Dual-motor two-gear power assembly driving system suitable for heavy truck

Abstract

The double-motor two-gear power assembly driving system comprises a main motor and an auxiliary motor which are vertically arranged, motor shafts of the main motor and the auxiliary motor are arranged in the same direction, the motor shaft of the main motor is in transmission connection with a first input shaft through a first planet row, and the auxiliary motor is in transmission connection with a second input shaft through a first planet row. A differential mechanism is arranged between the second input shaft and the first input shaft, half shafts connected with a hub are arranged on the two sides of the differential mechanism, the half shaft on one side is sleeved with an output shaft in an empty mode, and the output shaft is in transmission connection with the second input shaft and the first input shaft through a transmission assembly. And the output shaft is in transmission connection with the differential mechanism through a second planet row. The utility model has the main beneficial effects that the design is exquisite, and the output shaft is sleeved on the half shaft, so that the radial occupied space can be reduced to the greatest extent, and the layout is more compact. In addition, the main motor and the auxiliary motor work cooperatively to provide higher pure EV driving power, and the power of the main motor and the auxiliary motor can be reduced, so that the space requirement and the cost pressure are reduced.

Description

Technical Field

[0001] This utility model relates to the field of gearbox technology, and more particularly to a dual-motor two-speed powertrain drive system suitable for heavy trucks. Background Technology

[0002] Due to environmental and energy requirements, new energy vehicles, as an important means of transportation, are receiving increasing attention from countries around the world. Currently, most new energy vehicle drive systems in China are modifications of traditional automatic transmissions, such as adding motors and electronic pumps. This results in higher costs, larger dimensions, and reduced efficiency and NVH performance due to complex mechanical structures.

[0003] For example, Chinese patent CN107539116A discloses a dual-motor electromechanical coupling system and its control method for a vehicle range extender. This system includes a transmission section and a hybrid power section and a pure electric power section connected thereto, a vehicle controller, and vehicle condition sensors. The hybrid power section is connected to the transmission section via a hybrid intermediate shaft assembly, and the pure electric power section is connected to the transmission section via a pure electric intermediate shaft assembly. The vehicle controller calculates the appropriate driving mode and drive torque based on real-time vehicle condition signals collected by the vehicle condition sensors and sends commands to the transmission section, the hybrid power section, and the pure electric power section, respectively. However, in this arrangement, the hybrid intermediate shaft assembly, the main reduction drive axle assembly, and the pure electric intermediate shaft assembly are all arranged in parallel, resulting in a large radial footprint for the system, which is not conducive to a rational layout. Furthermore, the system's power performance is limited by the motor's output power, making it difficult to improve the overall vehicle power performance and increasingly unable to meet the power demands of electric vehicles. Utility Model Content

[0004] The purpose of this invention is to overcome the shortcomings of the existing technology and provide a dual-motor, two-speed powertrain drive system suitable for heavy trucks.

[0005] The objective of this utility model is achieved through the following technical solution:

[0006] A dual-motor, two-speed powertrain drive system suitable for heavy-duty trucks includes a main motor and an auxiliary motor, which are positioned vertically and have their motor shafts aligned in the same direction. The motor shaft of the main motor is connected to a first input shaft via a first planetary gear set. The auxiliary motor is connected to a second input shaft via the first planetary gear set. A differential is provided between the second input shaft and the first input shaft. Half-shafts connected to wheel hubs are provided on both sides of the differential. An output shaft is loosely fitted on one half-shaft. The output shaft is connected to both the second and first input shafts via a transmission assembly. The output shaft is connected to the differential via a second planetary gear set.

[0007] Preferably, the transmission assembly includes a first-gear drive gear and a second-gear drive gear loosely fitted on the first input shaft. A first synchronizer is provided between the first-gear drive gear and the second-gear drive gear and is disposed on the first input shaft. The first synchronizer can be selectively coupled to either the first-gear drive gear or the second-gear drive gear. A transmission gear is fixedly disposed on the second input shaft. A first-gear driven gear and a second-gear driven gear are fixedly disposed on the output shaft. The first-gear driven gear meshes with the first-gear drive gear, and the second-gear driven gear is coupled to the second-gear drive gear and the transmission gear.

