Dual-motor four-gear electric drive transmission system and vehicle
Patent Information
- Application Number
- CN202521894993.1
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-09-03
- Publication Date
- 2026-08-21
- Estimated Expiration
- 2035-09-03
AI Technical Summary
[0005]鉴于上述问题，本申请提供一种双电机四挡电驱动传动系统和车辆，用以解决现有的双电机驱动系统在双电机协同工作时系统效率较低的问题
[0043]本申请实施例提供的双电机四挡电驱动传动系统，通过将第一齿轮和第二齿轮与第一动力轴空套连接，从而将第一齿轮和第二齿轮与第一动力轴解耦，使得第一齿轮和第二齿轮可独立于第一动力轴旋转或静止；通过将第三齿轮和第四齿轮与第二动力轴空套连接，从而将第三齿轮和第四齿轮与第二动力轴解耦，使得第三齿轮和第四齿轮可独立于第二动力轴旋转或静止；通过第一滑套与花键的配合，从而实现第一齿轮和第二齿轮与第一动力轴的动态啮合/分离，通过第二滑套与花键的配合，从而实现第三齿轮和第四齿轮与第二动力轴的动态啮合/分离，进而可以在不同挡位模式下选择性激活特定齿轮组合，在双电机工作时，不参与传递扭矩的齿轮和轴将不再转动，从而降低损耗，提升系统效率。
Smart Images
Figure CN224660505U_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of vehicle technology, and in particular to a dual-motor four-speed electric drive transmission system and vehicle. Background Technology
[0002] With the development of new energy vehicle technology, the market is increasingly demanding higher power performance and reliability from the drive systems of new energy vehicles.
[0003] In existing technologies, dual-motor collaborative drive schemes can improve power performance and reliability through the allocation of dual power sources.
[0004] However, in existing dual-motor drive systems, when the two motors work together, the gears that do not participate in transmitting torque will also idle, resulting in significant oil churning losses and friction losses, which affects the efficiency of the dual motors and leads to a reduction in system efficiency. Utility Model Content
[0005] In view of the above problems, this application provides a dual-motor four-speed electric drive transmission system and vehicle to solve the problem of low system efficiency in existing dual-motor drive systems when the two motors work together.
[0006] To achieve the above objectives, the embodiments of this application provide the following technical solutions:
[0007] The first aspect of this application provides a dual-motor, four-speed electric drive transmission system, including:
[0008] Gear set;
[0009] The first motor is connected to a gear set via a first power shaft;
[0010] The second motor is connected to the gear set via the second power shaft;
[0011] The gear set includes: a first gear and a second gear, both loosely fitted on the first drive shaft; a third gear and a fourth gear, both loosely fitted on the second drive shaft;
[0012] A first sliding sleeve is splined and mounted on a first power shaft. The first sliding sleeve moves along the first power shaft and has a switching first position, a second position, and a third position. In the first position, the first power shaft is coupled to a first gear. In the second position, the first power shaft is coupled to a second gear. In the third position, the first power shaft, the first gear, and the second gear are disengaged.
[0013] The second sliding sleeve is splined and mounted on the second power shaft. The second sliding sleeve moves along the second power shaft. The first sliding sleeve has a switchable fourth position, a fifth position, and a sixth position. In the fourth position, the second power shaft is coupled to the third gear. In the fifth position, the second power shaft is coupled to the fourth gear. In the sixth position, the second power shaft, the third gear, and the fourth gear are disengaged.
[0014] In one possible implementation, the gear set further includes:
[0015] The first intermediate shaft has a fifth gear and a sixth gear fixedly sleeved on it, wherein the fifth gear is connected to the first gear and the third gear respectively.
[0016] The second intermediate shaft is configured as a hollow shaft structure, and is loosely fitted around the outer circumference of the first intermediate shaft; a seventh gear and an eighth gear are fixedly fitted on the second intermediate shaft, wherein the seventh gear is connected to the second gear and the fourth gear respectively.
[0017] The output shaft is coaxially set with the first intermediate shaft, and the ninth, tenth, and eleventh gears are loosely fitted on the output shaft.
[0018] The first intermediate shaft is fixedly fitted with the twelfth, thirteenth, and fourteenth gears; the twelfth gear is connected to the eighth gear; the thirteenth gear is connected to the tenth gear; and the fourteenth gear is connected to the eleventh gear.
[0019] The second intermediate shaft is fixedly fitted with the fifteenth and sixteenth gears; the fifteenth gear is connected to the sixth gear in a transmission connection; and the sixteenth gear is connected to the ninth gear in a transmission connection.
[0020] In one possible implementation, the dual-motor four-speed electric drive system further includes:
[0021] The third sliding sleeve is splined and mounted on the output shaft. The third sliding sleeve moves along the output shaft and has switching positions: a seventh position, an eighth position, and a ninth position. In the seventh position, the output shaft is coupled to the first intermediate shaft. In the eighth position, the output shaft is coupled to the ninth gear. In the ninth position, the output shaft, the first intermediate shaft, and the ninth gear are disengaged.
[0022] The fourth sliding sleeve is splined and mounted on the output shaft. The fourth sliding sleeve moves along the output shaft and has switching positions: tenth position, eleventh position, and twelfth position. In the tenth position, the output shaft is coupled to the tenth gear. In the eleventh position, the output shaft is coupled to the eleventh gear. In the twelfth position, the output shaft, the tenth gear, and the eleventh gear are disengaged.
