Powerplants and automobiles

Abstract

This utility model provides a power unit, including two motors, a first drive shaft, and a second drive shaft. The first drive shaft is configured as the output shaft of the first motor, and the second drive shaft is configured as the output shaft of the second motor. One end of the first drive shaft and one end of the second drive shaft are positioned opposite each other. The power unit also includes a drive mechanism and a synchronizer. The drive mechanism is used to drive the synchronizer to switch between an engaged state and a disengaged state. When the synchronizer is engaged, it is connected to the opposite ends of the first and second drive shafts. When the synchronizer is disengaged, it is not connected to at least one of the first and second drive shafts. The power unit provided by this utility model can switch between centralized and distributed drive modes, achieving a more rational distribution of tire torque and improving vehicle handling agility and braking capability. A vehicle incorporating this power unit is also provided.

Description

Technical Field

[0001] This utility model belongs to the field of automotive power technology, and specifically relates to a power unit and an automobile having the power unit. Background Technology

[0002] The electric drive system is a core component of new energy vehicles. Its structure and control level determine the vehicle's power, safety, and ability to handle special situations. Modern new energy vehicles, in pursuit of higher power, tend to use high-torque and high-speed drive motors, which places more stringent demands on the drive motor and control system. Currently, the industry mainly uses two configurations: centralized central drive and distributed drive, but in the vast majority, these are applied independently to a specific vehicle model.

[0003] In existing new energy vehicles, centralized drive remains the mainstream structure due to its lower cost. Centralized drive is powered by the power system and transmitted to the wheels through the left and right half-shafts. While the technology is mature, it cannot decouple the power of the left and right wheels, resulting in issues such as the inability to adjust the torque of each tire, lower passability, and a larger turning radius. Some new energy vehicles also use distributed drive. Distributed drive can decouple the power of the left and right wheels, allowing for adjustment of tire torque, enriching the driving experience, and providing better safety when dealing with off-road situations, sharp turns, and lateral deviations. However, if a single motor fails, distributed drive cannot fully utilize the remaining driving force to ensure stable vehicle operation. Utility Model Content

[0004] The purpose of this invention is to solve the problems of existing new energy vehicles using centralized drive, such as the inability to adjust the torque of each tire, low passability, and large turning radius, and the inability to fully utilize the remaining driving force to ensure stable vehicle operation when a single motor fails in distributed drive.

[0005] To solve the above-mentioned technical problems, the present invention discloses a power device, including a first motor, a second motor, a transmission shaft, and a reducer. The transmission shaft includes a first transmission shaft and a second transmission shaft. The first transmission shaft is configured as the output shaft of the first motor, and the second transmission shaft is configured as the output shaft of the second motor. One end of the first transmission shaft and one end of the second transmission shaft are arranged opposite to each other, and the first transmission shaft and the second transmission shaft extend in the same direction. The reducer includes a first reducer and a second reducer. The first reducer is connected to the other end of the first transmission shaft and is used to output the power of the first motor to the first reducer. The second reducer is connected to the other end of the second transmission shaft and is used to output the power of the second motor to the second reducer.

[0006] The power unit also includes a drive mechanism and a synchronizer. The drive mechanism is connected to the synchronizer and is used to drive the synchronizer to switch between an engaged state and an unengaged state. When the synchronizer is engaged, it is driven by one end of the first drive shaft and the second drive shaft that are opposite to each other. When the synchronizer is unengaged, it is not connected to at least one of the first drive shaft and the second drive shaft.

[0007] Using the above technical solution, when the first motor and the second motor are running and the synchronizer is disconnected, the torque of the first motor is transmitted to the first reducer through the first drive shaft, and the torque of the second motor is transmitted to the second reducer through the second drive shaft. This allows for separate power output to the left and right wheels, enabling independent control of the left and right wheel power, i.e., decoupling of the left and right wheel power. When it is necessary to achieve power coupling between the left and right wheels, speed control is applied to the first and second motors to make their speeds the same or close, thus engaging the synchronizer.

