CN217835331U

CN217835331U - Dual-motor variable speed electric drive axle system

Info

Publication number: CN217835331U
Application number: CN202221356474.6U
Authority: CN
Inventors: 郝庆军; 耿建涛; 王琳
Original assignee: Capotech Suzhou Co ltd
Current assignee: Capotech Suzhou Co ltd
Priority date: 2022-06-01
Filing date: 2022-06-01
Publication date: 2022-11-18
Anticipated expiration: 2032-06-01

Abstract

The utility model relates to a two motor variable speed electric drive axle systems, adopt two motor variable speed systems, switch the in-process in the mode, can keep a motor to have power to connect all the time, consequently can guarantee to shift the in-process power uninterrupted, through setting up four clutches, every clutch only sets up about two hookup location come control one keep off the position, can reduce the width size of transaxle system, easily arrange, through setting up two motor symmetrical arrangement, easily realize the structure modularization, the simplified design, through adopting the parallel shaft structure and combining planetary gear transmission, last one-level planetary gear transmission planet carrier output connection differential mechanism, can realize great velocity ratio.

Description

Dual-motor variable speed electric drive axle system

Technical Field

The utility model relates to a motor drive vehicle transmission system's technical field, concretely relates to bi-motor variable speed electric drive axle system.

Background

With the development of new energy automobile technology, a driving system develops towards the direction of integration, light weight and integration, the driving system and a rear axle are separated in the traditional central driving form of a commercial vehicle, the middle of the driving system is connected through a transmission shaft, the integration degree is low, the efficiency is low, and the spatial arrangement of other components can be influenced for vehicles with limited space sizes, such as sanitation vehicles and the like. At present, an electric drive axle system can be seen on the market, but the electric drive axle system is a single-motor speed reducing system, the performance of a commercial vehicle, particularly a heavy truck, is limited, the power interruption exists, and the application is limited.

SUMMERY OF THE UTILITY MODEL

In order to solve the defects and the defects existing in the prior art, the utility model provides a two motor variable speed drive axle systems.

The utility model provides a concrete scheme does: a dual-motor variable speed electric drive axle system, said system comprising:

the output shaft of the first motor (EM 1) is connected with a first motor input shaft (S11), the first motor input shaft (S11) is fixedly connected with a first motor input gear (G11), and the first motor input gear (G11) can be selectively connected with a first motor output shaft (S13) through a first motor first gear pair or a first motor second gear pair;

a second motor (EM 2), wherein an output shaft of the second motor is connected with a second motor input shaft (S21), the second motor input shaft (S21) is fixedly connected with a second motor input gear (G21), and the second motor input gear (G21) can be selectively connected with a second motor output shaft (S23) through a second motor first gear pair or a second motor second gear pair;

a planetary gear set to which the first motor output shaft (S13) and the second motor output shaft (G23) are connected through an intermediate gear set;

the input end of the differential is connected with the planetary gear set, and the output end of the differential is connected with left and right wheels (WL, WR);

the first clutch (A) is fixedly arranged on the first motor intermediate shaft (S12) and can be selectively and correspondingly jointed with a driving gear of the first motor second gear pair on one side;

the second clutch (B) is fixedly arranged on the output shaft (S13) of the first motor and can be selectively and correspondingly engaged with the driven gear of the first gear pair of the first motor on one side;

the third clutch (C) is fixedly arranged on the output shaft (S23) of the second motor and can be selectively and correspondingly engaged with the driven gear of the second gear pair of the second motor on one side;

and the fourth clutch (D) is fixedly arranged on the second motor intermediate shaft (S22) and can be selectively and correspondingly jointed with a driving gear of the second gear pair of the second motor on one side.

Further, the first motor first gear pair comprises a first motor first driving gear (G121) fixedly arranged on the first motor intermediate shaft (S12) and a first motor first driven gear (G131) sleeved on the first motor output shaft (S13), the first motor input gear (G11) is correspondingly engaged with the first motor first driving gear (G121), and the first motor first driving gear (G121) is correspondingly engaged with the first motor first driven gear (G131).

Furthermore, the first motor second gear pair comprises a first motor second driving gear (G122) sleeved on the first motor intermediate shaft (S12) and a first motor second driven gear (G132) fixedly arranged on the first motor output shaft (S13), and the first motor second driving gear (G122) is correspondingly engaged with the first motor second driven gear (G132).