[0023] In one possible implementation, when the first motor is stopped and the second motor is running normally, the first sliding sleeve is in the third position;
[0024] The second sliding sleeve is in the fifth position, the third sliding sleeve is in the ninth position, and the fourth sliding sleeve is in the eleventh position;
[0025] Alternatively, the second sliding sleeve is in the fourth position, the third sliding sleeve is in the eighth position, and the fourth sliding sleeve is in the twelfth position;
[0026] Alternatively, the second sliding sleeve is in the fifth position, the third sliding sleeve is in the ninth position, and the fourth sliding sleeve is in the tenth position;
[0027] Alternatively, the second sliding sleeve is in the fourth position, the third sliding sleeve is in the seventh position, and the fourth sliding sleeve is in the twelfth position.
[0028] In one possible implementation, when the second motor is stopped and the first motor is running normally, the second sliding sleeve is in the sixth position.
[0029] The first sliding sleeve is in the second position, the third sliding sleeve is in the ninth position, and the fourth sliding sleeve is in the eleventh position;
[0030] Alternatively, the first sliding sleeve is in the first position, the third sliding sleeve is in the eighth position, and the fourth sliding sleeve is in the twelfth position;
[0031] Alternatively, the first sliding sleeve is in the second position, the third sliding sleeve is in the ninth position, and the fourth sliding sleeve is in the tenth position;
[0032] Alternatively, the first sliding sleeve is in the first position, the third sliding sleeve is in the seventh position, and the fourth sliding sleeve is in the twelfth position.
[0033] In one possible implementation, the first intermediate shaft, the twelfth gear, the thirteenth gear, and the fourteenth gear constitute the first intermediate shaft gear mechanism. The first intermediate shaft gear mechanism is configured to be at least two, and the at least two first intermediate shaft gear mechanisms are evenly distributed circumferentially with the output shaft as the axis.
[0034] The second intermediate shaft, the fifteenth gear, and the sixteenth gear constitute the second intermediate shaft gear mechanism. There are at least two second intermediate shaft gear mechanisms, and the at least two second intermediate shaft gear mechanisms are evenly distributed circumferentially with the output shaft as the axis.
[0035] In one possible implementation, along the circumference of the output shaft, the gears of the first intermediate shaft gear mechanism and the gears of the second intermediate shaft gear mechanism are alternately arranged.
[0036] And / or, along the axial direction of the output shaft, the second intermediate shaft gear mechanism is disposed between the twelfth gear and the thirteenth gear;
[0037] And / or, along the axial direction of the first pivot shaft, the second pivot shaft is disposed between the fifth gear and the sixth gear.
[0038] In one possible implementation, the first gear and the second gear are rotatably connected to the first power shaft via bearings, respectively.
[0039] The third and fourth gears are rotatably connected to the second power shaft via bearings;
[0040] The second rotating shaft is rotatably connected to the first rotating shaft via bearings.
[0041] In one possible implementation, the first motor and the second motor are symmetrically arranged with the axis of the first rotating shaft as the center line of symmetry.
[0042] A second aspect of this application provides a vehicle including the dual-motor four-speed electric drive transmission system as described above.
[0043] The dual-motor four-speed electric drive transmission system provided in this application decouples the first and second gears from the first power shaft by connecting them to the first power shaft via a loose sleeve, allowing the first and second gears to rotate or remain stationary independently of the first power shaft. Similarly, it decouples the third and fourth gears from the second power shaft by connecting them to the second power shaft via a loose sleeve, allowing them to rotate or remain stationary independently of the second power shaft. The dynamic engagement / disengagement of the first and second gears with the first power shaft is achieved through the cooperation of the first sliding sleeve and the spline, and the dynamic engagement / disengagement of the third and fourth gears with the second power shaft is achieved through the cooperation of the second sliding sleeve and the spline. This allows for the selective activation of specific gear combinations in different gear modes. When both motors are operating, gears and shafts that do not participate in torque transmission will no longer rotate, thereby reducing losses and improving system efficiency.
[0044] In addition to the technical problems solved by the embodiments of this application, the technical features constituting the technical solutions, and the beneficial effects brought about by the technical features of these technical solutions described above, other technical problems that can be solved by the dual-motor four-speed electric drive transmission system and vehicle provided by the embodiments of this application, other technical features included in the technical solutions, and the beneficial effects brought about by these technical features will be further explained in detail in the specific implementation. Attached Figure Description
[0045] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0046] Figure 1 A schematic diagram of the structure of the first dual-motor four-speed electric drive transmission system provided in the embodiments of this application;
[0047] Figure 2 This is a schematic diagram of the structure of a second dual-motor four-speed electric drive transmission system provided in an embodiment of this application.
[0048] Explanation of reference numerals in the attached figures:
[0049] 100. First motor; 200. Second motor;
[0050] 10. First drive shaft; 11. First gear; 12. Second gear;
[0051] 20. Second drive shaft; 21. Third gear; 22. Fourth gear;
[0052] 30. First central shaft; 31. Fifth gear; 32. Sixth gear;
[0053] 40. Second central shaft; 41. Seventh gear; 42. Eighth gear;
[0054] 50. First intermediate shaft; 51. Twelfth gear; 52. Thirteenth gear; 53. Fourteenth gear;
[0055] 60. Second intermediate shaft; 61. Fifteenth gear; 62. Sixteenth gear;
[0056] 70. Output shaft; 71. Ninth gear; 72. Tenth gear; 73. Eleventh gear;
[0057] 81. First sliding sleeve; 82. Second sliding sleeve; 83. Third sliding sleeve; 84. Fourth sliding sleeve. Detailed Implementation
[0058] First, those skilled in the art should understand that these embodiments are merely for explaining the technical principles of this application and are not intended to limit the scope of protection of this application. Those skilled in the art can make adjustments as needed to adapt to specific application scenarios.