[0008] Therefore, the power unit provided by this utility model can switch between centralized drive and distributed drive modes, which can more rationally distribute the torque of the tires, improve the vehicle's handling flexibility and braking ability, enhance the safety of the car during emergency lateral deviation and turning, and provide better control on smooth roads, making it safer and increasing driving pleasure; in the event of a single motor failure, it can switch the distributed drive back to centralized drive, allowing the car to drive normally, improving redundancy, and providing better ability to get out of trouble when encountering obstacles.

[0009] According to another specific embodiment of the present invention, the power device disclosed in this embodiment has splines at one end of the first drive shaft and the second drive shaft that are opposite to each other; the synchronizer includes a synchronizer ring, one end of which is connected to the end of the first drive shaft opposite to the second drive shaft via a spline; and when the synchronizer is in the engaged state, the other end of the synchronizer ring is connected to the end of the second drive shaft opposite to the first drive shaft via a spline; when the synchronizer is in the disengaged state, the other end of the synchronizer ring is in a free state.

[0010] The above technical solution enables the synchronous connection or disconnection of component structures to be ingenious, simple, low-cost, and easy to control.

[0011] According to another specific embodiment of the present invention, the power device disclosed in this embodiment includes a drive mechanism comprising a rotary motor, a worm gear, a transmission nut, and a connecting rod; one end of the worm gear is connected to the output shaft of the rotary motor, the worm gear is connected to the transmission nut via a transmission connection, the transmission nut is fixedly connected to one end of the connecting rod, and the other end of the connecting rod is fixedly connected to a synchronizing ring; wherein the rotation of the rotary motor drives the worm gear to rotate, which in turn moves the transmission nut, causing the connecting rod to move axially along the first transmission shaft, thereby switching the synchronizer between an engaged state and an unengaged state.

[0012] By adopting the above technical solution, the synchronizer can be switched between the engaged and disengaged states by controlling the forward or reverse rotation of the rotary motor, and the synchronous ring can be moved to the correct position by controlling the stroke of the worm gear. The control process is simple and accurate.

[0013] According to another specific embodiment of the present invention, the power device disclosed in the embodiment of the present invention further includes a housing, a rotary motor, a worm gear, and a transmission nut disposed in the housing, and one end of a connecting rod passes through the housing and is disposed in the housing; the housing is provided with a port, one end of the port inside the housing is connected to the rotary motor, and the other end of the port outside the housing is used to connect to the controller.

[0014] By adopting the above technical solution, the drive mechanism can be protected by the housing.

[0015] According to another specific embodiment of the present invention, the power device disclosed in the embodiment of the present invention has a first motor and a second motor, both of which are axial flux motors.

[0016] By adopting the above technical solution, the braking performance and handling stability of the vehicle are guaranteed while maintaining a compact power unit structure.

[0017] According to another specific embodiment of the present invention, the power device disclosed in this embodiment includes a first motor comprising a first stator, a first winding disposed on the first stator, a plurality of first permanent magnets, and a first rotor arranged sequentially along the axial direction of a first transmission shaft, wherein the plurality of first permanent magnets are evenly arranged on one side of the first rotor, and a first air gap exists between the first stator and the first rotor; the second motor includes a second stator, a second winding disposed on the second stator, a plurality of second permanent magnets, and a second rotor arranged sequentially along the axial direction of a second transmission shaft, wherein the plurality of second permanent magnets are evenly arranged on one side of the second rotor, and a second air gap exists between the second stator and the second rotor; and the other side of the first rotor is disposed opposite to the other side of the second rotor.

[0018] By adopting the above technical solution, while ensuring that the car has good braking performance and handling stability, the first motor and the second motor are arranged coaxially and close to each other, which further makes the power unit structure more compact.

[0019] According to another specific embodiment of the present invention, in the power device disclosed in this embodiment, the first stator is connected to the first drive shaft via bearings, and the first rotor is connected to the first drive shaft via splines; the second stator is connected to the second drive shaft via bearings, and the second rotor is connected to the second drive shaft via splines.

