Multi-motor decoupled electric drive system and electric vehicle

Abstract

The present disclosure relates to the technical field of vehicle electric drive, and provides a multi-motor decoupled electric drive system and an electric vehicle. The system comprises a first motor, a second motor, a transmission shaft and an output shaft, a first split gear and at least one gear-coupled M1 power transmission path, a second split gear and at least one gear-coupled M2 power transmission path, a first power switching assembly capable of switching positions to enable the first motor shaft to directly drive the transmission shaft or be coupled to the transmission shaft through the first split gear at one gear, and a second power switching assembly capable of switching positions to enable the output shaft to be coupled to the transmission shaft to realize independent first motor direct drive or gear drive, or enable the second motor shaft to be coupled to the output shaft through the second split gear at one gear to realize independent second motor gear drive, or enable the output shaft, the transmission shaft and the second split gear to be coupled to realize multi-motor combined power output. Thus, the mutual decoupling between the motors can be realized.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle electric drive technology, and in particular to a multi-motor decoupled electric drive system and an electric vehicle. Background Technology

[0002] Compared to traditional fuel-powered heavy-duty commercial vehicles, electrification technology can significantly reduce exhaust pollutants (such as NOx and PM particulate matter) and greenhouse gas emissions by replacing fossil fuels with electricity. At the same time, thanks to the high-efficiency drive characteristics of electric motors, it has significant advantages in terms of operating costs and noise control.

[0003] The drive systems of heavy-duty electric commercial vehicles mainly include single-motor and dual-motor configurations. Compared with single-motor systems, dual-motor systems have many advantages. For example, they improve safety through power redundancy (the remaining motor can maintain basic power when a single motor fails), optimize energy consumption through intelligent allocation (e.g., only one motor is used under light loads, while both motors work together under heavy loads), and improve handling through torque vectoring control (e.g., suppressing sideslip when cornering at high speeds).

[0004] However, both single-motor and dual-motor designs currently suffer from insufficient decoupling in their structure (such as between the motor and gears, and between motors), leading to unnecessary idle rotation of gears and motors.

[0005] On the one hand, the current structure of single-motor pure electric drive systems cannot be mechanically decoupled. When the motor is directly driven, the gears inside the gearbox will rotate, resulting in oil churning losses, reduced transmission efficiency, and high power consumption; especially during high-speed cruising, the gear speed is high, oil churning losses are high, and efficiency is reduced; moreover, the high-speed rotation of the gears can lead to noise risks such as howling.

[0006] On the other hand, the existing dual-motor pure electric drive systems cannot completely decouple the two motors. Under low load conditions and single-motor direct drive conditions, either one motor is not decoupled and is driven, resulting in motor idling losses, or the gears are rotated or idle, leading to oil churning losses. Both of these will reduce drive efficiency, increase power consumption, and result in poor economic benefits.

[0007] Therefore, finding an electric drive system that decouples the motor has become a pressing technical problem for the industry. Summary of the Invention

[0008] In view of the shortcomings of the prior art described above, the purpose of this disclosure is to provide a multi-motor decoupled electric drive system and electric vehicle to solve the problems in the related art.

[0009] The first aspect of this disclosure provides a multi-motor decoupled electric drive system, comprising:

[0010] A first motor and a second motor, each including a first motor shaft and a second motor shaft; an M1 power transmission path cooperating with a first split gear and at least one gear of its transmission coupling, configured for the first motor; an M2 power transmission path cooperating with a second split gear and at least one gear of its transmission coupling, configured for the second motor; a transmission shaft and an output shaft; a first power switching assembly, including: a first power switching member rotatably and axially slidably disposed on the first motor shaft, and a second power switching member rotatably and axially slidably disposed on the transmission shaft; the first power switching member and the second power switching member can be switched to positions such that the first motor shaft is directly driven and coupled to the transmission shaft; or, the first motor shaft is driven and coupled to the transmission shaft via the first split gear and at least one gear of the M1 power transmission path; the second power switching assembly includes... Includes: a third power switching component that rotates and is axially slidable on the transmission shaft, and a fourth switching component that rotates and is axially slidable on the output shaft; the third and fourth power switching components can be switched to positions such that the output shaft is driven and coupled to the transmission shaft, so that the first motor independently outputs power to the output shaft via direct drive or at a gear; or, the second motor shaft is driven and coupled to the output shaft via a second split gear and at least one gear of the M2 power transmission path, so that the second motor independently outputs power to the output shaft at a gear; or, the output shaft is driven and coupled to the transmission shaft, and driven and coupled to the second split gear and the gear of the M2 power transmission path matched with the current M1 power transmission path, so that the first motor and the second motor jointly output power to the output shaft at the matched gear.

[0011] In an embodiment of the first aspect, the first power switching member is allowed to be switched to a position to couple / discouple the first motor shaft drive from the first split gear or transmission shaft; the second power switching member is allowed to be switched to a position to couple / discouple the transmission shaft drive from different gears of the M1 power transmission path.

[0012] In an embodiment of the first aspect, the first power switching member is implemented as a first sliding engagement sleeve that is axially slidable and circumferentially fixed on the first motor shaft; the first splitter gear is supplied to engage with the first sliding engagement sleeve; and / or, the second power switching member is implemented as a second sliding engagement sleeve that is axially slidable and circumferentially fixed on the transmission shaft; the M1 power transmission path includes a gear output gear that engages with the second sliding engagement sleeve and is transmissionally coupled to the first splitter gear.

[0013] In the first aspect of the embodiment, the third power switch can be switched to a position to allow the transmission shaft to be coupled / discoupled from the second split gear or the output shaft; the fourth power switch can be switched to a position to allow the output shaft to be coupled / discoupled from the M2 power transmission path of different gears.

[0014] In an embodiment of the first aspect, the third power switch can be switched to a position to allow the transmission shaft to be coupled / discoupled from the second split gear or an M2 power transmission path of a gear; the fourth power switch can be switched to a position to allow the output shaft to be coupled / discoupled from the transmission shaft or an M2 power transmission path of another gear.

[0015] In an embodiment of the first aspect, the third power switching element is implemented as a third sliding engagement sleeve that is axially slidable and circumferentially fixed on the transmission shaft; the second splitter gear is supplied to engage with the third sliding engagement sleeve; and / or, the fourth power switching element is implemented as a fourth sliding engagement sleeve that is axially slidable and circumferentially fixed on the output shaft; the M2 power transmission path includes a gear output gear that engages with the third / fourth sliding engagement sleeve and is drive-coupled to the second splitter gear.

[0016] In an embodiment of the first aspect, each of the M1 power transmission paths includes: at least one M1 shunt gear coupled to the first shunt gear; at least one M1 gear transmission gear coupled to the at least one M1 shunt gear; and an M1 gear output gear coupled to the at least one M1 gear transmission gear; and / or, the M2 power transmission path includes: at least one M2 shunt gear coupled to the second shunt gear; at least one M2 gear transmission gear coupled to the at least one M2 shunt gear; and an M2 gear output gear coupled to the at least one M2 gear transmission gear.

[0017] In the first aspect of the embodiment, the shunt transmission gear and one or more gear transmission gears corresponding to the same motor are linked together by an intermediate shaft.

[0018] In an embodiment of the first aspect, the second motor shaft is driven coupled to the second split gear via an input power path; the input power path includes: an M2 input gear driven coupled to the second motor shaft; an M2 input transmission gear driven coupled to the M2 input gear; an M2 input secondary gear driven coupled to the M2 input transmission gear; an M2 input center gear driven coupled to the M2 input transmission gear; and the M2 input center gear driven coupled to the second split gear.

[0019] A second aspect of this disclosure provides an electric vehicle including a multi-motor decoupled electric drive system as described in any one of the first aspects.

