducer gear 44, which axially positions the output flange 8 on the main reducer gear 44. The output flange 8 is connected to the main reducer gear 44 via a spline transition fit, reducing spline clearance and facilitating noise reduction. The output flange 8 is connected to the wheel axle to transmit power to the wheel. The output flange 8 is axially positioned on the main reducer gear 44 via the positioning cover plate 9. The output flange 8 has a simple mounting structure and reliable positioning.

[0024] Among them, the shift fork sleeve assembly 7 includes a shift fork 71 connected to the output end of the differential lock motor 6 and a sleeve 72 arranged between the main reduction gears 44 of the two parallel shaft reduction assemblies 4 and capable of axial movement. The shift fork 71 cooperates with the sleeve 72, and one end of the sleeve 72 is splined to extend into the main reduction gears 44 of one group of parallel reduction assemblies 4, and the other end is driven by the shift fork 71 to extend into the main reduction gears 44 of the other group of parallel reduction assemblies 4 to form a spline fit or to be separated from the main reduction gears 44 of the other group of parallel reduction assemblies 4. One end of the sleeve 72 is splined to extend into one main reduction gear 44, and the other end is separated from the other main reduction gear 44 and does not contact. At this time, the drive assembly has a differential function; when the differential function needs to be locked, the differential lock motor 6 drives the shift fork 71 to move, and the shift fork 71 drives the sleeve 72 to move axially, so that the other end of the sleeve 72 extends into the other main reduction gear 44 to form a spline fit. The two ends of the sleeve 72 are splined with the main reduction gear 44 respectively, which is equivalent to connecting the two main reduction gears 44 and the sleeve 72 into a whole. The torque output by the two motors 1 is combined to act on the overall structure connected to the two main reduction gears 44 and the sleeve 72, locking the differential function and improving the performance. The output power of the high wheel is used to help the vehicle get out of trouble, reduce the risk of the vehicle slipping and getting stuck, and improve the vehicle's passing performance and road adaptability. After the vehicle is out of trouble, the differential lock motor 6 drives the shift fork 71 to move back, so that one end of the shift fork 72 is separated from the main reduction gear 44 again, and the drive assembly restores the differential function; it should be noted that the electric differential lock 5 can only connect the main reduction gears 44 of the two parallel shaft reduction assemblies 4 into a whole within a limited driving speed. When the vehicle speed exceeds the limited speed, the sleeve 72 and the main reduction gear 44 cannot achieve the spline connection, so the main reduction gears 44 of the two parallel bearing reduction assemblies 4 cannot be connected into a whole.

[0025] The shift fork 71 is connected to the output end of the differential lock motor 6 via a screw assembly mounted in the housing 3. The screw assembly includes a screw 8 connected to the output end of the differential lock motor 6 and a slider 9 mounted on the screw 8. The shift fork 71 is fixed to the slider 9. The screw 8 is rotatably mounted in the housing 3. The differential lock motor 6 drives the screw 8 to rotate, causing the slider 9 to move on the screw 8. The shift fork 71 moves synchronously with the slider 9, realizing that the differential lock motor 6 drives the shift fork 71 to move.

[0026] The sliding sleeve 72 has an annular groove 731 formed in the middle thereof for mating with the shift fork 71. The lower end of the shift fork 71 extends into the annular groove 731. The main reducer gear 44 has an internal splined connection hole 441 corresponding to the sliding sleeve 72, and the sliding sleeve 72 is disposed between the two internal splined connection holes 441. The internal splined connection holes 441 are used to form a splined fit between the main reducer gear 44 and the sliding sleeve 72. When the differential function is not locked, one end of the sliding sleeve 72 forms a splined fit with the internal splined connection hole 441 of one main reducer gear 44, while the other end does not form a splined fit with the internal splined connection hole 441 of the other main reducer gear 44. When the differential function is locked, the shift fork 71 drives the sliding sleeve 72 to move axially, causing the two ends of the sliding sleeve 72 to form a splined fit with the internal splined connection holes 441 of the two main reducer gears 44, thereby integrally connecting the two main reducer gears 44 and the sliding sleeve 72.

[0027] The above is a complete description of the technical solutions of the embodiments of the present invention in conjunction with the accompanying drawings. It should be noted that the embodiments described are only part of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

Claims

1. A dual-motor drive assembly with a differential lock, comprising a reducer, motors symmetrically distributed on the left and right sides of the reducer, and controllers for controlling the motors. The reducer comprises a housing and two sets of oppositely arranged parallel-axis reduction assemblies mounted within the housing, one set of parallel-axis reduction assemblies connected to the motor on the left side of the reducer, and the other set of parallel-axis reduction assemblies connected to the motor on the right side of the reducer. The characteristics are: The reducer is integrated with an electric differential lock, which includes a differential lock motor installed outside the housing and a shift fork sleeve assembly extending between the two sets of parallel shaft reduction assemblies. The differential lock motor is transmission-connected to the shift fork sleeve assembly, and the shift fork sleeve assembly moves with the operation of the differential lock motor, coaxially connecting the output ends of the two sets of parallel shaft reduction assemblies into a whole or separating the output ends of the two sets of parallel shaft reduction assemblies.

2. The dual-motor drive assembly with differential lock according to claim 1, characterized in that: The parallel shaft reduction assembly includes an input shaft connected to the motor, a primary driven gear meshing with the input shaft, a secondary driving gear connected to the primary driven gear through a spline interference fit, and a main reduction gear meshing with the secondary driving gear.

3. The dual-motor drive assembly with differential lock according to claim 2, characterized in that: The outer end of the main reducer gear is connected to the output flange through a spline transition fit. The output flange extends from the housing. A positioning cover is fixed on the outer end surface of the main reducer gear to axially position the output flange on the main reducer gear.

4. The dual-motor drive assembly with differential lock according to claim 2, characterized in that: The shift fork sleeve assembly includes a shift fork connected to the output end of the differential lock motor and a sleeve arranged between the main reduction gears of the two parallel shaft reduction assemblies and capable of axial movement. The shift fork cooperates with the sleeve, and one end of the sleeve is splined to extend into the main reduction gear of one group of parallel reduction assemblies, and the other end is driven by the shift fork to extend into the main reduction gear of the other group of parallel reduction assemblies to form a spline fit or to be separated from the main reduction gear of the other group of parallel reduction assemblies.

5. The dual-motor drive assembly with differential lock according to claim 4, characterized in that: The shift fork is connected to the output end of the differential lock motor through a screw assembly installed in the housing. The screw assembly includes a screw connected to the output end of the differential lock motor and a slider assembled on the screw, and the shift fork is fixed to the slider.

6. The dual-motor drive assembly with differential lock according to claim 4, characterized in that: The middle of the sliding sleeve is provided with an annular groove which matches the shift fork, the lower end of the shift fork extends into the annular groove, the main reduction gear is provided with an inner spline connection hole corresponding to the sliding sleeve, and the sliding sleeve is arranged between the two inner spline connection holes.

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