Further, the first gear pair of the second motor comprises a first driving gear (G221) of the second motor fixedly arranged on the second motor intermediate shaft (S22) and a first driven gear (G231) of the second motor sleeved on the second motor output shaft (S23), the second motor input gear (G21) is correspondingly engaged with the first driving gear (G221) of the second motor, and the first driving gear (G221) of the second motor is correspondingly engaged with the first driven gear (G231) of the second motor.

Further, the second motor second gear pair includes a second motor second driving gear (G222) sleeved on the second motor intermediate shaft (S22) and a second motor second driven gear (G232) fixedly arranged on the second motor output shaft (S23), and the second motor second driving gear (G222) is correspondingly engaged with the second motor second driven gear (G232).

Furthermore, the intermediate gear set comprises a first motor output gear (G133) fixedly arranged on the first motor output shaft (S13), a second motor output gear (G233) fixedly arranged on the second motor output shaft (S23), and an intermediate gear (G3) sleeved on the output shaft (S3), wherein the intermediate gear (G3) is respectively meshed with the first motor output gear (G133) and the second motor output gear (G233).

Further, the planetary gear set comprises a sun gear (P1), a planet gear (P2), a ring gear (P3) and a planet carrier (P4); sun gear (P1) cover is located on output shaft (S3) and with intermediate gear (G3) fixed connection, planet wheel (P2) with sun gear (P1) meshing and lie in between sun gear (P1) and ring gear (P3) around sun gear (P1) rotatory, ring gear (P3) and outside fixed connection, planet wheel (P3) and differential mechanism are connected in planet carrier (P4).

Further, the differential includes a differential case (D1), a bevel gear shaft (D2), a bevel gear (D3), and a side gear (D4); differential mechanism casing (D1) is connected planet carrier (P4), bevel gear axle (D2) and differential mechanism casing (D1) fixed connection, bevel gear (D3) are connected with the bevel gear axle, side gear (D4) set up in on output shaft (S3) and respectively with the meshing of both sides bevel gear.

Further, the first motor input gear (G11) is in constant mesh with the first motor first driving gear (G121), and the first motor first driving gear (G121) is in constant mesh with the first motor first driven gear (G131); the second motor input gear (G21) is normally meshed with a first driving gear (G221) of a second motor, and the first driving gear (G221) of the second motor is normally meshed with a first driven gear (G231) of the second motor.

Further, the system comprises the following modes of operation:

and a mode N: the first clutch (A) is not jointed with the first motor second gear pair on one side, the second clutch (B) is not jointed with the first motor first gear pair on one side, and the third clutch (C) is not jointed with the second motor second gear pair on one side; the fourth clutch (D) is not connected with the second gear pair of the second motor on one side, and the neutral gear mode is adopted at the moment;

mode 1: the first clutch (A) is correspondingly jointed with the first motor second gear pair on one side, the second clutch (B) is not jointed with the first motor first gear pair on one side, and the third clutch (C) is not jointed with the second motor second gear pair on one side; the fourth clutch (D) is correspondingly engaged with the second gear pair of the second motor on one side, and the speed ratio is maximum at the moment;

mode 2: the first clutch (A) is correspondingly jointed with the first motor second gear pair on one side, the second clutch (B) is not jointed with the first motor first gear pair on one side, and the third clutch (C) is correspondingly jointed with the second motor second gear pair on one side; the fourth clutch (D) is not jointed with the second gear pair of the second motor on one side;

mode 3: the first clutch (A) is not jointed with the first motor second gear pair on one side, the second clutch (B) is correspondingly jointed with the first motor first gear pair on one side, and the third clutch (C) is correspondingly jointed with the second motor second gear pair on one side; the fourth clutch (D) is not engaged with the second gear pair of the second motor on one side, and the highest speed ratio is provided at the moment.

There is also provided a dual motor variable speed electric drive axle system, said system comprising:

the first clutch (A) is fixedly arranged on the output shaft (S13) of the first motor and can be selectively and correspondingly engaged with driven gears of first gear pairs of the first motor and second gear pairs of the first motor on two sides;

and the second clutch (B) is fixedly arranged on the output shaft (S23) of the second motor and can be selectively and correspondingly engaged with the driven gears of the first gear pair of the second motor and the second gear pair of the second motor on two sides.

Further, the first motor first gear pair includes a first motor first driving gear (G121) fixedly disposed on the first motor intermediate shaft (S12) and a first motor first driven gear (G131) sleeved on the first motor output shaft (S13), the first motor input gear (G11) is correspondingly engaged with the first motor first driving gear (G121), and the first motor first driving gear (G121) is correspondingly engaged with the first motor first driven gear (G131).