[0020] As described above, this disclosure relates to the field of vehicle electric drive technology, providing a multi-motor decoupled electric drive system and an electric vehicle. The system includes: a first motor; a second motor; a transmission shaft and an output shaft; a first splitter gear and a power transmission path M1 with at least one gear position; a second splitter gear and a power transmission path M2 with at least one gear position; a first power switching component that can be switched to allow the first motor shaft to directly drive and couple the transmission shaft or to be coupled to the transmission shaft via the first splitter gear at one gear position; a second power switching component that can be switched to allow the output shaft to be coupled to the transmission shaft to achieve independent direct drive or gear-driven operation of the first motor, or to allow the second motor shaft to be coupled to the output shaft via the second splitter gear at one gear position to achieve independent gear-driven operation of the second motor; or to allow the output shaft, transmission shaft, and second splitter gear to be coupled to achieve joint power output of multiple motors. Thus, independent or joint output of multiple motors can be achieved without them needing to be "decoupled" to follow the movement of the transmission shaft.

[0021] Therefore, the configuration of the multi-electric drive system disclosed in this invention solves the shortcomings of single-motor and dual-motor systems in related technologies, such as poor efficiency of single-motor low-torque drive when the vehicle load is small and the required power and torque are not large. For example, when the vehicle is cruising at high speed, the existing single-motor drive system cannot be mechanically decoupled, and the existing dual-motor drive system cannot be mechanically decoupled either. Under direct drive conditions, the gear idle loss is large, the efficiency is low, and the power consumption effect is poor.

[0022] Through structural innovation, a completely decoupled configuration of the two motors is achieved from a mechanical perspective, avoiding the idling drag loss of the other motor when driven by a single direct-drive motor, thus improving transmission efficiency and reducing power consumption. Furthermore, it enhances drive efficiency and expands the range of vehicle application conditions. Attached Figure Description

[0023] Figure 1 A schematic diagram of a multi-motor decoupled electric drive system is shown in one embodiment of the present disclosure.

[0024] Figure 2 A schematic diagram of the structure of a multi-motor decoupled electric drive system is shown in a specific embodiment of this disclosure.

[0025] Figure 3 This diagram illustrates the structure of the independent direct drive force output path of the first motor in a multi-motor decoupled electric drive system according to an embodiment of the present disclosure.

[0026] Figure 4 This diagram illustrates the structure of the independent first-gear output path of the first motor in a multi-motor decoupled electric drive system according to an embodiment of the present disclosure.

[0027] Figure 5This diagram illustrates the structure of the two-speed output path of the first motor in a multi-motor decoupled electric drive system according to an embodiment of the present disclosure.

[0028] Figure 6 This diagram illustrates the structure of the independent first-gear output route of the second motor in a multi-motor decoupled electric drive system according to one embodiment of the present disclosure.

[0029] Figure 7 This diagram illustrates the structure of the independent two-speed output route of the second motor in a multi-motor decoupled electric drive system according to one embodiment of the present disclosure.

[0030] Figure 8 This illustration shows a schematic diagram of the combined output path of the first motor and the second motor in a multi-motor decoupled electric drive system according to an embodiment of the present disclosure.

[0031] Figure 9 This invention presents a schematic diagram illustrating an alternative combined output route for the first and second motors in a multi-motor decoupled electric drive system according to one embodiment of the present disclosure.

[0032] Figure 10 A schematic diagram of the structure of a multi-motor decoupled electric drive system is shown in yet another embodiment of this disclosure. Detailed Implementation

[0033] The following specific examples illustrate the implementation of this disclosure. Those skilled in the art can easily understand other advantages and effects of this disclosure from the information disclosed herein. This disclosure can also be implemented or its modules applied through other different specific embodiments. Various details in this disclosure can also be modified or changed according to different viewpoints and application modules without departing from the spirit of this disclosure. It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of this disclosure can be combined with each other.

[0034] The embodiments of this disclosure will now be described in detail with reference to the accompanying drawings, so that those skilled in the art to which this disclosure pertains can readily implement it. This disclosure may be embodied in many different forms and is not limited to the embodiments described herein.

[0035] In this disclosure, references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic represented in connection with that embodiment or example is included in at least one embodiment or example of this disclosure. Furthermore, the specific features, structures, materials, or characteristics represented may be combined in any suitable manner in any one or a group of embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples represented in this disclosure, as well as the features of those different embodiments or examples.

[0036] Furthermore, the terms "first" and "second" are used for illustrative purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the representation of this disclosure, "a set" means two or more, unless otherwise explicitly specified.

[0037] For the purpose of clarity, devices unrelated to the description are omitted, and the same or similar components throughout the specification are given the same reference numerals.

[0038] Throughout this specification, when it is said that a device is "connected" to another device, this includes not only "direct connection" but also "indirect connection" by placing other components in between. Furthermore, when it is said that a device "comprises" a certain constituent element, unless otherwise stated otherwise, this does not exclude other constituent elements, but rather implies that other constituent elements may be included.

[0039] While the terms first, second, etc., are used in some examples herein to refer to various elements, these elements should not be limited by these terms. These terms are used only to distinguish one element from another. For example, first interface and second interface, etc., are used. Furthermore, as used herein, the singular forms “a,” “an,” and “the” are intended to also include the plural forms unless the context indicates otherwise. It should be further understood that the terms “comprising,” “including,” indicate the presence of the stated feature, step, operation, element, module, item, kind, and / or group, but do not exclude the presence, occurrence, or addition of one or more other features, steps, operations, elements, modules, items, kinds, and / or groups. The terms “or” and “and / or” as used herein are interpreted as inclusive, or mean any one or any combination thereof. Thus, “A, B, or C” or “A, B, and / or C” means “any one of: A; B; C; A and B; A and C; B and C; A, B, and C.” Exceptions to this definition will only occur if the combination of elements, functions, steps, or operations is inherently mutually exclusive in some way.

[0040] The technical terms used herein are for reference only to specific embodiments and are not intended to limit the scope of this disclosure. The singular form used herein includes the plural form unless the statement explicitly indicates otherwise. The word "comprising" as used in this specification means to specify a particular characteristic, region, integer, step, operation, element, and / or component, and does not exclude the presence or addition of other characteristics, regions, integers, steps, operations, elements, and / or components.

[0041] Although not explicitly defined, all terms, including technical and scientific terms used herein, shall have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure pertains. Terms defined in commonly used dictionaries shall be further interpreted as having a meaning consistent with the relevant technical literature and the message of the present disclosure, and shall not be over-interpreted as having an ideal or overly formulaic meaning unless otherwise defined.

[0042] Electric vehicles in related technologies are generally single-motor or dual-motor configurations. Dual-motor systems offer advantages over single-motor systems in terms of power distribution and redundancy safety; however, both suffer from insufficient decoupling between the motor and gears, and between motors themselves, leading to unnecessary idling of gears and motors. For example, current single-motor pure electric drive systems cannot be mechanically decoupled. During direct motor drive, all gears inside the gearbox rotate, causing churning losses, reducing transmission efficiency, and resulting in high power consumption. This is especially true during high-speed cruising, where high gear speeds lead to further churning losses and reduced efficiency; moreover, high-speed gear rotation can cause noise risks such as whistling. Similarly, existing dual-motor pure electric drive systems cannot completely decouple the two motors. Under low-load conditions and single-motor direct drive, either one motor is not decoupled and is driven, resulting in idling losses, or the gears are rotated or idle, causing churning losses. Both of these reduce drive efficiency, increase power consumption, and reduce economic efficiency.

[0043] like Figure 1 The diagram shows a schematic representation of a multi-motor decoupled electric drive system according to an embodiment of the present disclosure.

[0044] The multi-motor decoupled electric drive system includes a first motor 1, a second motor 2, a transmission shaft 7, an output shaft 8, a power transmission path M1 for at least one gear of the first motor 1, a power transmission path M2 for at least one gear of the second motor 2, a first power switching component S10, and a second power switching component S20.