[0008] Preferably, the transmission assembly includes a first-gear drive gear and a second-gear drive gear loosely fitted on the first input shaft, with a first synchronizer disposed on the first input shaft between the first-gear drive gear and the second-gear drive gear, the first synchronizer being selectively coupled to either the first-gear drive gear or the second-gear drive gear; a first-gear drive gear and a second-gear drive gear loosely fitted on the second input shaft, with a second synchronizer disposed on the second input shaft between the first-gear drive gear and the second-gear drive gear, the second synchronizer being selectively coupled to either the first-gear drive gear or the second-gear drive gear; a first-gear driven gear and a second-gear driven gear are fixedly disposed on the output shaft, the first-gear driven gear meshing with the first-gear drive gear and the first-gear drive gear, and the second-gear driven gear coupling with the second-gear drive gear and the second-gear drive gear.

[0009] Preferably, the second planetary gear set includes a second planetary carrier disposed on the differential and a second planetary gear disposed on the second planetary carrier. The second planetary gear is located between the second sun gear and the second ring gear and meshes with both. The second sun gear is fixed on the output shaft, and the second ring gear is fixed on the gearbox housing.

[0010] Preferably, the first planetary gear set includes a first planetary carrier disposed on the gearbox housing and a first planetary gear disposed on the first planetary carrier. The first planetary gear is located between the first sun gear and the first ring gear and meshes with both. The first sun gear is fixedly disposed on the motor shafts of the main motor and the auxiliary motor, and the first ring gear is fixedly disposed on the first input shaft and the second input shaft.

[0011] Preferably, the central axis of the half-shaft is coaxial with the central axis of the output shaft.

[0012] Preferably, the main motor and the auxiliary motor are high-speed DC motors.

[0013] The beneficial effects of this utility model are mainly reflected in:

[0014] 1. The ingenious design, with the output shaft nested on the half-shaft, minimizes radial space occupation, resulting in a more compact layout. Furthermore, the coordinated operation of the main and auxiliary motors provides greater pure EV drive power, while reducing the power requirements of both the main and auxiliary motors, thereby lowering space requirements and cost pressures.

[0015] 2. The first and second planetary gear sets enable the system to have a larger transmission ratio, which can reduce the system's size and weight, making the layout more compact and reducing the space occupied.

[0016] 3. The gear shifting process is simple, convenient, stable, and reliable, avoiding power interruption and "jerking" phenomena, thus improving stability and comfort. Attached Figure Description

[0017] The technical solution of this utility model will be further described below with reference to the accompanying drawings:

[0018] Figure 1 : A schematic diagram of the structure of the first preferred embodiment of this utility model;

[0019] Figure 2 : A schematic diagram of the structure of the second preferred embodiment of this utility model. Detailed Implementation

[0020] The present invention will now be described in detail with reference to the specific embodiments shown in the accompanying drawings. However, these embodiments are not limited to the present invention, and any structural, methodological, or functional modifications made by those skilled in the art based on these embodiments are included within the protection scope of the present invention.

[0021] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0022] like Figures 1 to 2 This utility model discloses a dual-motor, two-speed powertrain drive system suitable for heavy-duty trucks, including a main motor 1 and an auxiliary motor 2, which are positioned vertically and have their motor shafts aligned in the same direction. The main motor 1 and auxiliary motor 2 are high-speed DC motors, capable of matching the power and torque requirements of the entire vehicle. Of course, the main motor 2 and auxiliary motor 3 can also be flat motors, etc., all of which fall within the protection scope of this utility model and will not be elaborated upon here.

[0023] The motor shaft of the main motor 1 is driven by the first planetary gear set 3 and the first input shaft 4. The auxiliary motor 2 is driven by the first planetary gear set 3 and the second input shaft 5. A differential 6 is provided between the second input shaft 5 and the first input shaft 4. Half-shafts 62 connected to hubs 61 are provided on both sides of the differential 6. An output shaft 7 is loosely fitted on one half-shaft 62. The central axis of the half-shaft 62 is coaxial with the central axis of the output shaft 7. The output shaft 7 is driven by the second input shaft 5 and the first input shaft 4 through a transmission assembly 8, and the output shaft 7 is driven by the differential 6 through a second planetary gear set 9. The above design is ingenious. The output shaft 7 is fitted on the half-shaft, which can minimize the radial space occupied to the greatest extent, making the layout more compact. In addition, the main motor and the auxiliary motor work together to provide greater pure EV drive power, and can reduce the power of the main motor and the auxiliary motor, thereby reducing space requirements and cost pressure. The first planetary gear set and the second planetary gear set can make the system have a large transmission ratio, which can reduce the size and weight of the system, making the layout more compact and reducing space occupation.