[0059] Secondly, it should be noted that, in the description of the embodiments of this application, unless otherwise explicitly specified and limited, the terms "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; 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 the embodiments of this application according to the specific circumstances.
[0060] As described in the background section, the dual-motor drive system in the related technology has the problem of low system efficiency. The inventors have found that the reason for this problem is that when the dual motors work together, the gears that do not participate in transmitting torque will also idle, resulting in large oil churning losses and friction losses, which leads to a decrease in system efficiency.
[0061] To address the aforementioned technical problems, this application provides a dual-motor four-speed electric drive transmission system and a vehicle. The dual-motor four-speed electric drive transmission system includes: a gear set; a first motor connected to the gear set via a first power shaft; a second motor connected to the gear set via a second power shaft; the gear set includes: a first gear and a second gear, both loosely fitted on the first power shaft; a third gear and a fourth gear, both loosely fitted on the second power shaft; and a first sliding sleeve, splined and fitted onto the first power shaft, the first sliding sleeve moving along the first power shaft, and the first sliding sleeve having switching positions: a first position, a second position, and a third position. The first power shaft is coupled to a first gear in a first position; coupled to a second gear in a second position; and disengaged from the first power shaft, the first gear, and the second gear in a third position. A second sliding sleeve is splined onto the second power shaft and moves along the second power shaft. The first sliding sleeve has switchable fourth, fifth, and sixth positions. In the fourth position, the second power shaft is coupled to a third gear; in the fifth position, the second power shaft is coupled to a fourth gear; and in the sixth position, the second power shaft, the third gear, and the fourth gear are disengaged from each other.
[0062] The dual-motor four-speed electric drive transmission system provided in this application decouples the first and second gears from the first power shaft by connecting them to the first power shaft via a loose sleeve, allowing the first and second gears to rotate or remain stationary independently of the first power shaft. Similarly, it decouples the third and fourth gears from the second power shaft by connecting them to the second power shaft via a loose sleeve, allowing them to rotate or remain stationary independently of the second power shaft. The dynamic engagement / disengagement of the first and second gears with the first power shaft is achieved through the cooperation of the first sliding sleeve and the spline, and the dynamic engagement / disengagement of the third and fourth gears with the second power shaft is achieved through the cooperation of the second sliding sleeve and the spline. This allows for the selective activation of specific gear combinations in different gear modes. When both motors are operating, gears and shafts that do not participate in torque transmission will no longer rotate, thereby reducing losses and improving system efficiency.
[0063] To make the above-mentioned objectives, features, and advantages of the embodiments of this application more apparent and understandable, 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 a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application.
[0064] Please refer to Figure 1 and Figure 2 The first aspect of this application provides a dual-motor four-speed electric drive transmission system, comprising:
[0065] Gear set;
[0066] The first motor 100 is connected to a gear set via the first power shaft 10;
[0067] The second motor 200 is connected to the gear set via the second power shaft 20;
[0068] The gear set includes: a first gear 11 and a second gear 12, both loosely fitted on the first drive shaft 10; a third gear 21 and a fourth gear 22, both loosely fitted on the second drive shaft 20;
[0069] The first sliding sleeve 81 is splined and mounted on the first power shaft 10. The first sliding sleeve 81 moves along the first power shaft 10 and has a switchable first position, a second position, and a third position. In the first position, the first power shaft 10 is coupled to the first gear 11. In the second position, the first power shaft 10 is coupled to the second gear 12. In the third position, the first power shaft 10, the first gear 11, and the second gear 12 are disengaged from each other.
[0070] The second sliding sleeve 82 is splined onto the second power shaft 20. The second sliding sleeve 82 moves along the second power shaft 20. The first sliding sleeve 81 has a switchable fourth position, a fifth position, and a sixth position. In the fourth position, the second power shaft 20 is coupled to the third gear 21. In the fifth position, the second power shaft 20 is coupled to the fourth gear 22. In the sixth position, the second power shaft 20, the third gear 21, and the fourth gear 22 are disengaged from each other.
[0071] It should be noted that the term "empty sleeve" in the text refers to a mechanical structure in which rotating components such as gears and bushings are fitted onto a shaft through a non-fixed connection method (such as bearing fit or sliding fit), forming a structure that can rotate freely but does not transmit torque.
[0072] The dual-motor four-speed electric drive transmission system provided in this application decouples the first gear 11 and the second gear 12 from the first power shaft 10 by loosely connecting the first gear 11 and the second gear 12 to the first power shaft 10, allowing the first gear 11 and the second gear 12 to rotate or remain stationary independently of the first power shaft 10. Similarly, it decouples the third gear 21 and the fourth gear 22 from the second power shaft 20 by loosely connecting the third gear 21 and the fourth gear 22 to the second power shaft 20, allowing the third gear 21 and the fourth gear 22 to rotate or remain stationary independently of the second power shaft 20. The dynamic engagement / disengagement of the first gear 11 and the second gear 12 with the first power shaft 10 is achieved through the cooperation of the first sliding sleeve 81 and the spline, and the dynamic engagement / disengagement of the third gear 21 and the fourth gear 22 with the second power shaft 20 is achieved through the cooperation of the second sliding sleeve 82 and the spline. This allows for the selective activation of specific gear combinations in different gear modes. When the dual motors are working, gears and shafts that do not participate in torque transmission will no longer rotate, thereby reducing losses and improving system efficiency.
