Dual motor drive transmission system and vehicle

Abstract

The application relates to a dual-motor driving transmission system and a vehicle, which comprises a hybrid power unit, a front sub-gearbox mechanism, and a circumferential fixing mechanism. The hybrid power unit comprises a first input shaft, a middle shaft which is loosely sleeved on the first input shaft, a first motor which is in transmission connection with the first input shaft, a second motor which is in transmission connection with the middle shaft, and a first gear shifting mechanism which is fixed on the first input shaft and used for combining or separating the middle shaft. The front sub-gearbox mechanism comprises an intermediate shaft which is arranged in parallel with the first input shaft, a first gear pair which is loosely sleeved on the first input shaft and in transmission connection with the intermediate shaft, a second gear pair which is loosely sleeved on the first input shaft and in transmission connection with the intermediate shaft, a second gear shifting mechanism which is circumferentially fixed on the middle shaft and used for combining or separating the first gear pair, and a third gear shifting mechanism which is circumferentially fixed on the first input shaft and used for combining or separating the second gear pair. In the application, one motor is shifted, and the other motor can provide power compensation, so that the shifting power is not completely interrupted, the driving comfort and the shifting safety of the vehicle are improved.

Description

Technical Field

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

[0002] In related technologies, with the development of pure electric and hybrid electric technologies, the application fields of electrification technology are gradually increasing. Although the electrification technology applied to passenger cars is relatively mature, passenger cars have light loads, and the gears of the transmission system applied to passenger cars cannot be adapted to heavy-duty vehicles. In particular, the single-motor pure electric and hybrid transmission systems applied to commercial vehicles have power interruption during gear shifting. Power interruption in heavy-duty vehicles will seriously affect the vehicle's driving performance and safety.

[0003] In some heavy-duty vehicle electrified powertrain systems, dual-motor drives utilize a hollow shaft structure. Hollow shafts are difficult to manufacture, requiring high-quality materials and advanced processes. This also increases the difficulty of assembling and maintaining the powertrain system, leading to higher manufacturing and maintenance costs. Furthermore, there are heavy-duty commercial vehicle drivetrain systems employing a dual-motor, four-intermediate-shaft structure. While this overcomes the power interruption problem during gear shifts, its four-intermediate-shaft mechanical structure is complex, resulting in a high-cost and heavy transmission assembly.

[0004] Therefore, in this context, there is an urgent need to develop an AMT (Automated Manual Transmission) system suitable for medium and heavy-duty commercial vehicles that combines a simple and reliable multi-speed dual intermediate shaft structure (AMT) with dual motors, which can solve the problem of power interruption during gear shifting in traditional AMT transmission systems, improve driving comfort, and ensure the simplicity and reliability of the transmission system. Summary of the Invention

[0005] This application provides a dual-motor drive transmission system and vehicle to solve the problem in the related art that a power interruption in a heavy-duty vehicle will seriously affect the vehicle's driving performance and safety.

[0006] The first aspect of this application provides a dual-motor drive transmission system, including:

[0007] A hybrid power unit includes a first input shaft, a transfer shaft loosely fitted on the first input shaft, a first motor drivenly connected to the first input shaft, a second motor drivenly connected to the transfer shaft, and a first shifting mechanism fixed on the first input shaft for engaging or disengaging the transfer shaft.

[0008] The front auxiliary gearbox mechanism includes an intermediate shaft arranged parallel to the first input shaft, a first gear pair loosely fitted on the first input shaft and drivingly connected to the intermediate shaft, and a second gear pair loosely fitted on the first input shaft and drivingly connected to the intermediate shaft;

[0009] In addition, a second shifting mechanism circumferentially fixed on the central shaft for engaging or disengaging the first gear pair, and a third shifting mechanism circumferentially fixed on the first input shaft for engaging or disengaging the second gear pair.

[0010] In some embodiments, a front reduction mechanism is further included, which includes a first reduction gear pair and a second reduction gear pair, the first motor is connected to a second input shaft, and the second motor is connected to a third input shaft;

[0011] The first reduction gear pair includes a first driving bias gear and a first driven bias gear that are meshed with each other. The first driving bias gear is connected to the second input shaft, and the first driven bias gear is connected to the first input shaft.

[0012] The second reduction gear pair includes a second driving bias gear and a second driven bias gear that are meshed with each other. The second driving bias gear is connected to the third input shaft, and the second driven bias gear is connected to the intermediate shaft.

