Dual-motor speed control system and vehicle

Abstract

The utility model discloses a dual-motor speed control system and a vehicle, and relates to the technical field of automobiles, the dual-motor speed control system comprises an input shaft, an output shaft, a first driving motor, a second driving motor, an engine and a first transmission mechanism; the first driving motor is connected with the input shaft, the input shaft is connected with the output shaft through the first transmission mechanism, the second driving motor is connected with the output shaft, and the engine is movably connected with the input shaft; the dual-motor speed control system comprises three power modes; in the first power mode, only the first driving motor or the second driving motor works; in the second power mode, the first driving motor and the second driving motor work at the same time; in the third power mode, the engine and the first driving motor or the second driving motor work at the same time; double-motor control is adopted, multiple power modes are achieved, energy consumption can be reduced, efficiency can be improved, and cost can be reduced.

Description

Technical Field

[0001] This application relates to the field of automotive technology, and more specifically, to a dual-motor transmission system and vehicle. Background Technology

[0002] With the rapid development of new energy sources, hybrid vehicles are increasingly becoming the preferred mode of transportation. The transmission industry is also gradually shifting towards hybrid technology, but the high energy consumption of electric motors remains a major constraint on the relatively slow development of pure electric vehicles.

[0003] Currently, most automakers typically use a single motor in conjunction with an engine, or a single gear for power drive during pure electric driving, or a hybrid shifting system. This requires high motor power or engine speed, results in high energy loss and low efficiency, and has not truly achieved the ideal of electric drive. Utility Model Content

[0004] This application aims to provide a dual-motor transmission system and vehicle, which addresses the problems of high energy consumption and low efficiency in existing transmission systems.

[0005] This application provides a dual-motor speed change system, including:

[0006] Input shaft, output shaft, first drive motor, second drive motor, engine, and first transmission mechanism;

[0007] The first drive motor is connected to the input shaft, the input shaft is connected to the output shaft through the first transmission mechanism, the second drive motor is connected to the output shaft, and the engine is movably connected to the input shaft.

[0008] Furthermore, the dual-motor transmission system also includes a disengagement clutch; one side of the disengagement clutch is connected to the engine, and the other side of the disengagement clutch is connected to the input shaft, and the engine and the input shaft are connected or disconnected through the disengagement clutch.

[0009] Furthermore, the first transmission mechanism includes multiple planetary gear sets, which are connected to each other; the input shaft is selectively connected to at least two of the multiple planetary gear sets; and the output shaft is selectively connected to at least two of the multiple planetary gear sets.

[0010] Furthermore, the first transmission mechanism includes a first planetary gear set, a second planetary gear set, and a third planetary gear set, and the dual-motor transmission system also includes a transmission housing;

[0011] The first connecting end of the first planetary gear set is fixedly connected to the transmission housing, and the second connecting end of the first planetary gear set is movably connected to the input shaft; the third connecting end of the first planetary gear set is movably connected to the input shaft, and the third connecting end of the first planetary gear set is connected to the first connecting end of the second planetary gear set and the first connecting end of the third planetary gear set.

[0012] The second connecting end of the second planetary gear set is connected to the output shaft, and the third connecting end of the second planetary gear set is movably connected to the transmission housing;

[0013] The second connecting end of the third planetary gear set is connected to the input shaft, and the third connecting end of the third planetary gear set is movably connected to the output shaft.

[0014] Furthermore, the dual-motor transmission system also includes:

[0015] A first clutch has one side connected to the input shaft and the other side connected to the second connecting end of the first planetary gear set. The second connecting end of the first planetary gear set is connected to or disconnected from the input shaft via the first clutch.

[0016] The second clutch has one side connected to the input shaft and the other side connected to the third connecting end of the first planetary gear set. The third connecting end of the first planetary gear set is connected or disconnected from the input shaft through the second clutch.

[0017] The third clutch has one side connected to the third connecting end of the third planetary gear set and the other side connected to the output shaft. The third connecting end of the third planetary gear set is connected or disconnected from the output shaft through the third clutch.

[0018] A brake, one side of which is connected to the transmission housing and the other side of which is connected to the third connection end of the second planetary gear set. The third connection end of the third planetary gear set is connected to or disconnected from the transmission housing via the brake.

