Dual-motor reducer

Abstract

This utility model discloses a dual-motor reducer for electric tricycles, comprising: a reducer body, a solenoid valve, a first motor, and a second motor. The first and second motors are respectively disposed on the outer sides of the reducer body. The solenoid valve is disposed on the upper part of the reducer body. A differential, a first shift fork assembly, a second shift fork assembly, and a multi-axis gear assembly are integrated inside the housing. The solenoid valve is movably connected to the corresponding multi-axis gear assembly through the second shift fork assembly. This utility model achieves dual-motor switching by manually controlling the solenoid valve to drive the shift fork and control the engagement state of the gear sleeve. Under light load, only the main motor is used to reduce energy consumption, while under heavy load, the auxiliary motor is used in conjunction to enhance power output. Combined with a torque sensor and dynamic distribution algorithm, the battery load is optimized, extending battery life. The reducer integrates a shock-absorbing coating, overheat protection, and a high-precision control module, greatly improving the efficiency and reliability of electric vehicles.

Description

Technical Field

[0001] This utility model relates to the field of speed reducer technology, and in particular to a dual-motor speed reducer. Background Technology

[0002] With the continuous development of pure electric vehicles, users have higher and higher requirements for the power performance of the vehicle. The vehicle pursues high torque and high speed, which inevitably makes the motor larger and larger. Moreover, high torque places higher requirements on the internal bearings and shafts of the motor, which also increases the manufacturing cost and difficulty.

[0003] In the existing technology, the dual-motor dual-reducer electric drive axle assembly is matched with two sets of drive motors and reducer assemblies. It can provide power to the whole vehicle simultaneously as needed. By selecting motors with different power, torque, efficiency distribution and other parameters and matching reducer assemblies with different speed ratios, it can provide four driving modes for the whole vehicle. Both drive motors are high-speed motors, which reduce torque under the premise of the same power, thereby reducing the weight of the motor to meet the requirements of the maximum gradeability of the whole vehicle. However, its structure is complex, installation and maintenance are inconvenient, and its size and noise are relatively large, resulting in high cost. It is not suitable for providing drive for three-wheeled vehicles.

[0004] Therefore, our engineers have developed a device specifically for three-wheeled electric vehicles that uses two motors matched with a three-stage reducer to achieve single-motor power input or simultaneous dual-motor power input. It controls the engagement state of the gear sleeve through a solenoid valve-driven shift fork, allowing manual switching between the first and second motors. Under light loads, only the first motor is used to reduce energy consumption, while under heavy loads, the second motor (auxiliary motor) is used in conjunction to enhance power output. Combined with a torque sensor and dynamic distribution algorithm, it optimizes battery load and extends battery life. The reducer integrates a shock-absorbing coating, overheat protection, and a high-precision control module. It has a simple structure, is easy to install and maintain, and is low in cost while combining high efficiency and reliability. Utility Model Content

[0005] The technical problem to be solved by this utility model is to provide a dual-motor reducer that is simple in structure, small in size, easy to install and maintain, low in noise, low in cost, high in reliability and long in service life.

[0006] To solve the above-mentioned technical problems, the technical solution of this utility model is as follows:

[0007] A dual-motor reducer for use in an electric three-wheeled vehicle includes: a reducer body, a solenoid valve, and a vehicle control device. A first motor and a second motor are respectively located on both sides of the reducer body. The solenoid valve is located on the upper part of the reducer body. The first motor and the second motor are coaxially arranged. The solenoid valve, the first motor, and the second motor are electrically connected to the main control unit of the vehicle body. The reducer body includes a housing, a differential, a first shift fork assembly, a second shift fork assembly, and a multi-axis gear assembly. The housing is a cavity structure with mounting surfaces on both sides. The differential, the first shift fork assembly, the second shift fork assembly, and the multi-axis gear assembly are integrated inside the housing. A first shaft hole, a second shaft hole, and multiple mounting holes are respectively provided through both sides of the housing. The first shift fork assembly is located adjacent to the differential. The first shift fork assembly includes a shift fork shaft, a first shift fork, a first engagement gear sleeve, and a rocker arm. The shift fork shaft and... The housing is movably connected, and the free end of the shift fork shaft extends through the housing. The first shift fork is mounted on the shift fork shaft and is movably connected to the corresponding multi-axis gear assembly via the first engaging tooth sleeve. The rocker arm is located outside the housing and is movably connected to the free end of the shift fork shaft. The shift fork shaft is movably connected to an external shift cable via the rocker arm. The solenoid valve is movably connected to the corresponding multi-axis gear assembly via the second shift fork assembly. The second shift fork assembly includes a second shift fork, a second engaging tooth sleeve, a shift fork seat, and a return torsion spring. When the load is less than or equal to a threshold, the vehicle control device manually controls the solenoid valve to de-energize. The return torsion spring drives the second shift fork to reset, so that the second engaging tooth sleeve only engages with the first motor. When the load is greater than the threshold, the vehicle control device outputs current to the solenoid valve, driving the second shift fork to push the second engaging tooth sleeve to engage with the second motor. The first motor and the second motor work together to output power.

[0008] In the above structure, the multi-axis gear assembly includes a first gear shaft, a second gear shaft, a third gear shaft, and a fourth gear shaft. The first gear shaft and the second gear shaft are coaxially arranged, and each of the adjacent ends of the first gear shaft and the second gear shaft is provided with a first engagement tooth. The first engagement tooth matches the first engagement tooth sleeve. The first gear shaft is integrally provided with a first helical gear. The first motor and the second motor are movably connected to the corresponding first gear shaft and the corresponding second gear shaft through corresponding spline couplings.

[0009] In the above structure, the two ends of the first gear shaft, second gear shaft, third gear shaft, and fourth gear shaft are movably connected to the housing via corresponding bearings. The third gear shaft is provided with a second helical gear, a third helical gear, and a fourth helical gear. The second helical gear, the third helical gear, and the second gear shaft are integrally formed. The fourth helical gear is movably disposed outside the second helical gear. The first gear shaft and the third gear shaft are meshed and connected via corresponding first and fourth helical gears. The fourth gear shaft is provided with a fifth helical gear, a sixth helical gear, and a seventh helical gear. The fifth helical gear is integrally formed with the fourth gear shaft and meshes with the corresponding fourth helical gear. A first engaging gear is provided between the sixth and seventh helical gears. The inner sides of the sixth and seventh helical gears are respectively provided with stepped gears that match the first engaging gear. The sixth helical gear, the seventh helical gear, and the first engaging gear are movably connected to the fourth gear shaft. The differential is meshed with the fifth helical gear via an externally provided eighth helical gear.

[0010] In the above structure, the connecting ends of the first gear shaft and the second gear shaft are provided with mutually matching embedded structures. The third gear shaft and the fourth gear shaft are respectively arranged parallel to the first gear shaft or the second gear shaft. The free ends of the first gear shaft or the second gear shaft are respectively provided with two bearings, both of which are deep groove ball bearings.

[0011] In the above structure, the shift fork seat is disposed on the upper part of the housing, the solenoid valve is vertically disposed on the shift fork seat, the shift fork seat is provided with a shift block mechanism inside, the shift block mechanism includes a shift block and a torsion spring, the shift fork seat is provided with a horizontal limiting pin, the shift block mechanism is movably connected to the shift fork seat through the limiting pin, the solenoid valve is connected to the second shift fork assembly through the shift block mechanism, the second shift fork assembly is used to control the movement of the second shift fork, the second shift fork is mechanically connected to the second engaging gear sleeve disposed on the first gear shaft, and the second shift fork is used to drive the second engaging gear sleeve to axial displacement.

[0012] In the above structure, the first motor and the second motor are movably connected to the corresponding first gear shaft and second gear shaft through spline couplings, respectively. The first motor is a permanent magnet synchronous motor and the second motor is a switched reluctance motor.