[0013] In some embodiments: the first gear pair includes a first input gear and a first output gear that mesh with each other, the first input gear is loosely fitted on the first input shaft, and the first output gear is fixed on the intermediate shaft;

[0014] The second gear pair includes a second input gear and a second output gear that mesh with each other. The second input gear is loosely fitted on the first input shaft, and the second output gear is fixed on the intermediate shaft.

[0015] In some embodiments: the second shifting mechanism is circumferentially fixed on the central shaft, and the second shifting mechanism slides along the axial direction of the central shaft to engage or disengage the first input gear;

[0016] The third shifting mechanism is circumferentially fixed on the central shaft, and the third shifting mechanism slides axially along the first input shaft to engage or disengage the second input gear.

[0017] In some embodiments: the intermediate shaft is provided with two or more sets, the first output gear is provided with two or more sets, and the second output gear is provided with two or more sets.

[0018] Two or more sets of intermediate shafts are symmetrically distributed around the outer periphery of the first input shaft, and two or more sets of the first output gears are respectively fixed on each of the intermediate shafts and symmetrically distributed around the outer periphery of the first input gear;

[0019] Two or more sets of the second output gears are respectively fixed on each of the intermediate shafts and symmetrically distributed on the outer periphery of the second input gear.

[0020] In some embodiments, the system further includes a main gearbox mechanism, which includes a main gearbox output shaft coaxially disposed with the first input shaft, and the third shifting mechanism is further used to engage or disengage the main gearbox output shaft.

[0021] And, a third gear pair loosely fitted on the main output shaft and drivingly connected to the intermediate shaft, and a fourth gear pair loosely fitted on the main output shaft and drivingly connected to the intermediate shaft;

[0022] A fourth shifting mechanism circumferentially fixed on the main gearbox output shaft for engaging or disengaging the third gear pair and the fourth gear pair.

[0023] In some embodiments: the third gear pair includes a third input gear and a third output gear that mesh with each other, the third output gear is loosely fitted on the main gearbox output shaft, and the third input gear is fixed on the intermediate shaft;

[0024] The fourth gear pair includes a fourth input gear and a fourth output gear that mesh with each other. The fourth output gear is loosely fitted on the main gearbox output shaft, and the fourth input gear is fixed on the intermediate shaft.

[0025] In some embodiments: the intermediate shaft is provided in two or more sets, the third input gear is provided in two or more sets, the fourth input gear is provided in two or more sets, and the two or more sets of intermediate shafts are symmetrically distributed on the outer periphery of the main box output shaft;

[0026] Two or more sets of the third input gears are respectively fixed on each of the intermediate shafts and symmetrically distributed on the outer periphery of the third output gear, and two or more sets of the fourth input gears are respectively fixed on each of the intermediate shafts and symmetrically distributed on the outer periphery of the fourth output gear.

[0027] In some embodiments, the hybrid power unit further includes an engine connected to the first input shaft via a clutch.

[0028] A second aspect of this application provides a vehicle including the dual-motor drive transmission system described in any of the above embodiments.

[0029] The beneficial effects of the technical solution provided in this application include:

[0030] This application provides a dual-motor drive transmission system and a vehicle. The dual-motor drive transmission system includes a hybrid power unit, comprising a first input shaft, a transfer shaft loosely fitted on the first input shaft, a first motor driven by the first input shaft, a second motor driven by the transfer shaft, a first shifting mechanism fixed on the first input shaft for engaging or disengaging the transfer shaft, a front auxiliary gearbox mechanism including an intermediate shaft parallel to the first input shaft, a first gear pair loosely fitted on the first input shaft and driven by the intermediate shaft, a second gear pair loosely fitted on the first input shaft and driven by the intermediate shaft, a second shifting mechanism circumferentially fixed on the transfer shaft for engaging or disengaging the first gear pair, and a third shifting mechanism circumferentially fixed on the first input shaft for engaging or disengaging the second gear pair.