[0073] In one possible implementation, please see Figure 1 and Figure 2 As shown, the gear set also includes:
[0074] The first central shaft 30 has a fifth gear 31 and a sixth gear 32 fixedly sleeved on it. The fifth gear 31 meshes with the first gear 11 and the third gear 21 respectively.
[0075] The second intermediate shaft 40 is configured as a hollow shaft structure, and the second intermediate shaft 40 is loosely sleeved on the outer periphery of the first intermediate shaft 30; a seventh gear 41 and an eighth gear 42 are fixedly sleeved on the second intermediate shaft 40, wherein the seventh gear 41 meshes with the second gear 12 and the fourth gear 22 respectively;
[0076] The output shaft 70 is coaxially arranged with the first intermediate shaft 30, and the ninth gear 71, the tenth gear 72 and the eleventh gear 73 are loosely fitted on the output shaft 70.
[0077] The first intermediate shaft 50 is fixedly sleeved with the twelfth gear 51, the thirteenth gear 52 and the fourteenth gear 53; the twelfth gear 51 meshes with the eighth gear 42; the thirteenth gear 52 meshes with the tenth gear 72; and the fourteenth gear 53 meshes with the eleventh gear 73.
[0078] The second intermediate shaft 60 is fixedly fitted with the fifteenth gear 61 and the sixteenth gear 62; the fifteenth gear 61 meshes with the sixth gear 32; and the sixteenth gear 62 meshes with the ninth gear 71.
[0079] In this embodiment, the gear set is connected to the first intermediate shaft 30 by setting the second intermediate shaft 40 and the first intermediate shaft 30 in a loose connection, and multiple independent transmission paths are constructed by setting the first intermediate shaft 50 and the second intermediate shaft 60 and the output shaft 70. This ensures that the system can transmit power through the optimal path when working in dual-motor mode or single-motor mode, avoiding the rotation of gears and shafts that do not participate in the transmission of torque, thereby reducing losses and improving system efficiency.
[0080] In one possible implementation, please see Figure 1 and Figure 2 As shown, the dual-motor four-speed electric drive transmission system also includes:
[0081] The third sliding sleeve 83 is splined and mounted on the output shaft 70. The third sliding sleeve 83 moves along the output shaft 70 and has a switchable seventh position, an eighth position, and a ninth position. In the seventh position, the output shaft 70 is coupled to the first intermediate shaft 30. In the eighth position, the output shaft 70 is coupled to the ninth gear 71. In the ninth position, the output shaft 70, the first intermediate shaft 30, and the ninth gear 71 are disengaged from each other.
[0082] The fourth sliding sleeve 84 is splined and mounted on the output shaft 70. The fourth sliding sleeve 84 moves along the output shaft 70 and has switching tenth, eleventh and twelfth positions. In the tenth position, the output shaft 70 is coupled to the tenth gear 72. In the eleventh position, the output shaft 70 is coupled to the eleventh gear 73. In the twelfth position, the output shaft 70, the tenth gear 72 and the eleventh gear 73 are disengaged.
[0083] In this embodiment, by loosely connecting the ninth gear 71, tenth gear 72, and eleventh gear 73 to the output shaft 70, the ninth gear 71, tenth gear 72, and eleventh gear 73 are decoupled from the output shaft 70, allowing the ninth gear 71, tenth gear 72, and eleventh gear 73 to rotate or remain stationary independently of the output shaft 70. Through the cooperation of the third sliding sleeve 83 and the spline, dynamic coupling / disengagement of the output shaft 70 with the first intermediate shaft 30 and the ninth gear 71 is achieved. Through the cooperation of the fourth sliding sleeve 84 and the spline, dynamic meshing / disengagement of the output shaft 70 with the tenth gear 72 and eleventh gear 73 is achieved, thereby realizing multiple different gear switching and selectively activating specific gear combinations in different gear modes.
[0084] The following is a detailed description of the dual-motor mode of this application:
[0085] In this embodiment of the application, please refer to Figure 1As shown, when the system switches to the dual-motor 1st gear mode, both the first motor 100 and the second motor 200 are in normal working condition; the first sliding sleeve 81 switches to the second position, so that the first power shaft 10 is coupled to the second gear 12; the second sliding sleeve 82 switches to the fifth position, so that the second power shaft 20 is coupled to the fourth gear 22; the third sliding sleeve 83 switches to the ninth position, so that the output shaft 70, the first intermediate shaft 30 and the ninth gear 71 are disengaged; the fourth sliding sleeve 84 switches to the eleventh position, so that the output shaft 70 is coupled to the eleventh gear 73. At this time, the power transmission path is as follows: the power of the first motor 100 is transmitted to the second gear 12 through the first power shaft 10 and the first sliding sleeve 81, the second gear 12 is transmitted to the seventh gear 41, the seventh gear 41 is transmitted to the eighth gear 42 through the second intermediate shaft 40, the eighth gear 42 is transmitted to the twelfth gear 51, the twelfth gear 51 is transmitted to the fourteenth gear 53 through the first intermediate shaft 50, the fourteenth gear 53 is transmitted to the eleventh gear 73, and the eleventh gear 73 is transmitted to the fourth sliding sleeve 84 and the output shaft 70; the power of the second motor 200 is transmitted to the fourth gear 22 through the second power shaft 20 and the second sliding sleeve 82, the fourth gear 22 is transmitted to the seventh gear 41, the seventh gear 41 is transmitted to the eighth gear 42 through the second intermediate shaft 40, the eighth gear 42 is transmitted to the twelfth gear 51, the twelfth gear 51 is transmitted to the fourteenth gear 53 through the first intermediate shaft 50, the fourteenth gear 53 is transmitted to the eleventh gear 73, and the eleventh gear 73 is transmitted to the fourth sliding sleeve 84 and the output shaft 70. In dual-motor 1st gear mode, the first gear 11, the third gear 21, the fifth gear 31, the first central shaft 30, the sixth gear 32, the fifteenth gear 61, the second intermediate shaft 60, the sixteenth gear 62, and the ninth gear 71 do not rotate.