[0019] Furthermore, the first transmission mechanism includes a first state, a second state, a third state, a fourth state, and a fifth state;

[0020] In the first state, both the first clutch and the third clutch are disengaged, and both the second clutch and the brake are engaged, with power transmitted from the input shaft to the output shaft along the first path;

[0021] In the second state, both the second clutch and the third clutch are disengaged, and both the first clutch and the brake are engaged, with power transmitted from the input shaft to the output shaft along the second path;

[0022] In the third state, both the first clutch and the second clutch are disengaged, and both the third clutch and the brake are engaged, with power transmitted from the input shaft to the output shaft along the third path.

[0023] In the fourth state, the second clutch and the brake are both disengaged, the first clutch and the third clutch are both engaged, and power is transmitted from the input shaft to the output shaft along the fourth path.

[0024] In the fifth state, both the first clutch and the brake are disengaged, and both the second clutch and the third clutch are engaged, with power transmitted from the input shaft to the output shaft along the fifth path.

[0025] Furthermore, the dual-motor speed change system also includes a second transmission mechanism, the input end of which is connected to the second drive motor, and the output end of which is connected to the output shaft.

[0026] Furthermore, the second transmission mechanism includes a driving gear and a driven gear; the driving gear is connected to the output end of the second drive motor, the driven gear meshes with the driving gear, and the driven gear is connected to the output shaft.

[0027] Furthermore, the driven gear and the output shaft are integrally formed.

[0028] Beneficial effects:

[0029] 1. The dual-motor transmission system described in this application includes an input shaft, an output shaft, a first drive motor, a second drive motor, an engine, and a first transmission mechanism; the first drive motor is connected to the input shaft, the input shaft and the output shaft are connected via the first transmission mechanism, the second drive motor is connected to the output shaft, and the engine is movably connected to the input shaft. This application employs dual-motor control, in conjunction with the engine, to achieve various power modes. Power can be provided by either the first or second drive motor alone, or by both the first and second drive motors, or by the engine and either drive motor, depending on actual needs. This optimizes power configuration, reduces the power requirements of a single motor and the engine speed requirements, lowers energy consumption, reduces costs, and improves efficiency.

[0030] 2. The dual-motor transmission system described in this application, wherein the first transmission mechanism includes a first planetary gear set, a second planetary gear set, and a third planetary gear set, and by arranging the three planetary gear sets in conjunction with the first clutch, the second clutch, the third clutch, and the brake to change the transmission path, can achieve five different gears, thereby better adapting to different driving conditions, further improving power performance, and reducing energy consumption.

[0031] This application also provides a vehicle including the dual-motor transmission system described above.

[0032] The vehicle described above has the same beneficial effects as the existing technology compared to the dual-motor transmission system, which will not be elaborated here. Attached Figure Description

[0033] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the description of the embodiments of this application will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0034] Figure 1 This is a structural layout diagram of a dual-motor speed change system proposed in an embodiment of this application;

[0035] Figure 2 This is a schematic diagram of the power transmission path of the first transmission mechanism in the first state in a dual-motor speed change system according to an embodiment of this application;

[0036] Figure 3 This is a schematic diagram of the power transmission path of the first transmission mechanism of the dual-motor speed change system proposed in an embodiment of this application in the second state;

[0037] Figure 4 This is a schematic diagram of the power transmission path of the first transmission mechanism of the dual-motor speed change system proposed in an embodiment of this application in the third state;

[0038] Figure 5 This is a schematic diagram of the power transmission path of the first transmission mechanism of the dual-motor speed change system proposed in an embodiment of this application in the fourth state;

[0039] Figure 6 This is a schematic diagram of the power transmission path of the first transmission mechanism of the dual-motor speed change system proposed in an embodiment of this application in the fifth state.