[0024] In the above description, the first planetary gear set 3 includes a first planet carrier 34 mounted on the gearbox housing and a first planet gear 33 mounted on the first planet carrier 34. The first planet gear 33 is located between and meshes with the first sun gear 31 and the first ring gear 32. The first sun gear 31 is fixedly mounted on the motor shafts of the main motor 1 and the auxiliary motor 2, and the first ring gear 32 is fixedly mounted on the first input shaft 4 and the second input shaft 5. The second planetary gear set 9 includes a second planet carrier 94 mounted on the differential 6 and a second planet gear 93 mounted on the second planet carrier 94. The second planet gear 93 is located between and meshes with the second sun gear 91 and the second ring gear 92. The second sun gear 91 is fixedly mounted on the output shaft 7, and the second ring gear 92 is fixedly mounted on the gearbox housing.

[0025] like Figure 1 As shown in the first preferred embodiment of this utility model, the transmission assembly 8 includes a first-speed driving gear 81 and a second-speed driving gear 82 loosely fitted on the first input shaft 4. A first synchronizer 83 is provided between the first-speed driving gear 81 and the second-speed driving gear 82 and is disposed on the first input shaft 4. The first synchronizer 83 can be selectively coupled to the first-speed driving gear 81 or the second-speed driving gear 82. A transmission gear 84 is fixedly disposed on the second input shaft 5. A first-speed driven gear 85 and a second-speed driven gear 86 are fixedly disposed on the output shaft 7. The first-speed driven gear 85 meshes with the first-speed driving gear 81, and the second-speed driven gear 86 is coupled to the second-speed driving gear 82 and the transmission gear 84.

[0026] The working process of this embodiment is briefly described below:

[0027] When the vehicle is in first gear, the main motor 1 starts and transmits power to the differential 6 sequentially through the first sun gear 31, first planetary gear 33, first ring gear 32, first input shaft 4, first synchronizer 83, first gear drive gear 81, first gear driven gear 85, output shaft 7, second sun gear 91, second planetary gear 93, and second planetary carrier 94. Simultaneously, the auxiliary motor 2 starts and transmits power to the differential 6 sequentially through the first sun gear 31, first planetary gear 33, first ring gear 32, first input shaft 4, transmission gear 84, second gear driven gear 86, output shaft 7, second sun gear 91, second planetary gear 93, and second planetary carrier 94.

[0028] During gear shifting, the auxiliary motor provides power compensation to ensure no power interruption occurs, preventing vehicle jerking and improving driving comfort. Gear shifting is completed simply by coupling the first synchronizer 83 with the second-gear drive gear 82.

[0029] like Figure 2 As shown in the second preferred embodiment of this utility model, the transmission assembly 8 includes a first-gear drive gear 81 and a second-gear drive gear 82 loosely fitted on the first input shaft 4. A first synchronizer 83 is provided between the first-gear drive gear 81 and the second-gear drive gear 82 and is selectively coupled to either the first-gear drive gear 81 or the second-gear drive gear 82. A first-gear drive gear 87 and a second-gear drive gear 88 are loosely fitted on the second input shaft 5. A second synchronizer 89 is provided between the first-gear drive gear 87 and the second-gear drive gear 88 and is selectively coupled to either the first-gear drive gear 87 or the second-gear drive gear 88. A first-gear driven gear 85 and a second-gear driven gear 86 are fixedly installed on the output shaft 7. The first-gear driven gear 85 meshes with the first-gear drive gear 81 and the first-gear drive gear 87, and the second-gear driven gear 86 is coupled with the second-gear drive gear 82 and the second-gear drive gear 88.

[0030] The working process of this embodiment is briefly described below:

[0031] When the vehicle is in first gear, the main motor 1 starts and transmits power to the differential 6 sequentially through the first sun gear 31, first planetary gear 33, first ring gear 32, first input shaft 4, first synchronizer 83, first gear drive gear 81, first gear driven gear 85, output shaft 7, second sun gear 91, second planetary gear 93, and second planetary carrier 94. Simultaneously, the auxiliary motor 2 starts and transmits power to the differential 6 sequentially through the first sun gear 31, first planetary gear 33, first ring gear 32, first input shaft 4, second synchronizer 89, first gear drive gear 87, first gear driven gear 85, output shaft 7, second sun gear 91, second planetary gear 93, and second planetary carrier 94.

[0032] When it is necessary to shift to second gear, the first synchronizer 83 is coupled with the second gear drive gear 82, and the second synchronizer 89 is coupled with the second gear drive gear 88, thus completing the gear shift.