[0031] Therefore, the first shifting mechanism of the dual-motor drive transmission system of this application is disposed on the first input shaft. The first shifting mechanism can selectively engage or disengage the intermediate shaft from the first input shaft. When the first shifting mechanism is closed, the intermediate shaft is engaged with the first input shaft, and the first motor and the second motor work together. The combined power of the first motor and the second motor will be transmitted to the front auxiliary gearbox mechanism through either the first input shaft or the intermediate shaft. The combined power of the first motor and the second motor will share the same gear output of the transmission system. When the first shifting mechanism is disengaged, the intermediate shaft is disconnected from the first input shaft. The first motor independently drives the front auxiliary gearbox mechanism through the first input shaft, while the second motor independently drives the front auxiliary gearbox mechanism through the intermediate shaft. The power of the first motor and the second motor will be output according to different gears of the transmission system, so that when one motor shifts gears, the other motor can provide power compensation, avoiding complete interruption of shifting power and improving vehicle driving comfort and shifting safety. Attached Figure Description

[0032] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying 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.

[0033] Figure 1 This is a schematic diagram of the dual-motor drive transmission system according to the first embodiment of this application;

[0034] Figure 2 This is a schematic diagram of the dual-motor drive transmission system according to the second embodiment of this application.

[0035] Figure label:

[0036] 1. Engine; 2. First motor; 3. Second motor; 4. Clutch; 5. First shift mechanism; 6. Second shift mechanism; 7. Third shift mechanism; 8. Fourth shift mechanism; 10. First input shaft;

[0037] 20. Second input shaft; 21. First driving bias gear; 22. First driven bias gear; 30. Third input shaft; 31. Second driving bias gear; 32. Second driven bias gear; 40. Transmission shaft; 41. First input gear; 42. Second input gear;

[0038] 50. Intermediate shaft; 51. First output gear; 52. Second output gear; 53. Third input gear; 54. Fourth input gear;

[0039] 60. Main gearbox output shaft; 61. Third output gear; 62. Fourth output gear; 100. Front reduction mechanism; 200. Front auxiliary gearbox mechanism; 300. Main gearbox mechanism. Detailed Implementation

[0040] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, 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.

[0041] This application provides a dual-motor drive transmission system and vehicle, which can solve the problem in related technologies that power interruption in heavy-duty vehicles will seriously affect the vehicle's driving performance and safety.

[0042] See Figure 1 and Figure 2 As shown, the first aspect of this application provides a dual-motor drive transmission system, including:

[0043] The hybrid power unit includes a first input shaft 10, a transfer shaft 40 loosely fitted on the first input shaft 10, a first motor 2 drivenly connected to the first input shaft 10, and a second motor 3 drivenly connected to the transfer shaft 40. A first shifting mechanism 5, fixed to the first input shaft 10, is used to engage or disengage the transfer shaft 40. The first shifting mechanism 5 controls the selective linkage of the input power of the first motor 2 and the second motor 3 on either the first input shaft 10 or the transfer shaft 40.

[0044] The front auxiliary gearbox mechanism 200 includes an intermediate shaft 50 arranged parallel to the first input shaft 10, a first gear pair loosely fitted on the first input shaft 10 and drivingly connected to the intermediate shaft 50, and a second gear pair loosely fitted on the first input shaft 10 and drivingly connected to the intermediate shaft 50.

[0045] In addition, a second shifting mechanism 6, circumferentially fixed to the central shaft 40, is used to engage or disengage the first gear pair, and a third shifting mechanism 7, circumferentially fixed to the first input shaft 10, is used to engage or disengage the second gear pair. The central shaft 40 is a hollow shaft sleeved outside the first input shaft 10. The length of the first input shaft 10 is greater than the length of the central shaft 40, and both ends of the first input shaft 10 extend beyond the ends of the central shaft 40.

[0046] The first shifting mechanism 5 of the dual-motor drive transmission system in this application embodiment is disposed on the first input shaft 10. The first shifting mechanism 5 can selectively engage or disengage the intermediate shaft 40 from the first input shaft 10. When the first shifting mechanism 5 is closed, the intermediate shaft 40 is engaged with the first input shaft 10, and the first motor 2 and the second motor 3 work together. The combined power of the first motor 2 and the second motor 3 will be jointly connected to the front auxiliary gearbox mechanism 200 through the first input shaft 10 or the intermediate shaft 40. The combined power of the first motor 2 and the second motor 3 will share the same gear output of the transmission system.