Furthermore, the first motor second gear pair includes a first motor second driving gear (G122) fixedly disposed on the first motor intermediate shaft (S12) and a first motor second driven gear (G132) sleeved on the first motor output shaft (S13), and the first motor second driving gear (G122) is correspondingly engaged with the first motor second driven gear (G132).

Further, the second motor second gear pair includes a second motor second driving gear (G222) fixedly disposed on the second motor intermediate shaft (S22) and a second motor second driven gear (G232) sleeved on the second motor output shaft (S23), and the second motor second driving gear (G222) is correspondingly engaged with the second motor second driven gear (G232).

Further, the system comprises the following working modes:

and a mode N: the first clutch (A) is not jointed with the driven gear of the first motor first gear pair on one side and the driven gear of the first motor second gear pair, and the second clutch (B) is not jointed with the driven gear of the second motor first gear pair on one side and the driven gear of the second motor second gear pair; at this time, the neutral mode is adopted;

mode 1: the first clutch (A) is correspondingly jointed with the first motor second gear pair on one side, and the second clutch (B) is correspondingly jointed with the second motor second gear pair on one side; the speed ratio is maximum at this time;

mode 2: the first clutch (A) is correspondingly jointed with the first motor second gear pair on one side, and the second clutch (B) is correspondingly jointed with the second motor first gear pair on one side;

mode 3: the first clutch (A) is correspondingly engaged with the first gear pair of the first motor on one side, and the second clutch (B) is correspondingly engaged with the first gear pair of the second motor on one side, so that the mode provides the highest speed ratio.

Compared with the prior art, the utility model discloses the technological effect that can realize includes:

1) The utility model provides a bi-motor variable speed electric drive axle system adopts bi-motor variable speed system, switches the in-process at the mode, can remain a motor throughout and have power to connect, consequently can guarantee to shift the in-process power and not interrupt.

(2) The utility model provides a bi-motor variable speed electric drive axle system, through setting up four clutches, every clutch only sets up about two hookup location come control one keep off the position, can reduce drive axle system's width size, easily arranges.

(3) The utility model provides a bi-motor variable speed electric drive axle system through setting up bi-motor symmetrical arrangement, easily realizes the structure modularization, simplifies the design.

(4) The utility model provides a bi-motor variable speed electric drive axle system through adopting the parallel axis structure and combining the planetary gear transmission, and great velocity ratio can be realized to last one-level planetary gear transmission planet carrier output connection differential mechanism.

Drawings

Fig. 1 is a schematic structural diagram of a first embodiment of the present invention.

Fig. 2 is a schematic structural diagram of a second embodiment of the present invention.

Detailed Description

The technical solutions in the embodiments of the present invention will be described clearly and completely with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative efforts all belong to the protection scope of the present invention.

In the description of the present invention, it should be noted that the terms "upper", "lower", "inner", "outer", "front end", "rear end", "both ends", "one end", "the other end" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplification of description, but do not indicate or imply that the device or element to which the reference is made must have a specific orientation, be constructed in a specific orientation, and be operated, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.

In the description of the present invention, it should be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "provided," "connected," and the like are to be construed broadly, such as "connected," which may be fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present invention can be understood in specific cases to those skilled in the art.

[ first embodiment ]

The utility model provides a two motor variable speed drive axle systems, as shown in fig. 1 do the utility model discloses a first embodiment, in this embodiment, include:

the output shaft of the first motor is connected with a first motor input shaft S11, the first motor input shaft S11 is fixedly connected with a first motor input gear G11, and the first motor input gear G11 can be selectively connected with a first motor output shaft S13 through a first motor first gear pair or a first motor second gear pair; the power output from the first electric motor EM1 can be transmitted to the first motor output shaft S13 via the first electric motor first gear pair or the first electric motor second gear pair.

As shown in fig. 1, in the present embodiment, the first motor first gear pair includes a first motor first driving gear G121 fixedly disposed on the first motor intermediate shaft S12 and a first motor first driven gear G131 sleeved on the first motor output shaft S13, the first motor input gear G11 is correspondingly engaged with the first motor first driving gear G121, and the first motor first driving gear G121 is correspondingly engaged with the first motor first driven gear G131.

As shown in fig. 1, in the present embodiment, the first motor second gear pair includes a first motor second driving gear G122 sleeved on the first motor intermediate shaft S12 and a first motor second driven gear G132 fixedly disposed on the first motor output shaft S13, and the first motor second driving gear G122 is correspondingly engaged with the first motor second driven gear G132.