[0040] Explanation of reference numerals in the attached figures:

[0041] 1. Engine; 2. First drive motor; 3. Disengagement clutch; 4. First clutch; 5. Second clutch; 6. First planetary gear set; 61. First ring gear; 62. First planetary carrier; 63. First sun gear; 7. Brake; 8. Second planetary gear set; 81. Second ring gear; 82. Second planetary carrier; 83. Second sun gear; 9. Third planetary gear set; 91. Third ring gear; 92. Third planetary carrier; 93. Third sun gear; 10. Third clutch; 11. Second drive motor; 12. Drive gear; 13. Driven gear; 14. Input shaft; 15. Output shaft. Detailed Implementation

[0042] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0043] In related technologies, with the rapid development of new energy, hybrid technology is increasingly becoming the preferred choice for people's travel. The transmission industry is also gradually shifting towards hybrid technology, but the high energy consumption of electric motors has become a major constraint on the relatively slow development of pure electric vehicles. Currently, most automakers typically use a single motor in conjunction with an engine, or a single-gear mechanism for power drive, or a hybrid shifting system for pure electric driving. This requires high motor power or engine speed, resulting in high energy loss and low efficiency, and has not truly achieved the ideal of electric drive.

[0044] In view of this, embodiments of this application propose a dual-motor transmission system and a vehicle.

[0045] See Figure 1 A dual-motor transmission system includes: an input shaft 14, an output shaft 15, a first drive motor 2, a second drive motor 11, an engine 1, and a first transmission mechanism; the first drive motor 2 is connected to the input shaft 14, the input shaft 14 and the output shaft 15 are connected through the first transmission mechanism, the second drive motor 11 is connected to the output shaft 15, and the engine 1 is movably connected to the input shaft 14.

[0046] The dual-motor transmission system includes a first power mode, a second power mode, and a third power mode; in the first power mode, only the first drive motor 2 or the second drive motor 11 works; in the second power mode, the first drive motor 2 and the second drive motor 11 work simultaneously; in the third power mode, the engine 1 works simultaneously with the first drive motor 2 or the second drive motor 11.

[0047] Specifically, the first drive motor 2 is arranged on one side of the input shaft 14. The input end of the input shaft 14 is connected to the first drive motor 2, the output end of the input shaft 14 is connected to the input end of the first transmission mechanism, and the output end of the first transmission mechanism is connected to the output shaft 15. In this way, when the first drive motor 2 is working, the power output by the first drive motor 2 can be input from the input shaft 14 and transmitted to the output shaft 15 through the first transmission mechanism.

[0048] The second drive motor 11 is arranged on one side of the output shaft 15 and connected to the output shaft 15. In this way, when the second drive motor 11 is working, the power output by the second drive motor 11 is transmitted to the output shaft 15.

[0049] Engine 1 is located on one side of input shaft 14. Engine 1 and input shaft 14 are movably connected, meaning they can be connected or disconnected. When engine 1 is working, it is connected to input shaft 14, and the power output by engine 1 can be transmitted along input shaft 14 and through the first transmission mechanism to output shaft 15. When engine 1 is not working, it can be disconnected from input shaft 14.

[0050] With the above configuration and dual-motor control, in conjunction with engine 1, the transmission system offers three power modes: In the first power mode, only the first drive motor 2 or the second drive motor 11 operates, providing power from a single motor; in the second power mode, both drive motors operate simultaneously, providing power from both; and in the third power mode, engine 1 operates simultaneously with either drive motor 2 or drive motor 11, providing power from both engine 1 and one of the motors. The appropriate power mode can be selected based on actual needs, optimizing the power configuration, effectively reducing the demand on motor power and engine 1 speed, thus improving efficiency, reducing energy consumption, and saving costs.

[0051] In addition, in the third power mode, the engine 1 is connected to the input shaft 14. During the start-up phase, the power output by the first drive motor 2 can be transmitted to the engine 1 through the input shaft 14, thereby starting the engine 1 and further improving energy utilization efficiency.

[0052] Furthermore, the dual-motor transmission system also includes a disengagement clutch 3; one side of the disengagement clutch 3 is connected to the engine 1, and the other side of the disengagement clutch 3 is connected to the input shaft 14. The engine 1 and the input shaft 14 are connected or disconnected through the disengagement clutch 3.