[0086] In this embodiment of the application, please refer to Figure 1As shown, when the system switches to the dual-motor 2-speed mode, both the first motor 100 and the second motor 200 are in normal working condition; the first sliding sleeve 81 switches to the first position, so that the first power shaft 10 is coupled to the first gear 11; the second sliding sleeve 82 switches to the fourth position, so that the second power shaft 20 is coupled to the third gear 21; the third sliding sleeve 83 switches to the eighth position, so that the output shaft 70 is coupled to the ninth gear 71; the fourth sliding sleeve 84 switches to the twelfth position, so that the output shaft 70, the tenth gear 72 and the eleventh gear 73 are disengaged from each other. At this time, the power transmission path is as follows: the power of the first motor 100 is transmitted to the first gear 11 through the first power shaft 10 and the first sliding sleeve 81, the first gear 11 is transmitted to the fifth gear 31, the fifth gear 31 is transmitted to the sixth gear 32 through the first intermediate shaft 30, the sixth gear 32 is transmitted to the fifteenth gear 61, the fifteenth gear 61 is transmitted to the sixteenth gear 62 through the second intermediate shaft 60, the sixteenth gear 62 is transmitted to the ninth gear 71, and the ninth gear 71 is transmitted to the output shaft 70 through the third sliding sleeve 83; the power of the second motor 200 is transmitted to the third gear 21 through the second power shaft 20 and the second sliding sleeve 82, the third gear 21 is transmitted to the fifth gear 31, the fifth gear 31 is transmitted to the sixth gear 32 through the first intermediate shaft 30, the sixth gear 32 is transmitted to the fifteenth gear 61, the fifteenth gear 61 is transmitted to the sixteenth gear 62 through the second intermediate shaft 60, the sixteenth gear 62 is transmitted to the ninth gear 71, and the ninth gear 71 is transmitted to the output shaft 70 through the third sliding sleeve 83. In dual-motor 2-speed mode, the second gear 12, the fourth gear 22, the seventh gear 41, the second central shaft 40, the eighth gear 42, the twelfth gear 51, the first intermediate shaft 50, the thirteenth gear 52, the fourteenth gear 53, the tenth gear 72, and the eleventh gear 73 do not rotate.
[0087] In this embodiment of the application, please refer to Figure 1As shown, when the system switches to the dual-motor 3-speed mode, both the first motor 100 and the second motor 200 are in normal working condition; the first sliding sleeve 81 switches to the second position, so that the first power shaft 10 is coupled to the second gear 12; the second sliding sleeve 82 switches to the fifth position, so that the second power shaft 20 is coupled to the fourth gear 22; the third sliding sleeve 83 switches to the ninth position, so that the output shaft 70, the first intermediate shaft 30 and the ninth gear 71 are disengaged; the fourth sliding sleeve 84 switches to the tenth position, so that the output shaft 70 is coupled to the tenth gear 72. At this time, the power transmission path is as follows: the power of the first motor 100 is transmitted to the second gear 12 through the first power shaft 10 and the first sliding sleeve 81, the second gear 12 is transmitted to the seventh gear 41, the seventh gear 41 is transmitted to the eighth gear 42 through the second intermediate shaft 40, the eighth gear 42 is transmitted to the twelfth gear 51, the twelfth gear 51 is transmitted to the thirteenth gear 52 through the first intermediate shaft 50, the thirteenth gear 52 is transmitted to the tenth gear 72, and the tenth gear 72 is transmitted to the output shaft 70 through the fourth sliding sleeve 84; the power of the second motor 200 is transmitted to the fourth gear 22 through the second power shaft 20 and the second sliding sleeve 82, the fourth gear 22 is transmitted to the seventh gear 41, the seventh gear 41 is transmitted to the eighth gear 42 through the second intermediate shaft 40, the eighth gear 42 is transmitted to the twelfth gear 51, the twelfth gear 51 is transmitted to the thirteenth gear 52 through the first intermediate shaft 50, the thirteenth gear 52 is transmitted to the tenth gear 72, and the tenth gear 72 is transmitted to the output shaft 70 through the fourth sliding sleeve 84. In the dual-motor 3-speed mode, the first gear 11, the third gear 21, the fifth gear 31, the first central shaft 30, the sixth gear 32, the fifteenth gear 61, the second intermediate shaft 60, the sixteenth gear 62, and the ninth gear 71 do not rotate.