[0045] The first motor 1 includes a first motor shaft 6. The first motor shaft 6 can be driven to rotate for connection to an external source to provide power.

[0046] The second motor 2 includes a second motor shaft 9. The second motor shaft 9 can be driven to rotate for connection to an external source to provide power.

[0047] The transmission shaft 7 is driven and coupled to the first motor shaft 6, so that it rotates in conjunction with the rotation of the first motor shaft 6. The output shaft 8 is driven and coupled to the transmission shaft 7, so that it rotates in conjunction with the rotation of the transmission shaft 7, so that it outputs power to the outside. In some embodiments, the first motor shaft 6, the transmission shaft 7, and the output shaft 8 can be coaxially arranged.

[0048] The multi-motor decoupled electric drive system includes: a first shunt gear 32 coupled to a first motor 1 and at least one M1 power transmission path with transmission coupling thereto. When the first motor shaft 6 of the first motor 1 is coupled to the first shunt gear 32, it can drive the first shunt gear 32 to rotate, thereby forming a power transmission path with at least one M1 gear. Furthermore, when one of the selected M1 power transmission paths is coupled to the transmission shaft 7, it drives the transmission shaft 7 to output power towards the output shaft 8 of the next stage. In some embodiments, the first motor 1 may have two or more gears, resulting in multiple corresponding M1 power transmission paths. Each M1 power transmission path has a set of gears with different gear ratios, causing each M1 power transmission path to generate different torque outputs. In some embodiments, the multi-motor decoupled electric drive system can be applied to an electric vehicle, which may include a main gearbox. In this case, the transmission mechanism in the M1 power transmission path of each gear, such as gear sets and the rotating shafts connecting them (such as the first motor shaft 6, the transmission shaft 7, and other intermediate power shafts used to engage the gears to form their linkage) can be located in the main gearbox.

[0049] The multi-motor decoupled electric drive system includes: a second split gear 62 coupled to the second motor 2 and an M2 power transmission path with at least one gear position. When the second motor shaft 9 of the second motor 2 is coupled to the second split gear 62, the second split gear 62 can be rotated, so that the M2 power transmission path with at least one gear position forms a power transmission. Furthermore, when the M2 power transmission path of one of the selected gear positions is coupled to the transmission shaft 7, the transmission shaft 7 is driven to output power towards the output shaft 8 of the subsequent stage. In some embodiments, the multi-motor decoupled electric drive system can be applied to an electric vehicle, which may include a secondary gearbox. The transmission mechanisms in the M2 power transmission paths of each gear position, such as gear sets and the rotating shafts connecting them (e.g., the second motor shaft 9, transmission shaft 7, output shaft 8, and other intermediate power shafts with interlocking gears to form their linkage), can be located in the main gearbox, and the gear sets can be located in the secondary gearbox.

[0050] The first power switching component S10 is movably configured to allow different power transmission modes from the first motor 1 to the subsequent stage at the switched position. As an example, the first power switching component S10 may include multiple sliding engagement sleeves fitted on the first motor shaft 6 and / or transmission shaft 7, which can slide and move along the rotation axis (can rotate with the shaft) to engage with different gears to achieve the above-mentioned different power output modes to the transmission shaft 7.

[0051] Specifically, the first power switching component S10 can be disengaged from the first split gear 32 and the transmission shaft 7 in a first position state, so that the first motor shaft 6 and the transmission shaft 7 are disconnected from power transmission, and the first motor 1 cannot transmit power to the transmission shaft 7.

[0052] Alternatively, in at least one second position, the first power switching component S10 can directly drive the first motor shaft 6 to the transmission shaft 7, allowing the first motor shaft 6 to directly drive the transmission shaft 7 to rotate. Or, in a third position, the first motor shaft 6 can be driven and coupled to the first split gear 32 (which can be a gear, in which case the sliding sleeve meshes with the gear), and the first split gear 32 can be driven and coupled to the selected M1 power transmission path, which in turn is driven and coupled to the transmission shaft 7. Thus, the power from the first motor shaft 6 can be transmitted through the selected M1 power transmission path to the transmission shaft 7, enabling the first motor 1 to transmit power to the next stage in one gear.

[0053] The second power switching component S20 is movably configured to allow the switched position to enable the first motor 1 and the second motor 2 to output power to the output shaft 8 independently or in conjunction in different ways, such as the first motor 1 independently driving / outputting power at different gears, the second motor 2 independently outputting power at different gears, and the first motor 1 and the second motor 2 jointly outputting power at matched gears (such as both at gear 1, gear 2, etc.).

[0054] As an example, the second power switching component S20 may include multiple sliding engagement sleeves fitted on the transmission shaft 7 and / or output shaft 8, which can slide and move in conjunction (rotate with the shaft) along the rotation axis (if the first motor shaft 6, transmission shaft 7, and output shaft 8 are coaxial) to achieve different forms of power output on the output shaft 8.

[0055] Specifically, the first power switching component S10 can be disengaged from the transmission shaft 7 in the first position state, so that both the transmission shaft 7 and the second split gear 62 (which can be a gear) are disengaged from the output shaft 8. In this case, the first motor 1 and the second motor 2 cannot transmit power to the output shaft 8, and the output shaft 8 has no power output.

[0056] Alternatively, in a second position, the second power switching component S20 can directly (i.e., without through the M2 power transmission path) drive and couple the transmission shaft 7 to the output shaft 8, enabling independent power output from the first motor 1. If the first motor shaft 6 is driven and coupled to the transmission shaft 7 by the first power switching component S10 at this time, the first motor shaft 6 can directly drive the output shaft 8 to rotate. If the first motor shaft 6 is driven and coupled to the transmission shaft 7 at a certain position by the first power switching component S10 at this time, the first motor shaft 6 can output power at that position to drive the output shaft 8 to rotate.

[0057] Alternatively, the second power switching component S20 can, in at least one third position, drive the second motor shaft 9 to the second split gear 62 (the second split gear 62 can be a gear, in which case the sliding sleeve meshes with the gear), and drive the second split gear 62 to the selected M2 power transmission path, and drive the M2 power transmission path to the output shaft 8. Thus, the power from the second motor shaft 9 can be driven and coupled to the output shaft 8 via the selected M2 power transmission path, achieving independent power output from the second motor 2.

[0058] Alternatively, in a fourth position, the second power switching component S20 can drive and couple both the transmission shaft 7 and the second motor shaft 9 to the second split gear 62, and the second split gear 62 can drive and couple to the M2 power transmission path that matches the M1 power transmission path of the current gear. The M1 power transmission path of the current gear is set by the first power switching component S10. Thus, the first motor shaft 6 and the second motor shaft 9 can output power to the output shaft 8 in the matched gear, achieving combined power output from the first motor 1 and the second motor 2.

[0059] Figure 1 The dashed lines and dots in the diagram illustrate the local connection paths for the above-mentioned positional states.

[0060] It is worth mentioning that although the first motor 1 and the second motor 2 are shown in this embodiment, there may be more motors in other scenario embodiments, but the transmission mechanism will be different accordingly, and it is not limited to this embodiment.

[0061] like Figure 2 The diagram shown illustrates the structure of a multi-motor decoupled electric drive system according to a specific embodiment of this disclosure.