[0053] Specifically, a disengagement clutch 3 is provided between the engine 1 and the input shaft 14. One side of the disengagement clutch 3 is connected to the engine 1, and the other side is connected to the input shaft 14. When the disengagement clutch 3 is engaged, the engine 1 is connected to the input shaft 14; when the disengagement clutch 3 is disengaged, the engine 1 is disconnected from the input shaft 14. By providing the disengagement clutch 3, the connection state between the engine 1 and the input shaft 14 can be easily switched.

[0054] Furthermore, the first transmission mechanism includes multiple planetary gear sets, which are connected to each other; the input shaft 14 is selectively connected to at least two of the multiple planetary gear sets; and the output shaft 15 is selectively connected to at least two of the multiple planetary gear sets.

[0055] Specifically, the first transmission mechanism includes multiple planetary gear sets, which are interconnected. The input shaft 14 can be selectively connected to at least two planetary gear sets, and the output shaft 15 can also be selectively connected to at least two planetary gear sets. Selective connection means that one or both can be connected simultaneously. This gives the first transmission mechanism at least two different input ends and two different output ends, allowing for multiple different transmission paths and thus enabling multiple gear positions.

[0056] In practical applications, the specific number of planetary gear sets can be flexibly configured according to the required number of gears.

[0057] Furthermore, the first transmission mechanism includes a first planetary gear set 6, a second planetary gear set 8, and a third planetary gear set 9, and the dual-motor transmission system also includes a transmission housing;

[0058] The first connecting end of the first planetary gear set 6 is fixedly connected to the transmission housing, and the second connecting end of the first planetary gear set 6 is movably connected to the input shaft 14; the third connecting end of the first planetary gear set 6 is movably connected to the input shaft 14, and the third connecting end of the first planetary gear set 6 is connected to the first connecting end of the second planetary gear set 8 and the first connecting end of the third planetary gear set 9.

[0059] The second connecting end of the second planetary gear set 8 is connected to the output shaft 15, and the third connecting end of the second planetary gear set 8 is movably connected to the transmission housing;

[0060] The second connecting end of the third planetary gear set 9 is connected to the input shaft 14, and the third connecting end of the third planetary gear set 9 is movably connected to the output shaft 15.

[0061] Specifically, in this embodiment, the first transmission mechanism includes three planetary gear sets. The input shaft 14 is selectively connected to the first planetary gear set 6 and the third planetary gear set 9, and power can be input from the first planetary gear set 6 and / or the third planetary gear set 9. The output shaft 15 is selectively connected to the second planetary gear set 8 and the third planetary gear set 9, and power can be output from the second planetary gear set 8 and / or the third planetary gear set 9.

[0062] A planetary gear set includes a sun gear, a planet carrier, and a ring gear. The sun gear is coaxially mounted inside the ring gear, and planet gears are positioned between the sun gear and the ring gear. The planet gears mesh with both the sun gear and the ring gear. The planet carrier is used to mount the planet gears.

[0063] Specifically, the first planetary gear set 6 includes a first sun gear 63, a first planet carrier 62, and a first ring gear 61. The first sun gear 63 is fixedly connected to the transmission housing, the first planet carrier 62 is movably connected to the input shaft 14, and the first ring gear 61 is also movably connected to the input shaft 14. The second planetary gear set 8 includes a second sun gear 83, a second planet carrier 82, and a second ring gear 81. The second sun gear 83 is connected to the first ring gear 61, the second planet carrier 82 is connected to the output shaft 15, and the second ring gear 81 is movably connected to the transmission housing. The third planetary gear set 9 includes a third sun gear 93, a third planet carrier 92, and a third ring gear 91. The third sun gear 93 is connected to both the first ring gear 61 and the second sun gear 83, the third planet carrier 92 is connected to the input shaft 14, and the third ring gear 91 is movably connected to the output shaft 15. The movable connection indicates that the connection between the two gears can be either connected or disconnected.

[0064] By changing the connection states of the first planetary carrier 62 and the input shaft 14, the first gear ring 61 and the input shaft 14, the second gear ring 81 and the transmission housing, and the third gear ring 91 and the output shaft 15, multiple different transmission paths can be formed, ultimately outputting different speeds and achieving multiple different gears.