[0088] In this embodiment of the application, please refer to Figure 1As shown, when the system switches to the dual-motor 4-speed mode, both the first motor 100 and the second motor 200 are in normal working condition; the first sliding sleeve 81 switches to the first position, so that the first power shaft 10 is coupled to the first gear 11; the second sliding sleeve 82 switches to the fourth position, so that the second power shaft 20 is coupled to the third gear 21; the third sliding sleeve 83 switches to the seventh position, so that the output shaft 70 is coupled to the first intermediate shaft 30; the fourth sliding sleeve 84 switches to the twelfth position, so that the output shaft 70, the tenth gear 72 and the eleventh gear 73 are disengaged from each other. At this time, the power transmission path is as follows: the power of the first motor 100 is transmitted to the first gear 11 through the first power shaft 10 and the first sliding sleeve 81, the first gear 11 is transmitted to the fifth gear 31, and the fifth gear 31 is transmitted to the output shaft 70 through the first intermediate shaft 30 and the third sliding sleeve 83; the power of the second motor 200 is transmitted to the third gear 21 through the second power shaft 20 and the second sliding sleeve 82, the third gear 21 is transmitted to the fifth gear 31, and the fifth gear 31 is transmitted to the output shaft 70 through the first intermediate shaft 30 and the third sliding sleeve 83. In the dual-motor 4-speed mode, the second gear 12, the fourth gear 22, the seventh gear 41, the second intermediate shaft 40, the eighth gear 42, the twelfth gear 51, the first intermediate shaft 50, the thirteenth gear 52, the fourteenth gear 53, the tenth gear 72, and the eleventh gear 73 do not rotate.
[0089] The dual-motor four-speed electric drive transmission system provided in this application decouples the first gear 11 and the second gear 12 from the first power shaft 10 by loosely fitting them onto the first power shaft 10; and decouples the third gear 21 and the fourth gear 22 from the second power shaft 20 by loosely fitting them onto the second power shaft 20. When the dual motors are working, the gears and shafts that do not participate in transmitting torque will no longer rotate, thereby reducing losses and improving system efficiency.
[0090] It should be noted that in the dual-motor drive system of the relevant technology, when one motor fails, the other motor can only be switched to gear 1 or 3, or gear 2 or 4, which presents a great challenge in control.
[0091] The single-motor mode of this application is described in detail below:
[0092] In one possible implementation, when the first motor 100 is in a stopped state and the second motor 200 is operating normally, the first sliding sleeve 81 is in the third position.
[0093] The second sliding sleeve 82 is in the fifth position, the third sliding sleeve 83 is in the ninth position, and the fourth sliding sleeve 84 is in the eleventh position;
[0094] Alternatively, the second sliding sleeve 82 is in the fourth position, the third sliding sleeve 83 is in the eighth position, and the fourth sliding sleeve 84 is in the twelfth position;
[0095] Alternatively, the second sliding sleeve 82 is in the fifth position, the third sliding sleeve 83 is in the ninth position, and the fourth sliding sleeve 84 is in the tenth position;
[0096] Alternatively, the second sliding sleeve 82 is in the fourth position, the third sliding sleeve 83 is in the seventh position, and the fourth sliding sleeve 84 is in the twelfth position.
[0097] In this embodiment of the application, please refer to Figure 1 As shown, when the first motor 100 is in a stopped state and the second motor 200 is running normally, the first sliding sleeve 81 can be switched to the third position, so that the first power shaft 10, the first gear 11 and the second gear 12 are disengaged from each other. At this time, when the second sliding sleeve 82 switches to the fifth position, the third sliding sleeve 83 switches to the ninth position, and the fourth sliding sleeve 84 switches to the eleventh position, the system can achieve single-motor 1st gear mode; when the second sliding sleeve 82 switches to the fourth position, the third sliding sleeve 83 switches to the eighth position, and the fourth sliding sleeve 84 switches to the twelfth position, the system can achieve single-motor 2nd gear mode; when the second sliding sleeve 82 switches to the fifth position, the third sliding sleeve 83 switches to the ninth position, and the fourth sliding sleeve 84 switches to the tenth position, the system can achieve single-motor 3rd gear mode; when the second sliding sleeve 82 switches to the fourth position, the third sliding sleeve 83 switches to the seventh position, and the fourth sliding sleeve 84 switches to the twelfth position, the system can achieve single-motor 4th gear mode. Thus, when the first motor 100 fails, the second motor 200 can independently achieve drive in gears 1, 2, 3, and 4.
[0098] In one possible implementation, when the second motor 200 is in a stopped state and the first motor 100 is operating normally, the second sliding sleeve 82 is in the sixth position.
[0099] The first sliding sleeve 81 is in the second position, the third sliding sleeve 83 is in the ninth position, and the fourth sliding sleeve 84 is in the eleventh position;
[0100] Alternatively, the first sliding sleeve 81 is in the first position, the third sliding sleeve 83 is in the eighth position, and the fourth sliding sleeve 84 is in the twelfth position;
[0101] Alternatively, the first sliding sleeve 81 is in the second position, the third sliding sleeve 83 is in the ninth position, and the fourth sliding sleeve 84 is in the tenth position;
[0102] Alternatively, the first sliding sleeve 81 is in the first position, the third sliding sleeve 83 is in the seventh position, and the fourth sliding sleeve 84 is in the twelfth position.
[0103] In this embodiment of the application, please refer to Figure 1As shown, when the second motor 200 is in a stopped state and the first motor 100 is running normally, the second sliding sleeve 82 can be switched to the sixth position, so that the second power shaft 20, the third gear 21 and the fourth gear 22 are disengaged from each other. At this time, when the first sliding sleeve 81 switches to the second position, the third sliding sleeve 83 switches to the ninth position, and the fourth sliding sleeve 84 switches to the eleventh position, the system can achieve single motor 1st gear mode; when the first sliding sleeve 81 switches to the first position, the third sliding sleeve 83 switches to the eighth position, and the fourth sliding sleeve 84 switches to the twelfth position, the system can achieve single motor 2nd gear mode; when the first sliding sleeve 81 switches to the second position, the third sliding sleeve 83 switches to the ninth position, and the fourth sliding sleeve 84 switches to the tenth position, the system can achieve single motor 3rd gear mode; when the first sliding sleeve 81 switches to the first position, the third sliding sleeve 83 switches to the seventh position, and the fourth sliding sleeve 84 switches to the twelfth position, the system can achieve single motor 4th gear mode. Thus, when the second motor 200 fails, the first motor 100 can independently achieve drive in gears 1, 2, 3, and 4.