[0062] exist Figure 2In this embodiment, the first power switching assembly S10 includes a movable first power switching member S1 and a second power switching member S2. Specifically, the first power switching member S1 is rotatably and axially slidably disposed on the first motor shaft 6. The second power switching member S2 is rotatably and axially slidably disposed on the transmission shaft 7. The first power switching member S1 can be switched to allow the first motor shaft 6 to be coupled / disconnected from the first split gear 32 or the transmission shaft 7. The second power switching member S2 can be switched to allow the transmission shaft 7 to be coupled / disconnected from different gears of the M1 power transmission path. In some embodiments, the first power switching member S1 and the second power switching member S2 are respectively implemented as a first sliding engagement sleeve and a second sliding engagement sleeve. A sliding engagement sleeve is a sleeve-like part that can slide axially, fitting onto the shaft body, and is circumferentially fixed to the shaft body while being axially slidable (e.g., fitted with the shaft body via a spline). By axially moving the sliding sleeve, it can engage or disengage with gear rings on different gears (e.g., through spline engagement) or engage with the shaft for relative circumferential fixation, allowing linkage between shafts (e.g., the sliding sleeve and shaft are fitted together and circumferentially fixed through internal and external spline fits). This changes the meshing objects, enabling switching between different power paths. In some applications, the sliding sleeve can be axially slidable, engaging with the corresponding gear to transmit power from the motor shaft to the output shaft, thus achieving gear switching. When the sleeve engages with the gear, power can be transmitted through the spline connection between the sleeve and the gear, allowing power output to the vehicle at that gear. When the sleeve disengages from the gear, the power transmission for that gear is interrupted.

[0063] Furthermore, the first sliding engagement sleeve is slidable and circumferentially fixed to be rotatably disposed on the first motor shaft 6, for example, sleeved outside the first motor shaft 6, and slidably engaged with the first motor shaft 6 along the shaft. The second sliding engagement sleeve is axially slidable and circumferentially fixed to the transmission shaft 7, for example, sleeved outside the second motor shaft 9, and slidably engaged with the second motor shaft 9 along the shaft.

[0064] In some embodiments, the first split gear 32 may be implemented as a power split gear of the first motor 1. Each M1 power transmission path may include a set of linked gears, which mesh with the first split gear 32 and the second power switching element S2 to realize the power output of the corresponding gear from the first motor shaft 6 of the first motor 1 to the transmission shaft 7. Each M1 power transmission path includes: at least one M1 split transmission gear coupled to the first split gear 32, at least one M1 gear transmission gear coupled to the at least one M1 split transmission gear, and an M1 gear output gear coupled to the at least one M1 gear transmission gear.

[0065] exist Figure 2The example demonstrates two gears, first gear and second gear, each forming its own M1 power transmission path: the M1 first gear transmission path and the M1 second gear transmission path. For example, Figure 2 The M1 first gear transmission path is shown, including M1 shunt transmission gears (an example of a pair, including a first M1 shunt transmission gear 41 and a second M1 shunt transmission gear 51) meshing with the first shunt gear 32, M1 first gear transmission gears (an example of a pair, including a first M1 first gear transmission gear 43 and a second M1 first gear transmission gear 53), and M1 first gear output gears 34 meshing with each of the M1 first gear transmission gears. The M1 shunt transmission gears and M1 first gear transmission gears can be correspondingly mounted on the same intermediate shaft and rotate with the shaft to achieve power transmission coupling between them. As an example, multiple sets of the M1 split transmission gears and M1 first gear transmission gears can be set (such as the two sets shown in the figure, which can be arranged in pairs or evenly arranged relative gear output gears). Each set of M1 split transmission gears and M1 first gear transmission gears can be coupled together with the rotational transmission through an intermediate shaft. Then, the M1 split transmission gears mesh with multiple M1 first gear transmission gears, and the M1 first gear output gear 34 meshes with multiple M1 first gear transmission gears, forming a multi-path M1 first gear transmission path, thereby improving power transmission efficiency.

[0066] as well as, Figure 2 The diagram also demonstrates the M1 second-gear transmission path, which includes M1 shunt gears (an example pair, namely, the first M1 shunt gear 41 and the second M1 shunt gear 51) meshing with the first shunt gear 32, M1 second-gear transmission gears (an example pair, including the first M1 second-gear transmission gear 42 and the second M1 second-gear transmission gear 52), and M1 second-gear output gears 33 meshing with each of the M1 second-gear transmission gears. The M1 shunt gears and M1 second-gear transmission gears can be correspondingly mounted on the same intermediate shaft and rotate with the shaft to achieve power transmission coupling between them. Optionally, the M1 shunt gears, M1 second-gear transmission gears, and M1 second-gear transmission gears can be correspondingly mounted on the same intermediate shaft and rotate with the shaft to achieve power transmission coupling from the first shunt gear 32 to the two gear positions. Of course, in other embodiments, the transmission coupling method between the two gear transmission paths and the first split gear 32 can be changed to a selectable switching structure, so that the linkage of the gears in the transmission paths of the two gears is decoupled. Therefore, the illustrated structure is only an example and is not limited thereto.

[0067] Optionally, multiple sets of the M1 split-transmission gears and M1 second-gear transmission gears can be configured (such as the two sets shown in the figure). Each set of M1 split-transmission gears and M1 second-gear transmission gears can be coupled together via an intermediate shaft, allowing the M1 split-transmission gears to mesh with multiple M1 second-gear transmission gears, and the M1 second-gear output gear 33 to mesh with multiple M1 second-gear transmission gears, forming a multi-path M1 second-gear transmission path, thereby improving power transmission efficiency. Figure 2 In the embodiment, multiple sets (as shown in the two sets shown in the figure) of the M1 split transmission gear, M1 first gear transmission gear, and M1 second gear transmission gear are formed. Each set of the M1 split transmission gear, M1 first gear transmission gear, and M1 second gear transmission gear is coupled together with the transmission through an intermediate shaft.

[0068] by Figure 2 The embodiment exemplifies the switching method of the first power switching member S1 and the second power switching member S2. When the first power switching member S1 and the second power switching member S2 are in their original positions, they do not mesh with other gears, so the first motor shaft 6 cannot transmit power to the transmission shaft 7. When the first power switching member S1 slides to the left to mesh with the first shunt gear 32, the first motor shaft 6 forms a transmission coupling with the first shunt gear 32, and its input power can be transmitted through the first shunt gear 32 and the M1 power transmission path. Alternatively, when the first power switching member S1 slides to the right to mesh with the transmission shaft 7, the first motor shaft 6 is directly coupled to the transmission shaft 7 for power transmission. When the second power switching member S2 slides to the left to mesh with the M1 second-gear output gear 33, the first shunt gear 32 is coupled to the transmission shaft 7 through the M1 second-gear transmission path. When the second power switching member S2 slides to the right to mesh with the M1 first-gear output gear 34, the first shunt gear 32 is coupled to the transmission shaft 7 through the M1 first-gear transmission path.

[0069] The second power switching assembly S20 includes a movable third power switching element S3 and a fourth power switching element S4. Specifically, the third power switching element S3 is rotatably and axially slidably disposed on the transmission shaft 7. The fourth power switching element S4 is rotatably and axially slidably disposed on the output shaft 7. The third power switching element S3 can be switched to a position to allow the transmission shaft 7 to be coupled / discoupled from the second split gear 62 or the output shaft 8. The fourth power switching element S4 can be switched to a position to allow the output shaft 8 to be coupled / discoupled from different gears of the M2 power transmission path.

[0070] In some embodiments, the third power switching element S3 and the fourth power switching element S4 are respectively implemented as a third sliding engagement sleeve and a fourth sliding engagement sleeve. The third sliding engagement sleeve is axially slidable and circumferentially fixedly disposed on the transmission shaft 7, for example, sleeved on the outside of the transmission shaft 7, and slidably engaged with the transmission shaft 7 along the shaft. The fourth sliding engagement sleeve is axially slidable and circumferentially fixedly disposed on the transmission shaft 7, for example, sleeved on the outside of the second motor shaft 9, and slidably engaged with the transmission shaft 7 along the shaft.