[0047] When the first shifting mechanism 5 is in the disengaged state, the intermediate shaft 40 is disconnected from the first input shaft 10. The first motor 2 is independently linked to the front auxiliary gearbox mechanism 200 via the first input shaft 10, while the second motor 3 is independently linked to the front auxiliary gearbox mechanism 200 via the intermediate shaft 40. The power of the first motor 2 and the second motor 3 will be output according to different gears of the transmission system, so that when one motor shifts gears, the other motor can provide power compensation, avoiding a complete interruption of power during gear shifting and improving vehicle driving comfort and shifting safety.

[0048] In some alternative embodiments: see Figure 1 and Figure 2 As shown in the figure, this application embodiment provides a dual-motor drive transmission system, which further includes a front reduction mechanism 100. The front reduction mechanism 100 includes a first reduction gear pair and a second reduction gear pair. The first motor 2 is connected to a second input shaft 20, and the second motor 3 is connected to a third input shaft 30. The first input shaft 10, the second input shaft 20, and the third input shaft 30 are radially spaced and parallel to each other.

[0049] The first reduction gear pair includes a first driving bias gear 21 and a first driven bias gear 22 meshing with each other. The first driving bias gear 21 is connected to the second input shaft 20, and the first driven bias gear 22 is connected to the first input shaft 10. The second reduction gear pair includes a second driving bias gear 31 and a second driven bias gear 32 meshing with each other. The second driving bias gear 31 is connected to the third input shaft 30, and the second driven bias gear 32 is connected to the intermediate shaft 40.

[0050] In this embodiment, the first motor 2 is biasedly connected to the first input shaft 10 via a first reduction gear pair formed by the meshing of a first driving bias gear 21 and a first driven bias gear 22. The first driving bias gear 21 and the first driven bias gear 22 can offset the first motor 2 from the engine 1, which facilitates the system space arrangement. Furthermore, the diameter of the first driving bias gear 21 is smaller than the diameter of the first driven bias gear 22, which can reduce the torque requirement of the first motor 2, thus helping to reduce weight and cost. A high-speed, low-torque first motor 2 can be selected.

[0051] The second motor 3 is biasedly connected to the central shaft 40 via a second reduction gear pair formed by the meshing of a second active bias gear 31 and a second driven bias gear 32. The second active bias gear 31 and the second driven bias gear 32 can offset the second motor 3 from the engine 1, which facilitates the system space arrangement. Furthermore, the diameter of the second active bias gear 31 is smaller than the diameter of the second driven bias gear 32, which can reduce the torque requirement of the second motor 3, thus helping to reduce weight and cost. A high-speed, low-torque second motor 3 can be selected.

[0052] In some alternative embodiments: see Figure 1 and Figure 2 As shown, this application embodiment provides a dual-motor drive transmission system. The first gear pair of the dual-motor drive transmission system includes a first input gear 41 and a first output gear 51 that mesh with each other. The first input gear 41 is loosely fitted on the first input shaft 10, and the first output gear 51 is fixed on the intermediate shaft 50.

[0053] The second gear pair includes a second input gear 42 and a second output gear 52 that mesh with each other. The second input gear 42 is loosely fitted on the first input shaft 10, and the second output gear 52 is fixed on the intermediate shaft 50. The outer diameter of the first input gear 41 is smaller than the outer diameter of the first output gear 51, and the outer diameter of the second output gear 52 is larger than the outer diameter of the second input gear 42.

[0054] The second shifting mechanism 6 is circumferentially fixed on the central shaft 40, and slides along the axial direction of the central shaft 40 to engage or disengage the first input gear 41. The third shifting mechanism 7 is circumferentially fixed on the central shaft 40, and slides along the axial direction of the first input shaft 10 to engage or disengage the second input gear 42.

[0055] If the first input gear 41 and the second input gear 42 are used as driving gears, and the first output gear 51 and the second output gear 52 are used as driven gears, then the speed ratio of the first gear pair is less than the speed ratio of the second gear pair. If the first input gear 41 and the second input gear 42 are used as driven gears, and the first output gear 51 and the second output gear 52 are used as driving gears, then the speed ratio of the second gear pair is greater than the speed ratio of the first gear pair.

[0056] In some alternative embodiments: see Figure 1 and Figure 2 As shown in the embodiment of this application, a dual-motor drive transmission system is provided. The intermediate shaft 50 of the dual-motor drive transmission system is provided with two or more sets, the first output gear 51 is provided with two or more sets, and the second output gear 52 is provided with two or more sets.