[0104] The dual-motor four-speed electric drive transmission system provided in this application decouples the first gear 11 and the second gear 12 from the first power shaft 10 by loosely fitting them onto the first power shaft 10; and decouples the third gear 21 and the fourth gear 22 from the second power shaft 20 by loosely fitting them onto the second power shaft 20. In the event of a failure of any motor, the other motor can independently achieve drive in gears 1, 2, 3, and 4.
[0105] In one possible implementation, please see Figure 2 As shown, the first intermediate shaft 50, the twelfth gear 51, the thirteenth gear 52 and the fourteenth gear 53 constitute the first intermediate shaft gear mechanism. The first intermediate shaft gear mechanism is set to at least two, and the at least two first intermediate shaft gear mechanisms are evenly distributed circumferentially with the output shaft 70 as the axis.
[0106] The second intermediate shaft 60, the fifteenth gear 61 and the sixteenth gear 62 constitute the second intermediate shaft gear mechanism. At least two second intermediate shaft gear mechanisms are provided, and the at least two second intermediate shaft gear mechanisms are evenly distributed circumferentially with the output shaft 70 as the axis.
[0107] By adopting the above design, the first and second intermediate shaft gear mechanisms can optimize torque distribution and improve the load-bearing capacity of the intermediate transmission mechanism.
[0108] In one possible implementation, please see Figure 1 and Figure 2 As shown, along the circumference of the output shaft 70, the gears of the first intermediate shaft gear mechanism and the gears of the second intermediate shaft gear mechanism are arranged alternately.
[0109] And / or, along the axial direction of the output shaft 70, the second intermediate gear mechanism is disposed between the twelfth gear 51 and the thirteenth gear 52;
[0110] And / or, along the axial direction of the first central shaft 30, the second central shaft 40 is disposed between the fifth gear 31 and the sixth gear 32;
[0111] This allows for full utilization of the internal space of the gearbox, resulting in a more compact and rational spatial layout for the dual-motor four-speed electric drive transmission system, which helps to reduce the size of the gearbox.
[0112] In one possible implementation, the first gear 11 and the second gear 12 are rotatably connected to the first power shaft 10 via bearings, thereby achieving decoupling of the first gear 11 and the second gear 12 from the first power shaft 10;
[0113] The third gear 21 and the fourth gear 22 are rotatably connected to the second power shaft 20 through bearings, thereby achieving decoupling of the third gear 21 and the fourth gear 22 from the second power shaft 20;
[0114] The second rotating shaft 40 is rotatably connected to the first rotating shaft 30 via a bearing.
[0115] In one possible implementation, please see Figure 1 and Figure 2 As shown, with the axis of the first central shaft 30 as the center line of symmetry, the first motor 100 and the second motor 200 are symmetrically arranged. On the one hand, this makes the layout of the two motors more compact and reasonable, reducing space occupation. On the other hand, by symmetrically offsetting the input of the first motor 100 and the second motor 200, the maximum speed of the two motors is increased and the motor torque is significantly reduced.
[0116] This application also provides a vehicle including the dual-motor four-speed electric drive transmission system as described above.
[0117] Given that the vehicle in this embodiment includes the dual-motor four-speed electric drive transmission system described in any of the above embodiments, the structure and beneficial effects of the dual-motor four-speed electric drive transmission system will not be elaborated further in this embodiment.
[0118] The various embodiments or implementation methods described in this specification are presented in a progressive manner. Each embodiment focuses on the differences from other embodiments, and the same or similar parts between the embodiments can be referred to each other.
[0119] It should be noted that the terms "one embodiment," "embodiment," "exemplary embodiment," "some embodiments," etc., mentioned in the specification indicate that the described embodiment may include a specific feature, structure, or characteristic, but not every embodiment necessarily includes that specific feature, structure, or characteristic. Furthermore, such phrases do not necessarily refer to the same embodiment. Moreover, when a specific feature, structure, or characteristic is described in connection with an embodiment, implementing such a feature, structure, or characteristic in conjunction with other embodiments, whether explicitly described or not, is within the knowledge scope of those skilled in the art.
[0120] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.
Claims
1. A dual-motor, four-speed electric drive transmission system, characterized in that, include: Gear set; A first motor is connected to the gear set via a first power shaft; The second motor is connected to the gear set via a second power shaft; The gear set includes: a first gear and a second gear, both loosely fitted on the first power shaft; a third gear and a fourth gear, both loosely fitted on the second power shaft; A first sliding sleeve is splined onto the first power shaft. The first sliding sleeve moves along the first power shaft and has switching positions: a first position, a second position, and a third position. In the first position, the first power shaft is coupled to the first gear. In the second position, the first power shaft is coupled to the second gear. In the third position, the first power shaft, the first gear, and the second gear are disengaged. The second sliding sleeve is splined onto the second power shaft. The second sliding sleeve moves along the second power shaft. The first sliding sleeve has a switchable fourth position, a fifth position, and a sixth position. In the fourth position, the second power shaft is coupled to the third gear. In the fifth position, the second power shaft is coupled to the fourth gear. In the sixth position, the second power shaft, the third gear, and the fourth gear are disengaged from each other.