[0020] According to another specific embodiment of the present invention, the power device disclosed in this embodiment of the present invention has terminals respectively provided on the first winding and the second winding for connecting to a three-phase AC power supply.

[0021] According to another specific embodiment of the present invention, the power device disclosed in the embodiment of the present invention further includes a housing, a first motor, a second motor, a synchronizer, one end of the first transmission shaft and one end of the second transmission shaft are disposed in the housing; the first motor and the second motor are respectively fixedly connected to the housing; the other end of the first transmission shaft and the other end of the second transmission shaft pass through the housing and are disposed outside the housing, and the first transmission shaft and the second transmission shaft are respectively connected to the housing through bearings.

[0022] The present invention also discloses an automobile, including the power unit provided by the present invention. Attached Figure Description

[0023] Figure 1 This is a schematic diagram of the synchronizer of the power device provided by this utility model in the disconnected state;

[0024] Figure 2 This is a schematic diagram of the structure of the first stator and the first winding of the first motor in one embodiment of the power device provided by this utility model;

[0025] Figure 3 This is a schematic diagram of the structure of the first rotor and the first permanent magnet of the first motor in one embodiment of the power device provided by this utility model.

[0026] Explanation of reference numerals in the attached figures:

[0027] 10. First motor,

[0028] 11. First stator; 12. First rotor; 13. First winding; 131. Terminal of the first winding; 14. First permanent magnet; 15. First air gap.

[0029] 20. Second motor

[0030] 21. Second stator; 22. Second rotor; 23. Second winding; 231. Terminal of the second winding; 24. Second permanent magnet; 25. Second air gap.

[0031] 30. Drive shaft

[0032] 31. First drive shaft; 32. Second drive shaft;

[0033] 40. Speed ​​reducer

[0034] 41. First reducer; 42. Second reducer;

[0035] 50. Drive mechanism,

[0036] 51. Rotary electric motor; 52. Worm gear; 53. Transmission nut; 54. Connecting rod; 55. Housing.

[0037] 60. Synchronizer

[0038] 61. Synchronization loop

[0039] 70. Outer shell

[0040] 80. Bearings. Detailed Implementation

[0041] Most existing automobiles use a centralized central drive configuration, while some use a distributed drive configuration. Centralized drive technology is mature, but it cannot achieve power decoupling between the left and right wheels. Distributed drive can achieve power decoupling between the left and right wheels and has better safety, but when a single motor fails, it cannot fully utilize the remaining driving force to ensure stable vehicle operation.

[0042] To address the aforementioned problems, this utility model provides a power unit that can switch between centralized and distributed drive modes, combining the advantages of both. This improves vehicle handling flexibility and braking ability, enhances vehicle safety during emergency lateral deviations and turns, provides better control on slippery surfaces, and increases driving pleasure.

[0043] To better understand the structure and configuration of the power unit and automobile provided in this application, a detailed description is provided below through specific embodiments and accompanying drawings.

[0044] Example 1

[0045] This utility model provides a power device, such as... Figure 1 As shown, it includes a first motor 10, a second motor 20, a transmission shaft 30, a reducer 40, a drive mechanism 50, and a synchronizer 60.

[0046] The specific structure and connection relationship of the first motor 10, the second motor 20 and the transmission shaft 30 are as follows.

[0047] The first motor 10 and the second motor 20 each have a rotor and a stator; the transmission shaft 30 includes a first transmission shaft 31 and a second transmission shaft 32. The first transmission shaft 31 is configured as the output shaft of the first motor 10, that is, the first transmission shaft 31 is connected to the rotor of the first motor 10 to output the power of the first motor 10. The second transmission shaft 32 is configured as the output shaft of the second motor 20, that is, the second transmission shaft 32 is connected to the rotor of the second motor 20 to output the power of the second motor 20. One end of the first transmission shaft 31 and one end of the second transmission shaft 32 are close to and opposite to each other, and the extension directions of the first transmission shaft 31 and the second transmission shaft 32 are the same, that is, the first transmission shaft 31 and the second transmission shaft 32 are on a straight line. This arrangement makes the first motor 10 and the second motor 20 coaxially arranged, making the power unit structure compact.