[0033] It should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This way of describing the specification is only for clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

[0034] The detailed descriptions listed above are merely specific descriptions of feasible implementations of this utility model, and are not intended to limit the scope of protection of this utility model. All equivalent implementations or modifications made without departing from the spirit of this utility model should be included within the scope of protection of this utility model.

Claims

1. A dual-motor two-gear powertrain drive system suitable for heavy trucks, comprising a main motor (1) and an auxiliary motor (2) which are arranged in an upper and lower split manner and have the same direction of the motor shaft, characterized in that: The motor shaft of the main motor (1) is in transmission connection with the first input shaft (4) through the first planetary gear set (3), the auxiliary motor (2) is in transmission connection with the second input shaft (5) through the first planetary gear set (3), the differential (6) is arranged between the second input shaft (5) and the first input shaft (4), half shafts (62) connected with wheel hubs (61) are arranged on both sides of the differential (6), the output shaft (7) is sleeved on the half shaft (62) on one side, the output shaft (7) is in transmission connection with the second input shaft (5) and the first input shaft (4) through the transmission assembly (8), and the output shaft (7) is in transmission connection with the differential (6) through the second planetary gear set (9).

2. The double-motor two-gear powertrain drive system suitable for heavy-duty trucks according to claim 1, characterized in that: The transmission assembly (8) comprises a one-gear driving gear (81) and a two-gear driving gear (82) which are sleeved on the first input shaft (4), a first synchronizer (83) is arranged between the one-gear driving gear (81) and the two-gear driving gear (82) and arranged on the first input shaft (4), the first synchronizer (83) is selectively coupled with the one-gear driving gear (81) or the two-gear driving gear (82), a transmission gear (84) is fixedly arranged on the second input shaft (5), a one-gear driven gear (85) and a two-gear driven gear (86) are fixedly arranged on the output shaft (7), the one-gear driven gear (85) is in mesh with the one-gear driving gear (81), and the two-gear driven gear (86) is coupled with the two-gear driving gear (82) and the transmission gear (84).

3. The double-motor two-gear powertrain drive system suitable for heavy-duty trucks according to claim 1, characterized in that: The transmission assembly (8) comprises a one-gear driving gear (81) and a two-gear driving gear (82) which are sleeved on the first input shaft (4), a first synchronizer (83) is arranged between the one-gear driving gear (81) and the two-gear driving gear (82) and arranged on the first input shaft (4), the first synchronizer (83) is selectively coupled with the one-gear driving gear (81) or the two-gear driving gear (82), a one-gear driving gear (87) and a two-gear driving gear (88) are sleeved on the second input shaft (5), a second synchronizer (89) is arranged between the one-gear driving gear (87) and the two-gear driving gear (88) and arranged on the second input shaft (5), the second synchronizer (89) is selectively coupled with the one-gear driving gear (87) or the two-gear driving gear (88), a one-gear driven gear (85) and a two-gear driven gear (86) are fixedly arranged on the output shaft (7), the one-gear driven gear (85) is in mesh with the one-gear driving gear (81) and the one-gear driving gear (87), and the two-gear driven gear (86) is coupled with the two-gear driving gear (82) and the two-gear driving gear (88).

4. The dual-motor two-gear powertrain drive system suitable for heavy-duty trucks according to claim 2 or 3, characterized in that: The second planetary gear train (9) comprises a second carrier (94) arranged on the differential (6) and a second planetary gear (93) arranged on the second carrier (94), the second planetary gear (93) being located between and engaged with a second sun gear (91) and a second ring gear (92); the second sun gear (91) is fixed on the output shaft (7), and the second ring gear (92) is fixed on the gearbox housing.

5. The dual-motor two-gear powertrain drive system of a heavy-duty truck according to claim 2 or 3, characterized in that: The first planetary gear train (3) comprises a first carrier (34) arranged on the gearbox housing and a first planetary gear (33) arranged on the first carrier (34), the first planetary gear (33) being located between and engaged with a first sun gear (31) and a first ring gear (32); the first sun gear (31) is fixed on the motor shaft of the main motor (1) and the auxiliary motor (2), and the first ring gear (32) is fixed on the first input shaft (4) and the second input shaft (5).

6. The dual-motor two-gear powertrain drive system of a heavy-duty truck according to claim 2 or 3, characterized in that: The central axis of the half shaft (62) is coaxial with the central axis of the output shaft (7).

7. The dual-motor two-gear powertrain drive system of a heavy-duty truck according to claim 2 or 3, characterized in that: The main motor (1) and the auxiliary motor (2) are direct-current high-speed motors.

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