[0071] In some embodiments, the second split gear 62 may be implemented as a power split gear of the second motor 2. Each power transmission path of the M2 may include a set of linked gears that mesh with the second split gear 62 and the fourth power switching element S4 to achieve power transmission. Figure 2 In this configuration, since the first motor shaft 6, transmission shaft 7, and output shaft 8 of the first motor 1 can be arranged on the same axis, and the first motor 1 acts as a motor that can directly drive the output shaft 8, the second motor shaft 9 of the second motor 2 will be outside this axis, and will be coupled to the second split gear 62 via an input power path. As an example, the input power path includes an M2 input gear 3, an M2 input transmission gear 4, an M2 input secondary gear 5, and an M2 input center gear 61. The M2 input gear 3 is coupled to the second motor shaft 9, for example, coaxially fitted. The M2 input transmission gear 4 is coupled to the M2 input gear 3, for example, in gear meshing. The M2 input secondary gear 5 is coupled to the M2 input transmission gear 4, for example, rotating and fitting onto the same intermediate shaft. The M2 input center gear 61 is coupled to the M2 input transmission gear 4, for example, in gear meshing. Figure 2 In the example, optionally, the M2 input center gear 61 is coupled (e.g., meshed) to the second split gear 62, so that the input power of the rotation of the second motor shaft 9 can drive the second split gear 62 to rotate.

[0072] Each of the M2 power transmission paths includes: at least one M2 split transmission gear coupled to the second split gear 62, at least one M2 gear transmission gear coupled to the at least one M2 split transmission gear, and an M2 gear output gear coupled to the at least one M2 gear transmission gear. Figure 2 The example demonstrates that the second motor 2 has two gears, a first gear and a second gear, each forming its own M2 power transmission path, namely the M2 first gear transmission path and the M2 second gear transmission path. For example, Figure 2The M2 first gear transmission path is shown, including M2 shunt transmission gears (an example of a pair, namely the first M2 shunt transmission gear 71 and the second M2 shunt transmission gear 81) meshing with the first shunt gear 32, M2 first gear transmission gears (an example of a pair, namely the first M2 first gear transmission gear 73 and the second M2 first gear transmission gear 83) meshing with the M2 first gear transmission gears, and an M2 first gear output gear 64 meshing with the M2 first gear transmission gears. The M2 shunt transmission gears and the M2 first gear transmission gears can be correspondingly mounted on the same intermediate shaft and rotate with the shaft to achieve power transmission coupling between them. As an example, multiple sets of the M2 split transmission gears and M2 first gear transmission gears can be set (such as the two sets shown in the figure, which can be arranged in pairs or evenly arranged relative gear output gears). Each set of M2 split transmission gears and M2 first gear transmission gears can be coupled together with the rotational transmission through an intermediate shaft. Then, the M2 split transmission gears mesh with multiple M2 first gear transmission gears, and the M2 first gear output gear 64 meshes with multiple M2 first gear transmission gears, forming a multi-transmission branch M2 first gear transmission path, thereby improving power transmission efficiency.

[0073] as well as, Figure 2 The diagram also illustrates the M2 second-gear transmission path, which includes an M2 split-transmission gear meshing with the first split-transmission gear 32, an M2 second-gear transmission gear (example: a pair, namely, the first M2 second-gear transmission gear 72 and the second M2 second-gear transmission gear 82), and an M2 second-gear output gear 63 meshing with the M2 second-gear transmission gear. The M2 split-transmission gear and the M2 second-gear transmission gear can be correspondingly mounted on the same intermediate shaft and rotate with the shaft to achieve power transmission coupling between them. Optionally, the M2 split-transmission gear, the M2 second-gear transmission gear, and the M2 second-gear transmission gear can be correspondingly mounted on the same intermediate shaft and rotate with the shaft to achieve power transmission coupling from the second split-transmission gear 62 to the transmission paths of the two gears. Of course, in other embodiments, the transmission coupling method between the transmission paths of the two gears and the second split-transmission gear 62 can be changed to a selectable switching structure, thereby decoupling the linkage of the gears in the transmission paths of the two gears. Therefore, the illustrated structure is only an example and not a limitation.

[0074] Optionally, multiple sets of the M2 split-transmission gears and M2 second-gear transmission gears can be configured (such as the two sets shown in the figure). Each set of M2 split-transmission gears and M2 second-gear transmission gears can be coupled together via an intermediate shaft, allowing the M2 split-transmission gears to mesh with multiple M2 second-gear transmission gears, and the M2 second-gear output gear 63 to mesh with multiple M2 second-gear transmission gears, forming a multi-path M2 second-gear transmission path, thereby improving power transmission efficiency. Figure 2In the embodiment, multiple sets of the M2 split transmission gear, M2 first gear transmission gear, and M2 second gear transmission gear are formed, and each set of the M2 split transmission gear, M2 first gear transmission gear, and M2 second gear transmission gear is coupled together with the transmission via an intermediate shaft.

[0075] by Figure 2 The embodiment exemplifies the switching method of the third power switch S3 and the fourth power switch S4. When the third power switch S3 and the fourth power switch S4 are in their original positions, they do not mesh with other gears. Therefore, the transmission shaft 7 cannot directly couple to the output shaft 8 to transmit power, and the output shaft 8 is not engaged with any gear of the second motor 2's M2 power transmission path, preventing the first motor 1 and the second motor 2 from outputting power from the output shaft 8. When the third power switch S3 slides to the left to mesh with the second split gear 62, the transmission shaft 7 forms a transmission coupling with the second split gear 62, allowing the transmitted power to be transmitted through the second split gear 62 and the M2 power transmission path. Alternatively, when the third power switch S3 slides to the right to mesh with the output shaft 8, the transmission shaft 7 can be directly coupled to the output shaft 8 for power output. When the fourth power switch S4 slides to the left to mesh with the M2 second-gear output gear 63, the first split gear 32 is coupled to the output shaft 8 through the M2 second-gear transmission path. When the fourth power switching element S4 slides to the right to engage with the M2 first gear output gear 64, the second split gear 62 is coupled to the output shaft 8 through the M2 first gear transmission path.

[0076] The following is passed Figures 3 to 7 The different power output modes of the multi-motor decoupled electric drive system in the above embodiments will be explained one by one.

[0077] like Figure 3 The diagram shown illustrates the structure of the independent direct drive force output route of the first motor 1 in a multi-motor decoupled electric drive system according to an embodiment of this disclosure.

[0078] exist Figure 3 In this configuration, the first power switching component S1 slides to the right and engages with the transmission shaft 7, thus coupling the first motor shaft 6 and the transmission shaft 7. The second power switching component S2 remains in its original position and does not engage with the M1 first-gear output gear 34 and M1 second-gear output gear 33 on both sides. The third power switching component S3 slides to the right and engages with the output shaft 8, thus coupling the transmission shaft 7 and the output shaft 8. The fourth power switching component S4 remains in its original position and does not engage with the M2 first-gear output gear 64 and M2 second-gear output gear 63 on both sides. Therefore, the output power of the first motor shaft 6 directly reaches the output shaft 8 via the transmission shaft 7, achieving independent direct drive power output for the first motor 1. At this time, the second motor 2 and the gears in its input power path and the gears in the M2 power transmission path are decoupled from the transmission shaft 7 and the output shaft 8, and therefore will not move accordingly, completely decoupled from the first motor 1.

[0079] like Figure 4 The diagram shown illustrates the structure of the independent first-gear output route of the first motor 1 in a multi-motor decoupled electric drive system according to an embodiment of this disclosure.