[0048] In one specific embodiment of this utility model, both the first motor 10 and the second motor 20 are flux motors. Furthermore, if they were radial flux motors, installing two radial flux motors together on a vehicle would result in an excessively short drive shaft, affecting the included angle of the drive shaft and reducing the vehicle's braking and handling stability; this would be detrimental to ensuring safety during driving. Therefore, the first motor 10 and the second motor 20 of this utility model are preferably both axial flux motors. Axial flux motors have a shorter axial length, higher power density and torque density, ensuring the vehicle's braking and handling stability while maintaining a compact power unit structure.

[0049] In one specific embodiment of this utility model, such as Figure 1 As shown, the first motor 10 includes a first stator 11, a first winding 13 disposed on the first stator 11, a plurality of first permanent magnets 14, and a first rotor 12 arranged sequentially along the first drive shaft 31. The plurality of first permanent magnets 14 are evenly arranged on one side of the first rotor 12, and a first air gap 15 exists between the first stator 11 and the first rotor 12. The second motor 20 includes a second stator 21, a second winding 23 disposed on the second stator 21, a plurality of second permanent magnets 24, and a second rotor 22 arranged sequentially along the second drive shaft 32. The plurality of second permanent magnets 24 are evenly arranged on one side of the second rotor 22, and a second air gap 25 exists between the second stator 21 and the second rotor 22. The other side of the first rotor 12 is opposite to the other side of the second rotor 22. This arrangement allows the first motor 10 and the second motor 20 to be arranged coaxially and closely adjacent to each other while ensuring good braking performance and handling stability of the vehicle, further making the power unit structure more compact.

[0050] Furthermore, the first motor 10 and the second motor 20 have the same structure, that is, the first stator 11 and the second stator 21 have the same structure. Taking the first stator 11 as an example, as follows... Figure 2As shown, the first stator 11 is disc-shaped, and a first winding 13 is wound on the first stator 11. The first rotor 12 and the second rotor 22 have the same structure. Taking the first rotor 12 as an example, as follows... Figure 3 As shown, the first rotor 12 is disc-shaped, and multiple first permanent magnets 14 are uniformly embedded in the first rotor 12 on the side near the first stator 11 along the circumference.

[0051] Specifically, after external three-phase alternating current is applied to the first motor 10, a rotating magnetic field is generated axially on the first stator 11 of the first motor 10 through the first winding 13. Since permanent magnets are embedded on the first rotor 12 of the first motor 10, an electromagnetic effect is generated, and the first rotor 12 of the first motor 10 rotates synchronously, thereby generating torque. Furthermore, the first rotor 12 is connected to the first drive shaft 31, so the torque is output through the first drive shaft 31. The operation process of the second motor 20 is the same as that of the first motor 10, and will not be described again here.

[0052] In one specific embodiment of this utility model, such as Figure 1 As shown, terminals (terminal 131 of the first winding and terminal 231 of the second winding) are respectively provided on the first winding 13 and the second winding 23 for connection to an external three-phase AC power supply, so that three-phase AC power can enter the first motor 10 and the second motor 20. Furthermore, the terminals 131 of the first winding and the terminals 231 of the second winding are connected to the external three-phase AC power supply through a Y-connected three-phase coil.

[0053] Regarding the connection between the first motor 10 and the first drive shaft 31, and the connection between the second motor 20 and the second drive shaft 32, in one specific embodiment of this utility model, as follows: Figure 1 The first stator 11 is connected to the first drive shaft 31 via bearing 80, and the first rotor 12 is connected to the first drive shaft 31 via spline, thereby realizing the torque of the first rotor 12 to the first drive shaft 31; the second stator 21 is connected to the second drive shaft 32 via bearing 80, and the second rotor 22 is connected to the second drive shaft 32 via spline, thereby realizing the torque of the second rotor 22 to the second drive shaft 32.