[0065] Furthermore, the dual-motor transmission system also includes:

[0066] The first clutch 4 has one side connected to the input shaft 14 and the other side connected to the second connecting end of the first planetary gear set 6. The second connecting end of the first planetary gear set 6 is connected or disconnected from the input shaft 14 through the first clutch 4.

[0067] The second clutch 5 has one side connected to the input shaft 14 and the other side connected to the third connecting end of the first planetary gear set 6. The third connecting end of the first planetary gear set 6 is connected or disconnected from the input shaft 14 through the second clutch 5.

[0068] The third clutch 10 has one side connected to the third connecting end of the third planetary gear set 9 and the other side connected to the output shaft 15. The third connecting end of the third planetary gear set 9 and the output shaft 15 are connected or disconnected through the third clutch 10.

[0069] Brake 7, one side of which is connected to the transmission housing and the other side is connected to the third connecting end of the second planetary gear set 8. The third connecting end of the third planetary gear set 9 is connected to or disconnected from the transmission housing through the brake 7.

[0070] Specifically, in this embodiment, a first clutch 4 is provided between the first planetary carrier 62 and the input shaft 14. One side of the first clutch 4 is connected to the first planetary carrier 62, and the other side is connected to the input shaft 14. When the first clutch 4 is engaged, the first planetary carrier 62 is connected to the input shaft 14. When the first clutch 4 is disengaged, the first planetary carrier 62 is disconnected from the input shaft 14.

[0071] A second clutch 5 is provided between the first gear ring 61 and the input shaft 14. One side of the second clutch 5 is connected to the first gear ring 61, and the other side is connected to the input shaft 14. When the second clutch 5 is engaged, the first gear ring 61 is connected to the input shaft 14. When the second clutch 5 is disengaged, the first gear ring 61 is disconnected from the input shaft 14.

[0072] A third clutch 10 is provided between the third gear ring 91 and the output shaft 15. One side of the third clutch 10 is connected to the third gear ring 91, and the other side is connected to the output shaft 15. When the third clutch 10 is engaged, the third gear ring 91 and the output shaft 15 are connected. When the third clutch 10 is disengaged, the third gear ring 91 and the output shaft 15 are disconnected.

[0073] A brake 7 is provided between the second gear ring 81 and the transmission housing. One side of the brake 7 is connected to the second gear ring 81, and the other side is connected to the transmission housing. When the brake 7 is engaged, the second gear ring 81 is connected to the transmission housing and thus locked. When the brake 7 is disengaged, the second gear ring 81 is disconnected from the transmission housing.

[0074] Furthermore, the first transmission mechanism includes a first state, a second state, a third state, a fourth state, and a fifth state;

[0075] In the first state, the first clutch 4 and the third clutch 10 are both disengaged, the second clutch 5 and the brake 7 are both engaged, and power is transmitted from the input shaft 14 to the output shaft 15 along the first path.

[0076] In the second state, the second clutch 5 and the third clutch 10 are both disengaged, the first clutch 4 and the brake 7 are both engaged, and power is transmitted from the input shaft 14 to the output shaft 15 along the second path.

[0077] In the third state, the first clutch 4 and the second clutch 5 are both disengaged, the third clutch 10 and the brake 7 are both engaged, and power is transmitted from the input shaft 14 to the output shaft 15 along the third path.

[0078] In the fourth state, the second clutch 5 and the brake 7 are both disengaged, the first clutch 4 and the third clutch 10 are both engaged, and power is transmitted from the input shaft 14 to the output shaft 15 along the fourth path.

[0079] In the fifth state, the first clutch 4 and the brake 7 are both disengaged, the second clutch 5 and the third clutch 10 are both engaged, and power is transmitted from the input shaft 14 to the output shaft 15 along the fifth path.

[0080] Specifically, with the configuration of the first clutch 4, the second clutch 5, the third clutch 10, and the brake 7, the operating state of the three planetary gear sets can be switched by changing the engagement or disengagement of these components, thereby altering the power transmission path in the first transmission mechanism. Different transmission paths correspond to different output speeds and also to different gear ratios.