[0013] In the above structure, the solenoid valve is a proportional solenoid valve, the solenoid valve thrust is linearly related to the input current, the solenoid valve thrust range is 50-200N, and the solenoid valve response time is ≤50ms.

[0014] In the above structure, the vehicle control device can manually control the opening and closing of the solenoid valve according to the vehicle load signal to switch the power output of the first motor or the second motor.

[0015] The beneficial effects of this utility model are as follows:

[0016] This invention uses a solenoid valve to drive a shift fork to control the engagement state of the gear sleeve, allowing manual switching between the first and second motors. Under light loads, only the first motor is used to reduce energy consumption. When the vehicle is heavily loaded, the solenoid valve is opened, allowing the shift fork to engage the gear sleeve with the first shaft, thus connecting the second motor (auxiliary motor) and increasing power output. When the second motor (auxiliary motor) is deactivated, the solenoid valve is closed, and the shift fork, under the action of a return torsion spring, disengages the gear sleeve. Combined with a torque sensor and dynamic distribution algorithm, it optimizes battery load and extends battery life. The reducer integrates a shock-absorbing coating, overheat protection, and a high-precision control module, making it suitable for electric vehicles. It combines high efficiency and reliability, increasing vehicle speed. The rational selection of the main and auxiliary motors reduces battery load and increases battery speed and lifespan. Attached Figure Description

[0017] Figure 1 This is a front view of an embodiment of the dual-motor reducer of this utility model;

[0018] Figure 2 This is a right view of an embodiment of the dual-motor reducer of this utility model;

[0019] Figure 3 This is a top view of an embodiment of the dual-motor reducer of this utility model;

[0020] Figure 4 This is one of the cross-sectional views of an embodiment of the dual-motor reducer of this utility model;

[0021] Figure 5 This is a second cross-sectional view of an embodiment of the dual-motor reducer of this utility model.

[0022] In the diagram, 1-reducer body, 2-solenoid valve, 3-differential, 4-shift fork shaft, 5-first shift fork, 6-first engagement gear sleeve, 7-rocker arm, 8-second shift fork, 9-second engagement gear sleeve, 10-shift fork seat, 11-return spring, 12-first gear shaft, 13-second gear shaft, 14-third gear shaft, 15-fourth gear shaft, 16-first engagement gear, 17-spline coupling, 18-first helical gear, 19-second helical gear, 20-third helical gear, 21-fourth helical gear, 22-fifth helical gear, 23-sixth helical gear, 24-seventh helical gear, 25-eighth helical gear, 26-bearing, 27-shift block. Detailed Implementation

[0023] The specific embodiments of this utility model will be further described below with reference to the accompanying drawings. It should be noted that these descriptions are for the purpose of aiding understanding of this utility model, but do not constitute a limitation thereof. Furthermore, the technical features involved in the various embodiments of this utility model described below can be combined with each other as long as they do not conflict with each other.

[0024] like Figure 1-5 As shown, a dual-motor reducer is used in an electric tricycle. It includes a reducer body 1 and a solenoid valve 2. A first motor and a second motor are respectively located on both sides of the reducer body 1. The solenoid valve 2 is located on the upper part of the reducer body 1. The first motor and the second motor are coaxially arranged. The solenoid valve 2, the first motor, and the second motor are electrically connected to the main control unit of the vehicle body. The reducer body 1 includes a housing, a differential 3, a first shift fork assembly, a second shift fork assembly, and a multi-axis gear assembly. The housing is a cavity structure with mounting surfaces on both sides. The differential 3, the first shift fork assembly, the second shift fork assembly, and the multi-axis gear assembly are integrated into the housing. Inside, the two sides of the gearbox are respectively provided with a first shaft hole, a second shaft hole and multiple mounting holes. The first shift fork assembly is located near the differential 3. The first shift fork assembly includes a shift fork shaft 4, a first shift fork 5, a first engagement gear sleeve 6 and a rocker arm 7. The shift fork shaft 4 is movably connected to the gearbox, and the free end of the shift fork shaft 4 extends through the gearbox. The first shift fork 5 is mounted on the shift fork shaft 4 and is movably connected to the corresponding multi-axis gear assembly through the first engagement gear sleeve 6. The rocker arm 7 is located outside the gearbox and is movably connected to the free end of the shift fork shaft 4. The shift fork shaft 4 is movably connected to the external shift cable through the rocker arm 7. The solenoid valve 2 is movably connected to the corresponding multi-axis gear assembly through the second shift fork assembly.