[0054] It should be noted that the first motor 10 and the second motor 20 are also connected to an external motor controller (not shown in the figure), through which the speed of the first motor 10 and the second motor 20 is adjusted and controlled.

[0055] The specific connection relationship between the reducer 40 and the drive shaft 30 is as follows.

[0056] like Figure 1As shown, the reducer 40 includes a first reducer 41 and a second reducer 42. The first reducer 41 is connected to the other end of the first drive shaft 31 (i.e., the output end of the first drive shaft 31) and is used to output the power of the first motor 10, i.e., the torque of the first rotor 12, to the first reducer 41. The second reducer 42 is connected to the other end of the second drive shaft 32 (i.e., the output end of the second drive shaft 32) and is used to output the power of the second motor 20, i.e., the torque of the second rotor 22, to the second reducer 42. Furthermore, the first reducer 41 and the second reducer 42 are respectively connected to the wheels on both sides of the vehicle, thereby realizing the power output to the wheels on both sides of the vehicle.

[0057] The specific structure of the drive mechanism 50, synchronizer 60, and their connection relationship with the drive shaft 30 are as follows.

[0058] Synchronizer 60 is a component used to engage the first motor 10 and the second motor 20; such as Figure 1 As shown, the drive mechanism 50 is connected to the synchronizer 60 and is used to drive the synchronizer 60 to switch between an engaged state and a disengaged state. When the synchronizer 60 is in the engaged state, it is connected to the opposite ends of the first drive shaft 31 and the second drive shaft 32, thus engaging the first motor 10 and the second motor 20. When the synchronizer 60 is in the disengaged state, as shown... Figure 1 As shown, the synchronizer 60 is not connected to at least one of the first drive shaft 31 and the second drive shaft 32, so that the first drive shaft 31 and the second drive shaft 32 respectively transmit the power of the first motor 10 and the second motor 20 to the first reducer 41 and the second reducer 42.

[0059] Specifically, one end of the synchronizer 60 can be connected to the end of the first drive shaft 31 away from the output end, and the other end can be connected to the end of the second drive shaft 32 away from the output end; while the drive mechanism 50 is connected to the synchronizer 60, and the drive mechanism 50 can disconnect at least one of the connections between the synchronizer 60 and the first drive shaft 31 and the synchronizer 60 and the second drive shaft 32. The specific structure of the synchronizer 60 and the drive mechanism 50 only needs to achieve the above-mentioned switching of the synchronizer 60 between the engaged state and the disengaged state.

[0060] In one specific embodiment of this utility model, splines are respectively provided at the opposite ends of the first drive shaft 31 and the second drive shaft 32; such as Figure 1As shown, the synchronizer 60 includes a synchronizer ring 61. One end of the synchronizer ring 61 is fitted around the outer circumference of the end of the first drive shaft 31 away from the first reducer 41, and is connected to the end of the first drive shaft 31 opposite to the second drive shaft 32 via a spline. The synchronizer ring 61 can be driven to move by the drive mechanism 50, switching between an engaged state and an unengaged state. When the synchronizer 60 is in the engaged state, the other end of the synchronizer ring 61 is fitted around the outer circumference of the end of the second drive shaft 32 away from the reducer 40 and is connected to the end of the second drive shaft 32 opposite to the first drive shaft 31 via a spline. When the synchronizer 60 is in the unengaged state, as shown... Figure 1 As shown, the other end of the synchronization ring 61 is in a free state, meaning that the other end of the synchronization ring 61 is disconnected from the second drive shaft 32. Using the synchronization ring 61 as the main component for achieving synchronous connection or disconnection results in a compact and simple structure, low cost, and convenient control.