[0057] Two or more intermediate shafts 50 are symmetrically distributed around the outer periphery of the first input shaft 10. Two or more first output gears 51 are fixed on each intermediate shaft 50 and symmetrically distributed around the outer periphery of the first input gear 41. Two or more second output gears 52 are fixed on each intermediate shaft 50 and symmetrically distributed around the outer periphery of the second input gear 42.

[0058] The front auxiliary gearbox mechanism 200 of this application embodiment is constructed as a double intermediate shaft 50 structure to improve load capacity and expand its applicability, making the dual-motor drive transmission system of this application applicable to heavy-duty vehicles. The front auxiliary gearbox mechanism 200 includes a first input gear 41 and two first output gears 51, a second input gear 42 and two second output gears 52, a second shifting mechanism 6, and a third shifting mechanism 7.

[0059] The first input gear 41 simultaneously meshes with two first output gears 51, with the two first output gears 51 located on both sides of the same radial extension region of the first input gear 41; similarly, the second input gear 42 simultaneously meshes with two second output gears 52, with the two second output gears 52 located on both sides of the same radial extension region of the second input gear 42; the two sets of first output gears 51 and the two sets of second output gears 52 are respectively fixedly mounted on two symmetrically distributed intermediate shafts 50.

[0060] The first input gear 41 and the second input gear 42 are loosely fitted around the first input shaft 10, and the second shifting mechanism 6 is disposed on the intermediate shaft 40. The second shifting mechanism 6 disposed on the intermediate shaft 40 can selectively engage the intermediate shaft 40 with the first input gear 41, so that the power of the second motor 3 can be transmitted independently or the linkage power of the first motor 2 and the second motor 3 to the intermediate shaft 50 through the first gear pair of the front auxiliary gearbox mechanism 200.

[0061] Furthermore, the third shift mechanism 7, located on the first input shaft 10, can selectively connect the first input shaft 10 to the second input gear 42 or directly engage with the main gearbox output shaft 60. Therefore, the third shift mechanism 7 can selectively transmit the power of the first motor 2 independently or the combined power of the first motor 2 and the second motor 3 to the intermediate shaft 50 via the second gear pair of the front auxiliary gearbox mechanism 200. Additionally, the third shift mechanism 7 can also selectively output the power of the first motor 2 independently or the combined power of the first motor 2 and the second motor 3 directly via the main gearbox output shaft 60.

[0062] In some alternative embodiments: see Figure 1 and Figure 2 As shown, this application embodiment provides a dual-motor drive transmission system, which further includes a main gearbox mechanism 300, which includes a main gearbox output shaft 60 coaxially arranged with the first input shaft 10, and a third shifting mechanism 7 is also used to engage or disengage the main gearbox output shaft 60.

[0063] In addition, a third gear pair is loosely fitted on the main gearbox output shaft 60 and drivenly connected to the intermediate shaft 50; a fourth gear pair is loosely fitted on the main gearbox output shaft 60 and drivenly connected to the intermediate shaft 50; and a fourth shifting mechanism 8 is circumferentially fixed on the main gearbox output shaft 60 for engaging or disengaging the third gear pair and the fourth gear pair.

[0064] Specifically, the third gear pair includes a third input gear 53 and a third output gear 61 that mesh with each other. The third output gear 61 is loosely fitted on the main gearbox output shaft 60, and the third input gear 53 is fixed on the intermediate shaft 50. The fourth gear pair includes a fourth input gear 54 and a fourth output gear 62 that mesh with each other. The fourth output gear 62 is loosely fitted on the main gearbox output shaft 60, and the fourth input gear 54 is fixed on the intermediate shaft 50.

[0065] Two or more sets of intermediate shafts 50, two or more sets of third input gears 53, and two or more sets of fourth input gears 54 are provided. The two or more sets of intermediate shafts 50 are symmetrically distributed around the outer periphery of the main output shaft 60. Two or more sets of third input gears 53 are respectively fixed on each intermediate shaft 50 and symmetrically distributed around the outer periphery of the third output gear 61. Two or more sets of fourth input gears 54 are respectively fixed on each intermediate shaft 50 and symmetrically distributed around the outer periphery of the fourth output gear 62.