[0025] Specifically, in this embodiment, the two sides of the housing are provided with bearing mounting grooves and oil seal cover mounting grooves corresponding to the first gear shaft 8, the second gear shaft 9, the third gear shaft 10, and the fourth gear shaft 11. The first motor and the second motor are respectively movably connected to the multi-axis gear assembly passing through the first shaft hole and the second shaft hole.

[0026] Specifically, in this embodiment, the second shift fork assembly includes a second shift fork 8, a second engagement tooth sleeve 9, a shift fork seat 10, and a reset torsion spring 11. When the load is less than or equal to the threshold, the vehicle control device controls the solenoid valve 2 to de-energize, and the reset torsion spring 11 drives the second shift fork 8 to reset, so that the second engagement tooth sleeve 9 only engages with the engagement tooth on the first motor shaft. When the load is greater than the threshold, the vehicle control device outputs current to the solenoid valve 2, driving the second shift fork 8 to push the second engagement tooth sleeve 9 to engage with the engagement tooth on the engagement shaft of the second motor, and the first motor and the second motor work together to output power.

[0027] Specifically, in this embodiment, when the vehicle is lightly loaded or unloaded, a first motor (main motor) is used to save energy. When the vehicle is heavily loaded, the solenoid valve 2 is opened to allow the shift fork to engage the second engagement sleeve 9 with a shaft, increasing the power of a second motor (auxiliary motor). When the power of the second motor (auxiliary motor) is canceled, the solenoid valve is closed, and the second shift fork, under the action of the return torsion spring 11, moves the second engagement sleeve 9 to disengage from its reset position.

[0028] In a preferred embodiment of this utility model, a vehicle control device is also included. The vehicle control device includes a load detection module, a logic judgment module, and a dynamic allocation module. The load detection module monitors the vehicle load in real time through a torque sensor. The vehicle control device is electrically connected to the solenoid valve 2, the first motor, and the second motor. The vehicle control device can control the opening and closing of the solenoid valve 2 according to the vehicle load signal to switch the power output of the first motor or the second motor.

[0029] Specifically, in this embodiment, the torque sensor is a magnetostrictive sensor with a range of 0-5000 N·m and an accuracy class of 0.5, and is installed at the end of the reducer output shaft.

[0030] Specifically, in this embodiment, the logic judgment module outputs a secondary motor start signal when the load exceeds the threshold, and the dynamic allocation module adjusts the power allocation ratio of the first motor and the second motor (main and secondary motors) according to the vehicle speed and load.

[0031] In a preferred embodiment of this utility model, the multi-axis gear assembly includes a first gear shaft 12, a second gear shaft 13, a third gear shaft 14, and a fourth gear shaft 15. The first gear shaft 12 and the second gear shaft 13 are coaxially arranged, and each of the adjacent ends of the first gear shaft 12 and the second gear shaft 13 is provided with a first engagement tooth 16, which matches a first engagement tooth sleeve 17. A first helical gear 18 is integrally provided on the first gear shaft 12. The first motor and the second motor are movably connected to the corresponding first gear shaft 12 and the second gear shaft 13 respectively through corresponding spline couplings 17.