[0061] In one specific embodiment of this utility model, such as Figure 1 As shown, the drive mechanism 50 includes a rotary motor 51, a worm gear 52, a transmission nut 53, and a connecting rod 54. One end of the worm gear 52 is connected to the output shaft of the rotary motor 51, and the worm gear 52 is connected to the transmission nut 53. The transmission nut 53 is fixedly connected to one end of the connecting rod 54, and the other end of the connecting rod 54 is fixedly connected to the synchronization ring 61. The rotation of the rotary motor 51 drives the worm gear 52 to rotate, which in turn moves the transmission nut 53, causing the connecting rod 54 to move axially along the first transmission shaft 31, thus switching the synchronizer 60 between the engaged and disengaged states. The switching between the engaged and disengaged states of the synchronizer 60 can be achieved simply by controlling the forward or reverse rotation of the rotary motor 51, and the stroke of the worm gear 52 can be controlled to ensure that the synchronization ring 61 moves to the correct position (engaged or disengaged). The control process is simple and accurate.

[0062] In one specific embodiment of this utility model, such as Figure 1 As shown, the drive mechanism 50 also includes a housing 55, in which a rotary motor 51, a worm gear 52, and a transmission nut 53 are disposed. The housing 55 has a hole through which a connecting rod 54 passes. One end of the connecting rod 54 passes through the hole and is housed within the housing 55. The housing 55 protects the drive mechanism 50. The housing 55 has a communication port. One end of the port inside the housing 55 is connected to the rotary motor 51 via a communication line, while the other end outside the housing 55 is used to connect to a controller via a communication line, enabling communication between the controller and the rotary motor 51. The controller sends commands to the rotary motor 51, causing the rotary motor 51 to rotate, driving the connecting rod 54 to move axially, thereby moving the synchronization ring 61 and achieving the state transition of the synchronizer 60. It should be noted that the hole in the housing 55 through which the connecting rod 54 passes is shaped to allow the connecting rod 54 to move.

[0063] In one specific embodiment of this utility model, such as Figure 1 As shown, the power unit also includes a housing 70. The first motor 10, the second motor 20, the synchronizer 60, one end of the first drive shaft 31, and one end of the second drive shaft 32 are disposed in the housing 70. Specifically, the portion of the first drive shaft 31 disposed in the first motor 10 and the portion of the second drive shaft 32 disposed in the second motor 20 are both in the housing. The first motor 10 and the second motor 20 are respectively fixedly connected to the housing 70. Specifically, the first stator 11 of the first motor 10 and the second stator 21 of the second motor 20 can be respectively fixedly connected to the housing 70, that is, a part of the housing 70 is used as the housing of the first motor 10, and the other part is used as the housing of the second motor 20. The other end of the first drive shaft 31 and the other end of the second drive shaft 32 pass through the housing 70 and are disposed outside the housing 70 and are respectively connected to the first reducer 41 and the second reducer 42. The first drive shaft 31 and the second drive shaft 32 are respectively connected to the housing 70 through bearings 80.

[0064] Furthermore, when both the first motor 10 and the second motor 20 are axial flux motors, such as Figure 1 As shown, the radial outer periphery of the first stator 11 of the first motor 10 and the radial outer periphery of the second stator 21 of the second motor 20 are respectively fixedly connected to the housing 70 by interference fit. When the drive mechanism 50 includes a rotary motor 51, a worm gear 52, a transmission nut 53, and a connecting rod 54, the housing 70 is also provided with a hole through which the connecting rod 54 passes and is movable, with one end of the connecting rod 54 passing through the housing 70 through the hole. Further, when the drive mechanism 50 also includes a housing 55, the hole on the housing 70 for the connecting rod 54 to pass through and the hole on the housing 55 for the connecting rod 54 to pass through are correspondingly provided; and the housing 55 is fixed to the housing 70 and sealed by a sealing ring.