[0081] See Figure 2 When the first clutch 4 and the third clutch 10 are both disengaged and the second clutch 5 and the brake 7 are both engaged, the first transmission mechanism is in the first state. At this time, the power is transmitted sequentially along the input shaft 14, the second clutch 5, the second sun gear 83, and the second planetary carrier 82 to the output shaft 15. The output shaft 15 outputs the first speed, corresponding to the first gear of the speed control system.

[0082] See Figure 3 When the second clutch 5 and the third clutch 10 are both disengaged and the first clutch 4 and the brake 7 are both engaged, the first transmission mechanism is in the second state. At this time, the power is transmitted sequentially along the input shaft 14, the first clutch 4, the first planetary carrier 62, the first ring gear 61, the second sun gear 83, and the second planetary carrier 82 to the output shaft 15. The output shaft 15 outputs the second speed, corresponding to the second gear of the speed control system.

[0083] See Figure 4When the first clutch 4 and the second clutch 5 are both disengaged, and the third clutch 10 and the brake 7 are both engaged, the first transmission mechanism is in the third state. At this time, the power is transmitted sequentially along the input shaft 14 to the third planetary carrier 92, and then splits into two paths. One path is transmitted along the third gear ring 91 and the third clutch 10 to the output shaft 15, and the other path is transmitted along the third sun gear 93, the second sun gear 83, the second planetary carrier 82, and the third clutch 10. After the two power paths are coupled, they are transmitted to the output shaft 15, and the output shaft 15 finally outputs the third speed, which corresponds to the third gear of the transmission system.

[0084] See Figure 5 When the second clutch 5 and brake 7 are both disengaged, and the first clutch 4 and third clutch 10 are both engaged, the first transmission mechanism is in the fourth state. At this time, the power is divided into two paths. One path is transmitted along the input shaft 14 to the third planetary carrier 92, and the other path is transmitted along the input shaft 14, the first clutch 4, the first planetary carrier 62, the first ring gear 61, and the third sun gear 93 to the third planetary carrier 92. After the two power paths are coupled, they are transmitted along the third ring gear 91 and the third clutch 10 to the output shaft 15. The output shaft 15 finally outputs the fourth speed, which corresponds to the fourth gear of the transmission system.

[0085] See Figure 6 When the first clutch 4 and brake 7 are both disengaged, and the second clutch 5 and third clutch 10 are both engaged, the first transmission mechanism is in the fifth state. At this time, power is transmitted to the output shaft 15 along the input shaft 14, the third planetary carrier 92, and the third gear ring 91. At this time, the speed of the third planetary gear set 9 is consistent with the speed of the input shaft 14 through the engagement of the second clutch 5, which corresponds to the fifth gear of the transmission system. This gear is the direct drive gear.

[0086] In practical applications, different gear ratios can be matched by increasing or decreasing the number of planetary gear sets, as well as the number of clutches and brakes.

[0087] Furthermore, the dual-motor transmission system also includes a second transmission mechanism. The input end of the second transmission mechanism is connected to the second drive motor 11, and the output end of the second transmission mechanism is connected to the output shaft 15. With this configuration, when the second drive motor 11 is operating, the power output by the second drive motor 11 can be transmitted to the output shaft 15 through the second transmission mechanism.

[0088] Furthermore, the second transmission mechanism includes a driving gear 12 and a driven gear 13; the driving gear 12 is connected to the output end of the second drive motor 11, the driven gear 13 meshes with the driving gear 12, and the driven gear 13 is connected to the output shaft 15.

[0089] Specifically, the second transmission mechanism includes a driving gear 12 and a driven gear 13. When the second drive motor 11 is working, the power output by the second drive motor 11 is transmitted to the driving gear 12, and the driven gear 13 meshes with the driving gear 12, thereby transmitting the power to the output shaft 15.

[0090] Furthermore, the driven gear 13 and the output shaft 15 are integrally formed.

[0091] Specifically, in this embodiment, the driven gear 13 and the output shaft 15 adopt an integrated design, which makes the structure more concise and occupies less space.

[0092] Furthermore, the dual-motor transmission system described in this embodiment adopts a longitudinal layout, with the engine 1, the first drive motor 2, the second drive motor 11, the input shaft 14, and the output shaft 15 all arranged along the same axis. The final power output direction is consistent with this axis, which can further improve space utilization and save space compared to the transverse layout.