[0032] Specifically, in this embodiment, the third gear shaft 14 and the fourth gear shaft 15 are arranged in parallel with the first gear shaft 12 and the second gear shaft 13. The first gear shaft 12, the second gear shaft 13, the third gear shaft 14, and the fourth gear shaft 15 are all provided with keyways and gear mounting positions. The free ends of the first gear shaft 12 and the second gear shaft 13 are provided with spline grooves.

[0033] In a preferred embodiment of this invention, the two ends of the first gear shaft 12, the second gear shaft 13, the third gear shaft 14, and the fourth gear shaft 15 are respectively movably connected to the housing via corresponding bearings 26. The third gear shaft 14 is provided with a second helical gear 19, a third helical gear 20, and a fourth helical gear 21. The second helical gear, the third helical gear, and the second gear shaft are integrally formed. The fourth helical gear 21 is movably disposed outside the second helical gear 19. The first gear shaft 12 and the third gear shaft 14 are meshed together via corresponding first helical gears 18 and fourth helical gears 21. The fourth gear shaft 15 is provided with a first helical gear 19, a third helical gear 20, and a fourth helical gear 21. The gear consists of a fifth helical gear 22, a sixth helical gear 23, and a seventh helical gear 24. The fifth helical gear 22 is integrally formed with the fourth gear shaft 15. The fifth helical gear 22 meshes with the corresponding fourth helical gear 21. A first engaging gear 16 is provided between the sixth helical gear 23 and the seventh helical gear 24. The inner sides of the sixth helical gear 23 and the seventh helical gear 24 are respectively provided with stepped gears that match the first engaging gear. The sixth helical gear 23, the seventh helical gear 24, and the first engaging gear 16 are movably connected to the fourth gear shaft 15. The differential meshes with the fifth helical gear 22 through an externally provided eighth helical gear 25.

[0034] Specifically, in this embodiment, the meshing surfaces of the first helical gear 18, the second helical gear 19, the third helical gear 20 and the second engaging gear sleeve 9 are provided with a damping coating. The coating material is a polyurethane-ceramic composite material with a thickness of 0.1-0.3 mm and a damping coefficient ≥0.2.

[0035] In a preferred embodiment of the present invention, the connecting ends of the first gear shaft 12 and the second gear shaft 13 are provided with mutually matching embedded structures, the third gear shaft 14 and the fourth gear shaft 15 are respectively arranged parallel to the first gear shaft 12 or the second gear shaft 13, and the free ends of the first gear shaft 12 or the second gear shaft 13 are respectively provided with two bearings 26, both of which are deep groove ball bearings.

[0036] Specifically, in this embodiment, the connecting end of the second gear shaft 13 is embedded with a circular groove that matches the connecting end of the first gear shaft 12, and a corresponding connecting structure is provided inside the circular groove.

[0037] In a preferred embodiment of this utility model, a shift fork seat 10 is disposed on the upper part of the housing, and a solenoid valve 2 is vertically disposed on the shift fork seat 10. A shift block mechanism is provided inside the shift fork seat 10, and a limiting pin is horizontally disposed on the shift fork seat. The shift block mechanism includes a shift block 27 and a torsion spring. The shift block mechanism is movably connected to the shift fork seat 10 through the limiting pin. The solenoid valve 2 is connected to the second shift fork assembly through the shift block mechanism. The second shift fork assembly is used to control the movement of the second shift fork 8. The second shift fork 8 is mechanically connected to the second engaging tooth sleeve 9 disposed on the first gear shaft 12. The second shift fork 8 is used to drive the second engaging tooth sleeve 9 to move axially.

[0038] Specifically, in this embodiment, the preload torque of the reset torsion spring 11 is 2-10 N·m, the spring material is 60Si2MnA, the surface is phosphated, and the fatigue life is ≥10^6 cycles.

[0039] In a preferred embodiment of the present invention, the first motor and the second motor are movably connected to the corresponding first gear shaft 12 and second gear shaft 13 via spline coupling 17, respectively. The first motor is a permanent magnet synchronous motor and the second motor is a switched reluctance motor.