[0065] When the power unit provided by this utility model is in operation, if a distributed drive mode is required, allowing the two wheels of the vehicle to operate independently in a power decoupling state, the drive mechanism 50 drives the synchronizer 60 in a disconnected state, separating the first drive shaft 31 and the second drive shaft 32; and controls the first motor 10 and the second motor 20 to operate and generate torque respectively. The torque of the first motor 10 is output to the first reducer 41 through the first drive shaft 31, and the torque of the second motor 20 is output to the second reducer 42 through the second drive shaft 32. If a centralized drive mode is required, allowing the two wheels of the vehicle to be in a power-coupled state, the motor controller adjusts the speed of the first motor 10 and / or the second motor 20 so that the speeds of the first motor 10 and the second motor 20 are the same or close (synchronized state). When the first motor 10 and the second motor 20 reach the synchronized state, the drive mechanism 50 drives the synchronizer 60 to switch to the coupled state, connecting the first drive shaft 31 and the second drive shaft 32, allowing the first motor 10 and the second motor 20 to operate synchronously, and outputting torque to the first reducer 41 and the second reducer 42 respectively through the first drive shaft 31 and the second drive shaft 32.

[0066] In summary, the power unit provided by this utility model can switch between centralized and distributed drive modes. In distributed drive mode, the torque of each wheel can be individually controlled. Therefore, the optimal torque can be calculated based on road conditions, motor status, battery status, driver intentions, and other information, and distributed to each wheel to optimize the vehicle's dynamic characteristics. Furthermore, when a single wheel encounters an obstacle, differentiated and precise control of the wheel torque can significantly improve the vehicle's passability. Moreover, it can switch from distributed drive to centralized drive in the event of a single motor failure, allowing the vehicle to continue operating normally. This improves the reliability of the vehicle in the event of partial drive motor failure and maximizes the use of remaining driving force while ensuring vehicle stability, ensuring the system continues to operate stably.

[0067] The power unit provided by this utility model can more rationally distribute the torque of the tires, improve the vehicle's handling flexibility and braking ability, enhance the vehicle's safety during emergency lateral deviation and turning, and improve its ability to get out of trouble when encountering obstacles. It also has better controllability on smooth roads, making it safer and increasing driving pleasure. Furthermore, it can ensure that the vehicle can continue to run normally even if a single motor fails, improving redundancy and safety.

[0068] Example 2

[0069] This invention also provides a vehicle, including the power unit as described in Embodiment 1. This can improve the vehicle's handling agility and braking ability, thereby enhancing driving safety.

[0070] It should be noted that, in addition to the specific embodiments described above, those skilled in the art can easily understand other advantages and effects of this utility model from the content disclosed in this specification. Although the description of this utility model is presented in conjunction with preferred embodiments, this does not mean that the features of this utility model are limited to that embodiment. On the contrary, the purpose of describing the utility model in conjunction with the embodiments is to cover other options or modifications that may be derived based on the claims of this utility model. In order to provide a deep understanding of this utility model, many specific details are included in the above description, and this utility model may also be implemented without using these details. In addition, in order to avoid confusion or obscuring the focus of this utility model, some specific details will be omitted in the description. It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of this utility model can be combined with each other.

[0071] It should be noted that in this specification, similar reference numerals and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0072] In the description of this embodiment, it should be noted that the terms "upper", "lower", "inner", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship that the utility model product is usually placed in during use. They are only for the convenience of describing the utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the utility model.

[0073] The terms “first”, “second”, etc., are used only to distinguish descriptions and should not be interpreted as indicating or implying relative importance.

[0074] In the description of this embodiment, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set up," "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 this embodiment based on the specific circumstances.

[0075] Although the present invention has been illustrated and described with reference to certain preferred embodiments, those skilled in the art should understand that the above description is a further detailed explanation of the present invention in conjunction with specific embodiments, and should not be construed as limiting the specific implementation of the present invention to these descriptions. Those skilled in the art can make various changes in form and detail, including some simple deductions or substitutions, without departing from the spirit and scope of the present invention.