[0093] The dual-motor transmission system described in this application has multiple forward gear starting methods, including at least the following:

[0094] (1) First drive motor 2 starts: the disengagement clutch 3 is disengaged, the second clutch 5 and brake 7 are engaged, and after engagement, the first drive motor 2 is controlled to start the vehicle directly;

[0095] (2) Second drive motor 11 starts: the disengagement clutch 3, the first clutch 4, the second clutch 5 and the third clutch 10 are all disengaged, and the second drive motor 11 is controlled to drive the drive gear 12 and the driven gear 13 to rotate, and the vehicle starts;

[0096] (3) The first drive motor 2 and the second drive motor 11 are coupled together to start: the second drive motor 11 starts first, then the brake 7 is engaged, then the speed of the first drive motor 2 is adjusted to the target speed so that the speeds at both ends of the second clutch 5 are the same, and then the second clutch 5 is engaged.

[0097] The target rotational speed can be calculated using the rotational speed of the second drive motor 11, the transmission ratio of the main and driven gears, and the transmission ratio of the second planetary gear set 8. The calculation formula is as follows:

[0098] Where v is the rotational speed and i is the transmission ratio.

[0099] (4) The first drive motor 2 and the second drive motor 11 are coupled together to start: After the second drive motor 11 starts, the second clutch 5 is engaged to adjust the speed of the first drive motor 2 to the target speed, and then the brake 7 is engaged to make the input speed and output speed of the second planetary gear set 8 meet the transmission ratio requirements of the second planetary gear set 8; the target speed is the same as the target speed in method (3).

[0100] (5) Engine 1 starts: Disengage clutch 3, first clutch 4, second clutch 5 and third clutch 10 are all disengaged. After starting the first drive motor 2, engage the disengage clutch 3 to start the engine 1. Then disengage the disengage clutch 3, control the second clutch 5 and the first brake 7 to engage, and then start using the first drive motor 2. After starting, adjust the speed of engine 1 to synchronize the speed of engine 1 with the speed of the first drive motor 2, and then engage the disengage clutch 3.

[0101] The above description only covers some special and typical starting conditions; other coupling methods of starting are also included in this scope. During power coupling, power coupling can also be achieved through speed regulation of the first drive motor 2, with the target speed determined based on different gears and the clutch that is engaged first.

[0102] The reverse gear function of the dual-motor transmission system can only be activated by reversing the second drive motor 11 and disengaging all clutches.

[0103] The dual-motor transmission system provided in this application adopts dual-motor multi-gear control, which has good starting performance, a simple overall structure, and helps to improve space utilization. Starting by adjusting the motor speed enhances the reliability of the transmission system. The traditional automatic transmission torque converter structure is eliminated, effectively reducing costs and improving efficiency. The disengagement clutch can be added or removed according to actual usage, further reducing costs. The overall architecture function and transmission capability are achieved simply by adjusting the engine speed driven by the motor.

[0104] This application also provides a vehicle including the dual-motor transmission system described above.

[0105] The advantages of the vehicle and the aforementioned dual-motor transmission system compared to existing technologies are the same and will not be elaborated here.

[0106] It should be noted that the various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0107] It should also be noted that, in this document, the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. Furthermore, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations, nor should they be construed as indicating or implying relative importance. Moreover, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or terminal device that comprises a list of elements includes not only those elements, but also other elements not expressly listed, or elements inherent to such a process, method, article, or terminal device. In the absence of further restrictions, an element defined by the phrase "includes a..." does not exclude the presence of other identical elements in the process, method, article, or terminal device that includes the element.

[0108] The technical solutions provided in this application have been described in detail above. Specific examples have been used to illustrate the principles and implementation methods of this application. The descriptions of the above embodiments are only for the purpose of helping to understand this application, and the content of this specification should not be construed as a limitation of this application. Furthermore, for those skilled in the art, there will be different forms of changes in the specific implementation methods and application scope based on this application. It is neither necessary nor possible to exhaustively list all implementation methods here, and obvious changes or modifications derived therefrom are still within the protection scope of this application.