[0080] exist Figure 4 In this configuration, the first power switching component S1 slides to the left, engaging the first shunt gear 32, thus coupling the first motor shaft 6 with the first shunt gear 32. The first shunt gear 32 transmits the power from the first motor shaft 6 to the M1 power transmission path with two gears. The second power switching component S2 slides to the right, engaging the M1 first gear output gear 34 in the M1 first gear transmission path, thus coupling the first motor shaft 6 with the transmission shaft 7 via the first shunt gear 32 and the M1 first gear transmission path. The third power switching component S3 slides to the right, engaging the output shaft 8, thus coupling the transmission shaft 7 with the output shaft 8. The fourth power switching component S4 remains in its original position and does not engage with the M2 first gear output gear 64 and M2 second gear output gear 63 on both sides. As a result, the output power of the first motor shaft 6 is output to the output shaft 8 in first gear, achieving independent first gear power output for the first motor 1. At this time, the second motor 2 and the gears in its input power path and the gears in the M2 power transmission path are decoupled from the transmission shaft 7 and the output shaft 8, and therefore will not move accordingly, completely decoupled from the first motor 1.

[0081] like Figure 5 The diagram shown illustrates the structure of the two-speed output route of the first motor 1 in a multi-motor decoupled electric drive system according to an embodiment of this disclosure.

[0082] exist Figure 5 In this configuration, the first power switching component S1 slides to the left, engaging the first split gear 32, thus coupling the first motor shaft 6 with the first split gear 32. The first split gear 32 transmits the power from the first motor shaft 6 to the M1 power transmission path with two gears. The second power switching component S2 slides to the left, engaging the M1 second-gear output gear 33 in the M1 second-gear transmission path, thus coupling the first motor shaft 6 with the transmission shaft 7 via the first split gear 32 and the M1 second-gear transmission path. The third power switching component S3 slides to the right, engaging the output shaft 8, thus coupling the transmission shaft 7 with the output shaft 8. The fourth power switching component S4 remains in its original position and does not engage with the M2 first-gear output gear 64 and the M2 second-gear output gear 63 on both sides. As a result, the output power of the first motor shaft 6 is output to the output shaft 8 in second gear, achieving independent second-gear power output for the first motor 1. At this time, the second motor 2 and the gears in its input power path and the gears in the M2 power transmission path are decoupled from the transmission shaft 7 and the output shaft 8, and therefore will not move accordingly, completely decoupled from the first motor 1.

[0083] like Figure 6The diagram shown illustrates the structure of the independent first-gear output route of the second motor 2 in a multi-motor decoupled electric drive system according to an embodiment of this disclosure.

[0084] exist Figure 6 In this configuration, the first power switching component S1 remains in its original position and is not coupled to the first split gear 32 and transmission shaft 7 on both sides. The second power switching component S2 also remains in its original position and is not engaged with the first gear output gear 34 and the second gear output gear 33 of M1 on both sides. The third power switching component S3 remains in its original position and is not coupled to the second split gear 62 and transmission shaft 7 on both sides. Thus, the first motor shaft 6 of the first motor 1, the gears in the M1 power transmission path, the transmission shaft 7, etc., are completely decoupled from the second motor 2.

[0085] The power from the second motor shaft 9 is transmitted to each of the M2 power transmission paths via the input power path. The fourth power switching component S4 slides and engages with the first gear output gear 64 of M2, so that the power from the second motor shaft 9 is output to the output shaft 8 via the first gear transmission path of M2, realizing the independent first gear power output of the second motor 2.

[0086] like Figure 7 The diagram shown illustrates the structure of the independent two-speed output route of the second motor 2 in a multi-motor decoupled electric drive system according to an embodiment of this disclosure.

[0087] exist Figure 7 In this configuration, the first power switching component S1 remains in its original position and is not coupled to the first split gear 32 and transmission shaft 7 on both sides. The second power switching component S2 also remains in its original position and is not engaged with the first gear output gear 34 and the second gear output gear 33 of M1 on both sides. The third power switching component S3 remains in its original position and is not coupled to the second split gear 62 and transmission shaft 7 on both sides. Thus, the first motor shaft 6 of the first motor 1, the gears in the M1 power transmission path, the transmission shaft 7, etc., are completely decoupled from the second motor 2.

[0088] The power from the second motor shaft 9 is transmitted to each of the M2 power transmission paths via the input power path. The fourth power switching component S4 slides and engages with the second-gear output gear 63 of M2, so that the power from the second motor shaft 9 is output to the output shaft 8 via the second-gear transmission path of M2, realizing the independent second-gear power output of the second motor 2.

[0089] like Figure 8 The diagram shown illustrates the structure of the combined output route of the first motor 1 and the second motor 2 in a multi-motor decoupled electric drive system according to an embodiment of this disclosure.

[0090] exist Figure 8In the process, the first power switching component S1 slides to the left to engage the first split gear 32, thus coupling the first motor shaft 6 with the first split gear 32. The first split gear 32 transmits the power of the first motor shaft 6 to the M1 power transmission path with two gears. The second power switching component S2 slides to the right to engage the M1 first gear output gear 34 of the M1 first gear transmission path, thus coupling the first motor shaft 6 with the transmission shaft 7 via the first split gear 32 and the M1 first gear transmission path.

[0091] The third power switching component S3 slides to the left, engaging the second split gear 62, thus coupling its transmission shaft 7 with the second split gear 62. This allows the first motor shaft 6 of the first motor 1 to be coupled to the second split gear 62 via the M1 first-gear transmission path and the transmission shaft 7, and the second motor shaft 9 of the second motor 2 to also be coupled to the second split gear 62. The fourth power switching component S4 slides to the right, engaging the M2 first-gear output gear 64, thus opening the path from the second split gear 62 to the output shaft 8 via the M2 first-gear transmission path. Therefore, both the first motor 1 and the second motor 2 can transmit power to the output shaft 8 in the first gear, achieving combined power output.

[0092] It is worth noting that the gear ratios between the first split gear and its meshing M1 split transmission gear, the gear ratio between the M1 first gear transmission gear and the M1 first gear output gear, and the gear ratio between the M1 second gear transmission gear and the M1 second gear output gear can be different. As an example, the dimensions of the M1 split transmission gear, the M1 second gear transmission gear, and the M1 first gear transmission gear can decrease sequentially, while the dimensions of the first split gear, the M1 second gear output gear, and the M1 first gear output gear can increase sequentially. Since the M1 split transmission gear, the M1 first gear transmission gear, and the M1 second gear transmission gear can be located on the same intermediate shaft, their rotational speeds can be the same. In a gear transmission system, the gear ratio is defined as the ratio of the number of teeth on the driven gear to the number of teeth on the driving gear. According to the meshing transmission characteristics, the speed ratio is inversely proportional to the gear ratio. The larger the gear ratio, the greater the output torque, but the lower the rotational speed. For example, when a large gear drives a small gear, the output torque increases, but the rotational speed decreases. For example, if the M1 first gear transmission gear drives the M1 first gear output gear, then the M1 first gear transmission gear is the driving gear and the M1 first gear output gear is the driven gear. The gear ratio between them is larger than the other two gear ratios, resulting in maximum torque and lower speed, suitable for high torque output requirements. Similarly, if the M1 second gear transmission gear drives the M1 second gear output gear, again the M1 second gear transmission gear is the driving gear and the M1 second gear output gear is the driven gear. The gear ratio between them is smaller than the gear ratio between the M1 first gear transmission gear and the M1 first gear output gear, resulting in relatively lower torque and higher speed, suitable for higher speed requirements. If the first splitter gear drives the M1 splitter transmission gear, then the first splitter gear is the driving gear and the M1 splitter transmission gear is the driven gear. The size of the first splitter gear can be smaller than the M1 splitter transmission gear, resulting in a larger gear ratio, higher torque, and relatively lower speed.