[0040] In a preferred embodiment of this utility model, the solenoid valve 2 is a proportional solenoid valve, the thrust of the solenoid valve 2 is linearly related to the input current, the thrust range of the solenoid valve 2 is 50-200N, and the response time of the solenoid valve 2 is ≤50ms.

[0041] Specifically, in this embodiment, the first motor (main motor) has a rated power of 30kW and the second motor (auxiliary motor) has a rated power of 50kW. When the vehicle load is ≤2000N·m, only the first motor works, reducing energy consumption by 40%. When the load is >2000N·m, the second motor intervenes, with a total output power of 80kW, improving the climbing ability by 60%.

[0042] Specifically, in the second embodiment of this utility model, the housing is made of high-strength aluminum alloy material, and the inner wall of the housing is inlaid with a damping alloy layer. The material of the damping alloy layer is Cu-Mn-Si alloy, the thickness of the damping alloy layer is 2mm, and the noise reduction is ≥15dB(A). Half shaft gears and planetary gears are installed in the differential housing. The two ends of the planetary shaft are fixed by shock-absorbing sleeves, which greatly reduces gear meshing vibration and reduces noise. The two ends of the planetary shaft are provided with a uniform damping structure (damping sleeve). The inside of the (damping sleeve) is filled with silicone particles, and the outside of the damping sleeve is covered with a carbon fiber reinforcement layer. The damping sleeves at both ends of the planetary shaft are made of polyurethane composite material, and a honeycomb damping structure is embedded inside.

[0043] The power switching method of the dual-motor reducer includes the following steps: real-time acquisition of vehicle load data via a torque sensor; when the load is ≤ threshold, manual switching can be used to de-energize the solenoid valve via the vehicle's main control device, and the reset torsion spring drives the second shift fork to reset, so that the second engagement sleeve engages only with the first motor; when the load is > threshold, manual switching can be used to output current to the solenoid valve via the vehicle's main control device, driving the shift fork to push the second engagement sleeve to engage with the second motor, and the first and second motors output power in coordination; the dynamic distribution module adjusts the power distribution of the first and second motors in real time according to load changes, so that the total efficiency is ≥85%.

[0044] In the description of this utility model, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the accompanying drawings and are only for the convenience of describing this utility model 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 utility model. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0045] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0046] The embodiments of this utility model have been described in detail above with reference to the accompanying drawings, but this utility model is not limited to the described embodiments. For those skilled in the art, various changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principles and spirit of this utility model, and these variations still fall within the protection scope of this utility model.

Claims

1. A dual-motor reducer, the reducer being used in an electric tricycle, comprising: The vehicle includes a reducer body, a solenoid valve, and a vehicle control device. A first motor and a second motor are respectively located on both sides of the reducer body. The solenoid valve is located on the upper part of the reducer body. The first and second motors are coaxially arranged. The solenoid valve, the first motor, and the second motor are electrically connected to the main control unit of the vehicle body. The reducer body comprises a housing, a differential, a first shift fork assembly, a second shift fork assembly, and a multi-axis gear assembly. The housing is a cavity structure with mounting surfaces on both sides. The differential, the first shift fork assembly, the second shift fork assembly, and the multi-axis gear assembly are integrated inside the housing. A first shaft hole, a second shaft hole, and multiple mounting holes are respectively provided through both sides of the housing. The first shift fork assembly is located adjacent to the differential. The first shift fork assembly includes a shift fork shaft, a first shift fork, a first engagement gear sleeve, and a rocker arm. The shift fork shaft is movably connected to the housing, and the free end of the shift fork shaft passes through... The housing extends outwards, and the first shift fork is mounted on the shift fork shaft. The first shift fork is movably connected to the corresponding multi-axis gear assembly via the first engaging tooth sleeve. The rocker arm is located outside the housing and movably connected to the free end of the shift fork shaft. The shift fork shaft is movably connected to an external shift cable via the rocker arm. The solenoid valve is movably connected to the corresponding multi-axis gear assembly via the second shift fork assembly. The second shift fork assembly includes a second shift fork, a second engaging tooth sleeve, a shift fork seat, and a return torsion spring. When the load is less than or equal to a threshold, the vehicle control device manually controls the solenoid valve to de-energize. The return torsion spring drives the second shift fork to reset, so that the second engaging tooth sleeve engages only with the first motor. When the load is greater than the threshold, the vehicle control device outputs current to the solenoid valve, driving the second shift fork to push the second engaging tooth sleeve to engage with the second motor. The first motor and the second motor work together to output power.