[0066] The main gearbox mechanism 300 of this application embodiment is constructed as a symmetrically distributed double intermediate shaft structure two-speed gear coupling output assembly, which includes two sets of third input gears 53 and one third output gear 61, two sets of fourth input gears 54 and one fourth output gear 62, a third shifting mechanism 7 and a fourth shifting mechanism 8.

[0067] The third output gear 61 meshes with two sets of third input gears 53, which are located on both sides of the same radial extension region of the third output gear 61; similarly, the fourth output gear 62 meshes with two sets of fourth input gears 54, which are located on both sides of the same radial extension region of the fourth output gear 62.

[0068] Two sets of third input gears 53 and two sets of fourth input gears 54 are respectively fixedly mounted on independent intermediate shafts 50. The third output gear 61 and the fourth output gear 62 are loosely fitted outside the main gearbox output shaft 60. The fourth shifting mechanism 8, mounted on the main gearbox output shaft 60, can selectively engage the third output gear 61 or the fourth output gear 62 with the main gearbox output shaft 60. This allows the linkage power output to the intermediate shaft 50 by the first motor 2 and the second motor 3 after linkage with the front auxiliary gearbox mechanism 200 to be further linked and output to the main gearbox output shaft 60 after linkage with the two-speed gear coupling assembly of the main gearbox mechanism 300.

[0069] like Figure 1 and Figure 2 The dual-motor drive transmission system of the embodiment shown can realize the output of the first motor 2 and the second motor 3 according to five mechanical transmission gears under the combined control of the first shift mechanism 5, the second shift mechanism 6, the third shift mechanism 7 and the fourth shift mechanism 8. The first motor 2 and the second motor 3 can share the same gear for linkage output, or they can be linked or driven independently in different gears, so that many driving modes can be combined, which will not be described in detail here.

[0070] In some alternative embodiments: see Figure 2 As shown, this application embodiment provides a dual-motor drive transmission system. The hybrid power unit of the dual-motor drive transmission system further includes an engine 1 connected to a first input shaft 10 via a clutch 4. The output shaft of the engine 1 is connected to one end of the clutch 4, and the other end of the clutch 4 is connected to the first input shaft 10. In this way, the engine 1 and the first motor 2 can be selectively linked on the first input shaft 10, and the engine 1 and the first motor 2 share the same gear output.

[0071] During engine 1's gear shifting process, the first motor 2 can quickly control the engine 1's speed to synchronize with the shift gear's speed. Simultaneously, with the power compensation from the second motor 3, engine 1 achieves rapid and smooth gear shifting. Clutch 4 does not require complex load-bearing slip control during gear shifting, which significantly extends clutch 4's lifespan and reduces its maintenance costs.

[0072] According to such Figure 2The embodiment shown demonstrates that the dual-motor drive transmission system can realize the five-speed direct drive function of engine 1, and provides multiple drive modes such as single / dual-motor pure electric drive, series hybrid, and parallel hybrid. This can significantly improve the fuel economy of the driving vehicle, provide a smooth driving experience with no power interruption in gear shifting, and enhance driving comfort and safety.

[0073] A second aspect of this application provides a vehicle including the dual-motor drive transmission system described in any of the above embodiments.

[0074] In the description of this application, it should be noted that the terms "upper," "lower," 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 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. Unless otherwise expressly specified and limited, the terms "installed," "connected," and "linked" 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; they can refer to the internal communication between two elements. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0075] It should be noted that in this application, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus 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 apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0076] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A dual-motor drive transmission system, characterized in that, include: The hybrid power unit includes a first input shaft (10), a transfer shaft (40) loosely fitted on the first input shaft (10), a first motor (2) drivenly connected to the first input shaft (10), a second motor (3) drivenly connected to the transfer shaft (40), and a first shifting mechanism (5) fixed on the first input shaft (10) for engaging or disengaging the transfer shaft (40). The front auxiliary gearbox mechanism (200) includes an intermediate shaft (50) arranged parallel to the first input shaft (10), a first gear pair loosely fitted on the first input shaft (10) and drivingly connected to the intermediate shaft (50), and a second gear pair loosely fitted on the first input shaft (10) and drivingly connected to the intermediate shaft (50). In addition, a second shifting mechanism (6) circumferentially fixed on the central shaft (40) for engaging or disengaging the first gear pair, and a third shifting mechanism (7) circumferentially fixed on the first input shaft (10) for engaging or disengaging the second gear pair.