[0093] Similarly, the gear ratios between the second split gear and its meshing M2 split transmission gear, the gear ratio between the M2 first-gear transmission gear and the M2 first-gear output gear, and the gear ratios between the M2 second-gear transmission gear and the M2 second-gear output gear can all be different. As an example, the dimensions of the M2 split transmission gear, the M2 second-gear transmission gear, and the M2 first-gear transmission gear can decrease sequentially, while the dimensions of the second split gear, the M2 second-gear output gear, and the M2 first-gear output gear can increase sequentially. Since the M2 split transmission gear, the M2 first-gear transmission gear, and the M2 second-gear transmission gear can be located on the same intermediate shaft, their rotational speeds can be the same. Furthermore, the M2 first-gear transmission gear drives the M2 first-gear output gear. Relatively speaking, the M2 first-gear transmission gear is the driving gear, and the M2 first-gear output gear is the driven gear. Their gear ratio is larger than the other two gear ratios, resulting in the highest torque and a lower rotational speed, suitable for applications requiring higher torque output. For example, the M2 second-gear transmission gear drives the M2 second-gear output gear. Relatively speaking, the M2 second-gear transmission gear is the driving gear and the M2 second-gear output gear is the driven gear. The gear ratio between them is smaller than the gear ratio between the M2 first-gear transmission gear and the M2 first-gear output gear, resulting in relatively lower torque and relatively higher speed, suitable for higher speed requirements. Similarly, the second splitter gear drives the M2 splitter transmission gear. In this case, the second splitter gear is the driving gear and the M2 splitter transmission gear is the driven gear. The size of the second splitter gear can be smaller than that of the M2 splitter transmission gear, resulting in a larger gear ratio, higher torque, and relatively lower speed.

[0094] As previously analyzed, lower gears (such as first gear) have larger gears, resulting in greater torque. This allows both the first and second motors to work together in first gear, providing a combined high torque output, suitable for high-torque scenarios. Heavy commercial vehicles often face scenarios with heavy loads, requiring significant torque output. For example, heavy commercial vehicles frequently transport large quantities of goods, resulting in extremely high load weights. During startup, they need to overcome substantial stationary inertia; high torque allows for a smooth start. When climbing hills, high torque provides sufficient driving force to prevent the vehicle from rolling back and maintain a reasonable speed. Furthermore, in complex driving scenarios, such as sandy, muddy, and potholed terrain, where tire-to-ground adhesion varies greatly, high torque provides strong power at low speeds, preventing the vehicle from getting stuck and ensuring passability. Moreover, high torque allows the vehicle to output significant power at lower engine speeds, enabling the engine to operate within its economical speed range, reducing fuel consumption and improving transportation efficiency. In addition, high torque output allows the vehicle to operate more easily under full load or harsh conditions, reducing the high load on the engine and transmission system, reducing wear and tear on parts and the probability of failure, and extending the vehicle's service life.

[0095] It is understood that in other embodiments, the first motor 1 and the second motor 2 can also be switched to perform combined power output in matching second gear.

[0096] like Figure 9 The diagram shown illustrates another combined output route of the first motor 1 and the second motor 2 in a multi-motor decoupled electric drive system according to an embodiment of this disclosure.

[0097] exist Figure 9 In the process, the first power switching component S1 slides to the left and engages the first split gear 32, thus coupling the first motor shaft 6 with the first split gear 32. The first split gear 32 transmits the power of the first motor shaft 6 to the two-speed M1 power transmission path. The second power switching component S2 slides to the left and engages the M1 second-speed output gear 33 in the M1 first-speed transmission path, thus coupling the first motor shaft 6 with the transmission shaft 7 via the first split gear 32 and the M1 second-speed transmission path.

[0098] The third power switch S3 slides left to engage the second split gear 62, coupling its transmission shaft 7 with the second split gear 62. This causes the first motor shaft 6 of the first motor 1 to couple to the second split gear 62 via the M1 first-gear transmission path and transmission shaft 7, and the second motor shaft 9 of the second motor 2 to also couple to the second split gear 62. The fourth power switch S4 slides left to engage the M2 second-gear output gear 63, opening the path from the second split gear 62 to the output shaft 8 via the M2 second-gear transmission path. Thus, both the first motor 1 and the second motor 2 can transmit power to the output shaft 8 in first gear, achieving combined power output in another matching gear.

[0099] As previously analyzed, higher gears (such as second gear) have larger gears, allowing for higher speeds. This enables both the first and second motors to work together in second gear, providing a more stable and higher-speed power output. In heavy-duty commercial vehicles, commonly used in the logistics and transportation industry, transport companies strive for higher operational efficiency and lower costs. The combined output of the two motors in high gear allows the vehicle to maintain efficient power output at high speeds, reducing energy consumption and thus improving transportation efficiency and reducing operating costs. Furthermore, heavy-duty vehicles operate under complex and diverse conditions, including long-distance highway driving, uphill sections in mountainous areas, and congested urban traffic. More specifically, in heavy-duty commercial vehicles, the combined output of the two motors in second gear at a higher speed offers significant advantages in terms of power, energy consumption, and driving experience. The combined output of the two motors at a higher speed means that the motors can output greater power in a shorter time. Higher speeds allow the motors to output higher power, providing strong acceleration and enabling the vehicle to quickly increase speed even in second gear, meeting the needs of overtaking and responding to emergencies. Furthermore, when facing steep inclines or low-friction surfaces (such as slippery roads), the combined output of the dual motors at a higher speed in second gear can generate sufficient driving force. The higher speed ensures the motors continuously output high power, giving the vehicle enough force to overcome incline resistance or prevent wheel slippage, ensuring stable driving in these complex conditions. Although the speed is higher, the motors have high efficiency within their specific speed range. When the dual motors work together, a reasonable control strategy can ensure both motors operate in their efficient range, thereby improving the overall energy efficiency of the powertrain, reducing energy waste, and increasing the vehicle's range. Compared to the potential decrease in motor efficiency and energy loss in the transmission system when outputting high torque at low speeds, the combined output of the dual motors at a higher speed in second gear can more accurately match the vehicle's power needs in suitable scenarios. Moreover, the energy loss during transmission is relatively small, further improving energy efficiency. The second gear ratio allows the engine's power to be amplified and transmitted to the wheels, and the combined output of the dual motors at a higher speed provides sufficient power to the vehicle without overloading the transmission system. Compared to the potentially significant impact on the transmission system caused by high torque output at low speeds, power output at higher speeds is smoother, helping to extend the service life of the transmission system. The combined output of the two motors at higher speeds in second gear helps optimize the matching of the entire transmission system. By properly adjusting the output power and speed of the two motors, the transmission system can work more harmoniously in second gear, improving its overall performance and reliability.

[0100] For example Figure 10 The diagram shown illustrates the structure of a multi-motor decoupled electric drive system in yet another embodiment of this disclosure.

[0101] Compared to Figure 2 Example, Figure 10 The difference in the multi-motor decoupled electric drive system structure lies in the different disconnection positions of the transmission shaft 7 and the output shaft 8, causing a change in the right engagement object of the third power switch S3 and the left engagement object of the fourth power switch S4. Specifically, the right engagement object of the third power switch S3 changes from "output shaft 8" to "M2 second gear output gear 63", while the left engagement object of the fourth power switch S4 changes from "M2 second gear output gear 63" to "output shaft 8", that is, the third power switch S3 and the fourth power switch S4 exchange their opposing engagement objects. It is worth noting that in this embodiment, when the third power switch S3 engages the second split gear 62 to the left, and the fourth power switch S4 engages the M2 first gear output gear 64 to the right, it is the same as the first gear output of the second motor 2 in the previous embodiment. However, when the third power switching component engages the M2 second-gear output gear 63 to the right, and the fourth power switching component engages the M2 first-gear output gear 64 to the right, a power transmission path is actually constructed from the transmission shaft 7 to the output shaft 8 via the M2 second-gear output gear 63, the M2 second-gear transmission gear, the M1 first-gear transmission gear, and the M1 first-gear output gear 64. In this case, the M2 second-gear output gear 63 acts as a "second splitter gear," transmitting power through a path with a different transmission ratio between the M2 second-gear transmission path and the M1 first-gear transmission path, thus creating an alternative "new second gear" power output. Therefore, the required power output for this "new second gear" can be set by adjusting the gear ratios between the M2 second-gear output gear 63, the M2 second-gear transmission gear, the M1 first-gear transmission gear, and the M1 first-gear output gear 64.