2. The dual motor speed reducer of claim 1, wherein The multi-axis gear assembly includes a first gear shaft, a second gear shaft, a third gear shaft, and a fourth gear shaft. The first gear shaft and the second gear shaft are coaxially arranged. Each of the adjacent ends of the first gear shaft and the second gear shaft is provided with a first engagement tooth. The first engagement tooth matches the first engagement tooth sleeve. The first gear shaft is integrally provided with a first helical gear. The first motor and the second motor are movably connected to the corresponding first gear shaft and the corresponding second gear shaft through corresponding spline couplings.

3. The dual motor speed reducer of claim 2, wherein, The first, second, third, and fourth gear shafts are movably connected to the housing at both ends via corresponding bearings. The third gear shaft is equipped with a second helical gear, a third helical gear, and a fourth helical gear. The second and third helical gears are integrally formed with the second gear shaft. The fourth helical gear is movably disposed outside the second helical gear. The first and third gear shafts are meshed with the corresponding first and fourth helical gears. The fourth gear shaft is equipped with a fifth, sixth, and seventh helical gear. The fifth helical gear is integrally formed with the fourth gear shaft and meshes with the corresponding fourth helical gear. A first engaging gear is provided between the sixth and seventh helical gears. The inner sides of the sixth and seventh helical gears are respectively equipped with stepped gears that match the first engaging gear. The sixth and seventh helical gears and the first engaging gear are movably connected to the fourth gear shaft. The differential is meshed with the fifth helical gear via an externally provided eighth helical gear.

4. The dual motor speed reducer of claim 3, wherein, The connection ends of the first gear shaft and the second gear shaft are provided with matching embedded structures. The third gear shaft and the fourth gear shaft are respectively arranged parallel to the first gear shaft or the second gear shaft. The free ends of the first gear shaft or the second gear shaft are respectively provided with two bearings, both of which are deep groove ball bearings.

5. The dual motor speed reducer of claim 4, wherein, The shift fork seat is located on the upper part of the housing, and the solenoid valve is vertically mounted on the shift fork seat. The shift fork seat has a shift block mechanism inside, and a limiting pin is horizontally mounted on the shift fork seat. The shift block mechanism includes a shift block and a torsion spring. The shift block mechanism is movably connected to the shift fork seat through the limiting pin. The solenoid valve is connected to the second shift fork assembly through the shift block mechanism. The second shift fork assembly is used to control the movement of the second shift fork. The second shift fork is mechanically connected to the second engaging gear sleeve mounted on the first gear shaft. The second shift fork drives the second engaging gear sleeve to move axially.

6. The dual motor speed reducer of claim 2, wherein, The first motor and the second motor are movably connected to the corresponding first gear shaft and second gear shaft via spline couplings. The first motor is a permanent magnet synchronous motor, and the second motor is a switched reluctance motor.

7. The dual motor speed reducer of claim 2, wherein, The solenoid valve is a proportional solenoid valve, the solenoid valve thrust is linearly related to the input current, the solenoid valve thrust range is 50-200N, and the solenoid valve response time is ≤50ms.

8. The dual motor speed reducer of claim 2, wherein, The vehicle control device can manually control the opening and closing of the solenoid valve according to the vehicle load signal to switch the power output of the first motor or the second motor.

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