2. The dual-motor drive transmission system as described in claim 1, characterized in that: It also includes a front reduction mechanism (100), which includes a first reduction gear pair and a second reduction gear pair, the first motor (2) is connected to a second input shaft (20), and the second motor (3) is connected to a third input shaft (30). The first reduction gear pair includes a first driving bias gear (21) and a first driven bias gear (22) that mesh with each other. The first driving bias gear (21) is connected to the second input shaft (20), and the first driven bias gear (22) is connected to the first input shaft (10). The second reduction gear pair includes a second active bias gear (31) and a second driven bias gear (32) that mesh with each other. The second active bias gear (31) is connected to the third input shaft (30), and the second driven bias gear (32) is connected to the central shaft (40).

3. The dual-motor drive transmission system as described in claim 1, characterized in that: The first gear pair includes a first input gear (41) and a first output gear (51) that mesh with each other. The first input gear (41) is loosely fitted on the first input shaft (10), and the first output gear (51) is fixed on the intermediate shaft (50). The second gear pair includes a second input gear (42) and a second output gear (52) that mesh with each other. The second input gear (42) is loosely fitted on the first input shaft (10), and the second output gear (52) is fixed on the intermediate shaft (50).

4. The dual-motor drive transmission system as described in claim 3, characterized in that: The second shifting mechanism (6) is circumferentially fixed on the central shaft (40), and the second shifting mechanism (6) slides along the axial direction of the central shaft (40) to engage or disengage the first input gear (41). The third shift mechanism (7) is circumferentially fixed on the central shaft (40), and the third shift mechanism (7) slides along the axial direction of the first input shaft (10) to engage or disengage the second input gear (42).

5. The dual-motor drive transmission system as described in claim 3, characterized in that: The intermediate shaft (50) is provided with two or more sets, the first output gear (51) is provided with two or more sets, and the second output gear (52) is provided with two or more sets. Two or more intermediate shafts (50) are symmetrically distributed on the outer periphery of the first input shaft (10), and two or more first output gears (51) are respectively fixed on each intermediate shaft (50) and symmetrically distributed on the outer periphery of the first input gear (41); Two or more sets of the second output gears (52) are respectively fixed on each of the intermediate shafts (50) and symmetrically distributed on the outer periphery of the second input gear (42).

6. The dual-motor drive transmission system as described in claim 1, characterized in that: It also includes a main gearbox mechanism (300), which includes a main gearbox output shaft (60) coaxially arranged with the first input shaft (10), and the third shift mechanism (7) is also used to engage or disengage the main gearbox output shaft (60). In addition, a third gear pair is loosely fitted on the main output shaft (60) and drivenly connected to the intermediate shaft (50), and a fourth gear pair is loosely fitted on the main output shaft (60) and drivenly connected to the intermediate shaft (50); A fourth shifting mechanism (8) is circumferentially fixed on the main gearbox output shaft (60) for engaging or disengaging the third gear pair and the fourth gear pair.

7. The dual-motor drive transmission system as described in claim 6, characterized in that: The third gear pair includes a third input gear (53) and a third output gear (61) that mesh with each other. The third output gear (61) is loosely fitted on the main gearbox output shaft (60), and the third input gear (53) is fixed on the intermediate shaft (50). The fourth gear pair includes a fourth input gear (54) and a fourth output gear (62) that mesh with each other. The fourth output gear (62) is loosely fitted on the main output shaft (60), and the fourth input gear (54) is fixed on the intermediate shaft (50).

8. The dual-motor drive transmission system as described in claim 7, characterized in that: The intermediate shaft (50) is provided in two or more sets, the third input gear (53) is provided in two or more sets, the fourth input gear (54) is provided in two or more sets, and the two or more sets of intermediate shafts (50) are symmetrically distributed on the outer periphery of the main box output shaft (60). Two or more sets of the third input gears (53) are respectively fixed on each of the intermediate shafts (50) and symmetrically distributed on the outer periphery of the third output gear (61), and two or more sets of the fourth input gears (54) are respectively fixed on each of the intermediate shafts (50) and symmetrically distributed on the outer periphery of the fourth output gear (62).

9. A dual-motor drive transmission system as described in any one of claims 1 to 8, characterized in that: The hybrid power unit also includes an engine (1) connected to the first input shaft (10) via a clutch (4).

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

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