Claims

1. A dual-motor speed change system, characterized in that, include: Input shaft, output shaft, first drive motor, second drive motor, engine, and first transmission mechanism; The first drive motor is connected to the input shaft, the input shaft is connected to the output shaft through the first transmission mechanism, the second drive motor is connected to the output shaft, and the engine is movably connected to the input shaft.

2. The dual-motor speed change system according to claim 1, characterized in that: It also includes a disengagement clutch; One side of the disengagement clutch is connected to the engine, and the other side of the disengagement clutch is connected to the input shaft. The engine and the input shaft are connected or disconnected through the disengagement clutch.

3. The dual-motor speed change system according to claim 1, characterized in that: The first transmission mechanism includes multiple planetary gear sets, which are connected to each other in a transmission manner. The input shaft is selectively connected to at least two of the plurality of planetary gear sets; the output shaft is selectively connected to at least two of the plurality of planetary gear sets.

4. The dual-motor speed change system according to claim 3, characterized in that: The first transmission mechanism includes a first planetary gear set, a second planetary gear set, and a third planetary gear set, and the dual-motor transmission system also includes a transmission housing; The first connecting end of the first planetary gear set is fixedly connected to the transmission housing, and the second connecting end of the first planetary gear set is movably connected to the input shaft; the third connecting end of the first planetary gear set is movably connected to the input shaft, and the third connecting end of the first planetary gear set is connected to the first connecting end of the second planetary gear set and the first connecting end of the third planetary gear set. The second connecting end of the second planetary gear set is connected to the output shaft, and the third connecting end of the second planetary gear set is movably connected to the transmission housing; The second connecting end of the third planetary gear set is connected to the input shaft, and the third connecting end of the third planetary gear set is movably connected to the output shaft.

5. The dual-motor speed change system according to claim 4, characterized in that: The dual-motor speed change system also includes: A first clutch has one side connected to the input shaft and the other side connected to the second connecting end of the first planetary gear set. The second connecting end of the first planetary gear set is connected to or disconnected from the input shaft via the first clutch. The second clutch has one side connected to the input shaft and the other side connected to the third connecting end of the first planetary gear set. The third connecting end of the first planetary gear set is connected or disconnected from the input shaft through the second clutch. The third clutch has one side connected to the third connecting end of the third planetary gear set and the other side connected to the output shaft. The third connecting end of the third planetary gear set is connected or disconnected from the output shaft through the third clutch. A brake, one side of which is connected to the transmission housing and the other side of which is connected to the third connection end of the second planetary gear set. The third connection end of the third planetary gear set is connected to or disconnected from the transmission housing via the brake.

6. The dual-motor speed change system according to claim 5, characterized in that: The first transmission mechanism includes a first state, a second state, a third state, a fourth state, and a fifth state; In the first state, both the first clutch and the third clutch are disengaged, and both the second clutch and the brake are engaged, with power transmitted from the input shaft to the output shaft along the first path; In the second state, both the second clutch and the third clutch are disengaged, and both the first clutch and the brake are engaged, with power transmitted from the input shaft to the output shaft along the second path; In the third state, both the first clutch and the second clutch are disengaged, and both the third clutch and the brake are engaged, with power transmitted from the input shaft to the output shaft along the third path. In the fourth state, the second clutch and the brake are both disengaged, the first clutch and the third clutch are both engaged, and power is transmitted from the input shaft to the output shaft along the fourth path. In the fifth state, both the first clutch and the brake are disengaged, and both the second clutch and the third clutch are engaged, with power transmitted from the input shaft to the output shaft along the fifth path.

7. The dual-motor speed change system according to claim 1, characterized in that: It also includes a second transmission mechanism, the input end of which is connected to the second drive motor, and the output end of which is connected to the output shaft.

8. The dual-motor speed change system according to claim 7, characterized in that: The second transmission mechanism includes a driving gear and a driven gear; The driving gear is connected to the output end of the second drive motor, the driven gear meshes with the driving gear, and the driven gear is connected to the output shaft.

9. The dual-motor speed change system according to claim 8, characterized in that: The driven gear and the output shaft are integrally formed.

10. A vehicle, characterized in that, Includes the dual-motor transmission system as described in any one of claims 1-9.

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