Claims

1. A power unit, comprising a first motor, a second motor, a drive shaft, and a reducer, characterized in that, The drive shaft includes a first drive shaft and a second drive shaft. The first drive shaft is configured as the output shaft of the first motor, and the second drive shaft is configured as the output shaft of the second motor. One end of the first drive shaft and one end of the second drive shaft are arranged opposite to each other, and the first drive shaft and the second drive shaft extend in the same direction. The reducer includes a first reducer and a second reducer; The first reducer is connected to the other end of the first drive shaft and is used to output the power of the first motor to the first reducer; The second reducer is connected to the other end of the second drive shaft and is used to output the power of the second motor to the second reducer; The power unit further includes a drive mechanism and a synchronizer. The drive mechanism is connected to the synchronizer and is used to drive the synchronizer to switch between an engaged state and a disengaged state. When the synchronizer is in the engaged state, it is connected to the opposite ends of the first drive shaft and the second drive shaft, respectively; when the synchronizer is in the disengaged state, it is not connected to at least one of the first drive shaft and the second drive shaft.

2. The power unit as described in claim 1, characterized in that, The first drive shaft and the second drive shaft are respectively provided with splines at their opposite ends; the synchronizer includes a synchronizer ring, one end of which is connected to the end of the first drive shaft opposite to the second drive shaft via the spline; and when the synchronizer is in the engaged state, the other end of the synchronizer ring is connected to the end of the second drive shaft opposite to the first drive shaft via the spline; when the synchronizer is in the disengaged state, the other end of the synchronizer ring is in a free state.

3. The power unit as described in claim 2, characterized in that, The drive mechanism includes a rotary motor, a worm gear, a transmission nut, and a connecting rod; one end of the worm gear is connected to the output shaft of the rotary motor, the worm gear is drivingly connected to the transmission nut, the transmission nut is fixedly connected to one end of the connecting rod, and the other end of the connecting rod is fixedly connected to the synchronizing ring; wherein... The rotary motor drives the worm gear to rotate, which in turn moves the transmission nut, causing the connecting rod to move axially along the first transmission shaft, thus enabling the synchronizer to switch between the engaged state and the disengaged state.

4. The power unit as described in claim 3, characterized in that, The drive mechanism further includes a housing, in which the rotary motor, the worm gear, and the transmission nut are disposed, and one end of the connecting rod passes through the housing and is disposed within the housing; The housing is provided with a port, one end of which is connected to the rotary motor inside the housing, and the other end of which is used to connect to the controller outside the housing.

5. The power unit as described in claim 1, characterized in that, Both the first motor and the second motor are axial flux motors.

6. The power unit as described in claim 5, characterized in that, The first motor includes a first stator, a first winding disposed on the first stator, a plurality of first permanent magnets and a first rotor arranged sequentially along the first transmission shaft, and the plurality of first permanent magnets are evenly arranged on one side of the first rotor, and a first air gap is provided between the first stator and the first rotor; The second motor includes a second stator arranged sequentially along the axial direction of the second transmission shaft, a second winding arranged on the second stator, a plurality of second permanent magnets and a second rotor, wherein the plurality of second permanent magnets are evenly arranged on one side of the second rotor, and a second air gap is provided between the second stator and the second rotor; and the other side of the first rotor is arranged opposite to the other side of the second rotor.

7. The power unit as described in claim 6, characterized in that, The first stator is connected to the first drive shaft via bearings, and the first rotor is connected to the first drive shaft via splines. The second stator is connected to the second drive shaft via bearings, and the second rotor is connected to the second drive shaft via splines.

8. The power unit as described in claim 6, characterized in that, The first winding and the second winding are respectively provided with terminals for connection to a three-phase AC power supply.

9. The power unit as described in any one of claims 1-8, characterized in that, The power unit also includes a housing, in which the first motor, the second motor, the synchronizer, one end of the first drive shaft, and one end of the second drive shaft are disposed; The first motor and the second motor are respectively fixedly connected to the housing; the other end of the first drive shaft and the other end of the second drive shaft pass through the housing and are disposed outside the housing, and the first drive shaft and the second drive shaft are respectively connected to the housing through bearings.

10. A car, characterized in that, The vehicle includes the power unit as described in any one of claims 1-9.

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