2. The dual-motor four-speed electric drive transmission system according to claim 1, characterized in that, The gear set also includes: A first intermediate shaft, on which a fifth gear and a sixth gear are fixedly sleeved, wherein the fifth gear is connected to the first gear and the third gear respectively in a transmission connection; The second intermediate shaft is configured as a hollow shaft structure, and the second intermediate shaft is loosely sleeved on the outer circumference of the first intermediate shaft; a seventh gear and an eighth gear are fixedly sleeved on the second intermediate shaft, wherein the seventh gear is respectively connected to the second gear and the fourth gear for transmission. The output shaft is coaxially arranged with the first intermediate shaft, and the ninth gear, tenth gear and eleventh gear are loosely fitted on the output shaft; A first intermediate shaft is fixedly fitted with a twelfth gear, a thirteenth gear, and a fourteenth gear; the twelfth gear is drivingly connected to the eighth gear; the thirteenth gear is drivingly connected to the tenth gear; and the fourteenth gear is drivingly connected to the eleventh gear. The second intermediate shaft is fixedly fitted with the fifteenth gear and the sixteenth gear; the fifteenth gear is drivingly connected to the sixth gear; and the sixteenth gear is drivingly connected to the ninth gear.
3. The dual-motor four-speed electric drive transmission system according to claim 2, characterized in that, The dual-motor four-speed electric drive transmission system also includes: The third sliding sleeve is splined onto the output shaft and moves along the output shaft. The third sliding sleeve has a switchable seventh position, an eighth position, and a ninth position. In the seventh position, the output shaft is coupled to the first intermediate shaft. In the eighth position, the output shaft is coupled to the ninth gear. In the ninth position, the output shaft, the first intermediate shaft, and the ninth gear are disengaged from each other. A fourth sliding sleeve is splined onto the output shaft. The fourth sliding sleeve moves along the output shaft and has switching positions: a tenth position, an eleventh position, and a twelfth position. In the tenth position, the output shaft is coupled to the tenth gear. In the eleventh position, the output shaft is coupled to the eleventh gear. In the twelfth position, the output shaft, the tenth gear, and the eleventh gear are disengaged.
4. The dual-motor four-speed electric drive transmission system according to claim 3, characterized in that, When the first motor is stopped and the second motor is running normally, the first sliding sleeve is in the third position; The second sliding sleeve is in the fifth position, the third sliding sleeve is in the ninth position, and the fourth sliding sleeve is in the eleventh position; Alternatively, the second sliding sleeve is in the fourth position, the third sliding sleeve is in the eighth position, and the fourth sliding sleeve is in the twelfth position; Alternatively, the second sliding sleeve is in the fifth position, the third sliding sleeve is in the ninth position, and the fourth sliding sleeve is in the tenth position; Alternatively, the second sliding sleeve is in the fourth position, the third sliding sleeve is in the seventh position, and the fourth sliding sleeve is in the twelfth position.
5. The dual-motor four-speed electric drive transmission system according to claim 3, characterized in that, When the second motor is stopped and the first motor is running normally, the second sliding sleeve is in the sixth position; The first sliding sleeve is in the second position, the third sliding sleeve is in the ninth position, and the fourth sliding sleeve is in the eleventh position; Alternatively, the first sliding sleeve is in the first position, the third sliding sleeve is in the eighth position, and the fourth sliding sleeve is in the twelfth position; Alternatively, the first sliding sleeve is in the second position, the third sliding sleeve is in the ninth position, and the fourth sliding sleeve is in the tenth position; Alternatively, the first sliding sleeve is in the first position, the third sliding sleeve is in the seventh position, and the fourth sliding sleeve is in the twelfth position.
6. The dual-motor four-speed electric drive transmission system according to claim 2, characterized in that, The first intermediate shaft, the twelfth gear, the thirteenth gear, and the fourteenth gear constitute a first intermediate shaft gear mechanism. At least two first intermediate shaft gear mechanisms are provided, and the at least two first intermediate shaft gear mechanisms are evenly distributed circumferentially with the output shaft as the axis. The second intermediate shaft, the fifteenth gear, and the sixteenth gear constitute a second intermediate shaft gear mechanism. At least two second intermediate shaft gear mechanisms are provided, and the at least two second intermediate shaft gear mechanisms are evenly distributed circumferentially with the output shaft as the axis.
7. The dual-motor four-speed electric drive transmission system according to claim 6, characterized in that, Along the circumference of the output shaft, the gears of the first intermediate shaft gear mechanism and the gears of the second intermediate shaft gear mechanism are staggered. And / or, along the axial direction of the output shaft, the second intermediate gear mechanism is disposed between the twelfth gear and the thirteenth gear; And / or, along the axial direction of the first transfer shaft, the second transfer shaft is disposed between the fifth gear and the sixth gear.
8. The dual-motor four-speed electric drive transmission system according to claim 2, characterized in that, The first gear and the second gear are rotatably connected to the first power shaft via bearings; The third gear and the fourth gear are rotatably connected to the second power shaft via bearings; The second intermediate shaft is rotatably connected to the first intermediate shaft via a bearing.
9. The dual-motor four-speed electric drive transmission system according to any one of claims 2-8, characterized in that, With the axis of the first transfer shaft as the center line of symmetry, the first motor and the second motor are symmetrically arranged.
10. A vehicle, characterized in that, Includes a dual-motor four-speed electric drive transmission system as described in any one of claims 1 to 9 above.