[0102] It is understood that in other embodiments, the disconnection position between the first motor shaft 6 and the transmission shaft 7 can also be changed, so that the objects meshing with the first power switching component S1 and the second power switching component S2 are exchanged (i.e., "transmission shaft 7" and "M1 second gear output gear 33"), but the overall function of the first power switching component S10 remains unchanged.

[0103] This disclosure also provides an electric vehicle, including the multi-motor decoupled electric drive system of any of the above embodiments. As an example, the electric vehicle can be implemented as a heavy-duty electric commercial vehicle, or it can be other types of new energy vehicles, etc.

[0104] In summary, this disclosure relates to the field of vehicle electric drive technology, providing a multi-motor decoupled electric drive system and an electric vehicle. The system includes: a first motor; a second motor; a transmission shaft and an output shaft; a first splitter gear and a power transmission path M1 with at least one gear position; a second splitter gear and a power transmission path M2 with at least one gear position; a first power switching component that can be switched to allow the first motor shaft to directly drive and couple the transmission shaft or to be coupled to the transmission shaft via the first splitter gear at one gear position; a second power switching component that can be switched to allow the output shaft to be coupled to the transmission shaft to achieve independent direct drive or gear-driven operation of the first motor, or to allow the second motor shaft to be coupled to the output shaft via the second splitter gear at one gear position to achieve independent gear-driven operation of the second motor; or to allow the output shaft, transmission shaft, and second splitter gear to be coupled to achieve joint power output of multiple motors. Thus, independent or joint output of multiple motors can be achieved without them needing to be "decoupled" to follow the movement of the transmission shaft.

[0105] Therefore, the configuration of the multi-electric drive system disclosed in this invention solves the shortcomings of single-motor and dual-motor systems in related technologies, such as poor efficiency of single-motor low-torque drive when the vehicle load is small and the required power and torque are not large. For example, when the vehicle is cruising at high speed, the existing single-motor drive system cannot be mechanically decoupled, and the existing dual-motor drive system cannot be mechanically decoupled either. Under direct drive conditions, the gear idle loss is large, the efficiency is low, and the power consumption effect is poor.

[0106] Through structural innovation, a completely decoupled configuration of the two motors is achieved from a mechanical perspective, avoiding the idling drag loss of the other motor when driven by a single direct-drive motor, thus improving transmission efficiency and reducing power consumption. Furthermore, it enhances drive efficiency and expands the range of vehicle application conditions.

[0107] The above embodiments are merely illustrative of the principles and effects of this disclosure and are not intended to limit this disclosure. Any person skilled in the art can modify or alter the above embodiments without departing from the spirit and scope of this disclosure. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in this disclosure should still be covered by the protection scope of this disclosure.

Claims

1. A multi-motor decoupled electric drive system, characterized in that, include: The first motor and the second motor each include a first motor shaft and a second motor shaft; M1 power transmission path, which is configured to work with the first shunt gear of the first motor and its transmission coupling at least one gear position; The M2 power transmission path is configured to cooperate with the second motor and the second split gear and its transmission coupling at least one gear position; Transmission shaft and output shaft; The first power switching assembly includes: a first power switching member that rotates with and is axially slidable on the first motor shaft, and a second power switching member that rotates with and is axially slidable on the transmission shaft; the first power switching member and the second power switching member can be switched to positions such that the first motor shaft is directly driven and coupled to the transmission shaft; or, the first motor shaft is driven and coupled to the transmission shaft via the first split gear and at least one gear M1 power transmission path. The second power switching assembly includes: a third power switching member rotatably and axially slidably disposed on the transmission shaft, and a fourth switching member rotatably and axially slidably disposed on the output shaft; the third and fourth power switching members can be switched to positions such that the output shaft is driven and coupled to the transmission shaft, thereby forming a first motor independently outputting power to the output shaft via direct drive or at a gear; or, the second motor shaft is driven and coupled to the output shaft via a second split gear and at least one gear of the M2 power transmission path, thereby forming a second motor independently outputting power to the output shaft at a gear; or, the output shaft is driven and coupled to the transmission shaft, and driven and coupled to the second split gear and the gear of the M2 power transmission path matched with the current M1 power transmission path, thereby forming a first motor and a second motor jointly outputting power to the output shaft at a matched gear.

2. The multi-motor decoupled electric drive system according to claim 1, characterized in that, The first power switching element can be switched to a position to couple / discouple the first motor shaft drive from the first shunt gear or transmission shaft; The second power switch can be switched to allow the transmission shaft to be coupled / discoupled from the M1 power transmission path at different gears.

3. The multi-motor decoupled electric drive system according to claim 2, characterized in that, The first power switching component is implemented as a first sliding engagement sleeve that is axially slidable and circumferentially fixed on the first motor shaft; the first flow divider gear is supplied to engage with the first sliding engagement sleeve; and / or, the second power switching component is implemented as a second sliding engagement sleeve that is axially slidable and circumferentially fixed on the transmission shaft; the M1 power transmission path includes a gear output gear that engages with the second sliding engagement sleeve and is transmissionally coupled to the first flow divider gear.

4. The multi-motor decoupled electric drive system according to claim 1, characterized in that, The third power switching element can be switched to a position to allow the transmission shaft to be coupled / discoupled from the second split gear or the output shaft; The fourth power switching element can be switched to allow the output shaft drive to be coupled / discoupled from the M2 power transmission path at different gears.

5. The multi-motor decoupled electric drive system according to claim 1, characterized in that, The third power switching element can be switched to allow the transmission shaft drive to be coupled / discoupled from the second split gear or the M2 power transmission path of a gear. The fourth power switch can be switched to allow the output shaft drive to be coupled / discoupled from the transmission shaft or the M2 power transmission path of another gear.

6. The multi-motor decoupled electric drive system according to claim 4 or 5, characterized in that, The third power switching element is implemented as a third sliding engagement sleeve that is axially slidable and circumferentially fixed on the transmission shaft; the second split gear is supplied to engage with the third sliding engagement sleeve; and / or, the fourth power switching element is implemented as a fourth sliding engagement sleeve that is axially slidable and circumferentially fixed on the output shaft; the M2 power transmission path includes a gear output gear that engages with the third / fourth sliding engagement sleeve, and is coupled to the second split gear.

7. The multi-motor decoupled electric drive system according to claim 1, characterized in that, Each of the M1 power transmission paths includes: At least one M1 shunt transmission gear is coupled to the first shunt gear; At least one M1 gear transmission gear is coupled to the at least one M1 split transmission gear; The output gear of the M1 gear is coupled to the at least one M1 gear transmission gear; And / or, The M2 power transmission path includes: At least one M2 split transmission gear is coupled to the second split gear; At least one M2 gear transmission gear is coupled to the at least one M2 split transmission gear; The transmission is coupled to the M2 gear output gear of the at least one M2 gear transmission gear.

8. The multi-motor decoupled electric drive system according to claim 7, characterized in that, The current transmission gears and one or more gear transmission gears corresponding to the same motor are linked together by an intermediate shaft.

9. The multi-motor decoupled electric drive system according to claim 1, characterized in that, The second motor shaft is coupled to the second split gear via an input power path; the input power path includes: The M2 input gear is coupled to the shaft of the second motor. The M2 input transmission gear is coupled to the M2 input gear. The M2 input secondary gear is coupled to the M2 input transmission gear; The M2 input center gear is coupled to the M2 input transmission gear; the M2 input center gear is coupled to the second split gear.

10. An electric vehicle, characterized in that, Including the multi-motor decoupled electric drive system as described in any one of claims 1 to 9.

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