As shown in fig. 1, the first motor input gear G11 is in constant mesh with the first motor first driving gear G121, and the first motor first driving gear G121 is in constant mesh with the first motor first driven gear G131; the power output from the first electric machine EM1 can be transmitted to the first electric machine second gear pair through the constant meshing of the first electric machine input gear G11 and the first electric machine first driving gear G121 and then transmitted to the first electric machine output shaft S13, and can also be transmitted to the first electric machine first gear pair through the constant meshing of the first electric machine first driving gear G121 and the first electric machine first driven gear G131 and then transmitted to the first electric machine output shaft S13.

The output shaft of the second motor is connected with a second motor input shaft S21, the second motor input shaft S21 is fixedly connected with a second motor input gear G21, and the second motor input gear G21 can be selectively connected with a second motor output shaft S23 through a second motor first gear pair or a second motor second gear pair; the power output from the second electric motor EM2 can be transmitted to the second electric motor output shaft S23 via the second electric motor first gear pair or the second electric motor second gear pair.

As shown in fig. 1, in the present embodiment, the second motor first gear pair includes a second motor first driving gear G221 fixedly disposed on the second motor intermediate shaft S22 and a second motor first driven gear G231 sleeved on the second motor output shaft S23, the second motor input gear G21 is correspondingly engaged with the second motor first driving gear G221, and the second motor first driving gear G221 is correspondingly engaged with the second motor first driven gear G231.

As shown in fig. 1, in the present embodiment, the second motor second gear pair includes a second motor second driving gear G222 sleeved on the second motor intermediate shaft S22 and a second motor second driven gear G232 fixedly disposed on the second motor output shaft S23, and the second motor second driving gear G222 is correspondingly engaged with the second motor second driven gear G232.

As shown in fig. 1, the second motor input gear G21 is in constant mesh with the second motor first driving gear G221, and the second motor first driving gear G221 is in constant mesh with the second motor first driven gear G231; the power output from the second electric motor EM2 can be transmitted to the second electric motor second gear pair through the constant engagement of the second electric motor input gear G21 and the second electric motor first driving gear G221 and then transmitted to the second electric motor output shaft S23, and can also be transmitted to the second electric motor first gear pair through the constant engagement of the second electric motor first driving gear G221 and the second electric motor first driven gear G231 and then transmitted to the second electric motor output shaft S23.

The motor is characterized by further comprising a planetary gear set, wherein a first motor output shaft S13 and a second motor output shaft G23 are connected with the planetary gear set through an intermediate gear set;

in this embodiment, as shown in fig. 1, the intermediate gear set includes a first motor output gear G133 fixedly disposed on the first motor output shaft S13, a second motor output gear G233 fixedly disposed on the second motor output shaft S23, and an intermediate gear G3 sleeved on the output shaft S3, and the intermediate gear G3 is respectively engaged with the first motor output gear G133 and the second motor output gear G233.

In the present embodiment, as shown in fig. 1, the planetary gear set includes a sun gear P1, a planet gear P2, a ring gear P3, and a planet carrier P4; the sun gear P1 is sleeved on the output shaft S3 and fixedly connected with the intermediate gear G3, the planet gear P2 is meshed with the sun gear P1 and is positioned between the sun gear P1 and the gear ring P3 to rotate around the sun gear P1, the gear ring P3 is fixedly connected with the outside, and the planet carrier P4 is connected with the planet gear P3 and the differential mechanism.

The input end of the differential is connected with the planetary gear set, and the output end of the differential is connected with left and right wheels WL and WR;

as shown in fig. 1, in the present embodiment, the differential includes a differential case D1, a bevel gear shaft D2, a bevel gear D3, and a side gear D4; differential mechanism casing D1 connects planet carrier P4, bevel gear axle D2 and differential mechanism casing D1 fixed connection, bevel gear D3 and bevel gear axle connection, side gear D4 set up in on the output shaft S3 and respectively with the meshing of both sides bevel gear.

In this embodiment, as shown in FIG. 1, the system further comprises

The first clutch A is fixedly arranged on the first motor intermediate shaft S12 and can be selectively and correspondingly engaged with a driving gear of a first motor second gear pair on one side;

the second clutch B is fixedly arranged on the first motor output shaft S13 and can be selectively and correspondingly jointed with the driven gear of the first gear pair of the first motor on one side;

the third clutch C is fixedly arranged on the output shaft S23 of the second motor and can be selectively and correspondingly engaged with the driven gear of the second gear pair of the second motor on one side;

and the fourth clutch D is fixedly arranged on the second motor intermediate shaft S22 and can be selectively and correspondingly jointed with a driving gear of the second gear pair of the second motor on one side.

The system in this embodiment includes the following modes of operation, with the clutch positions shown in table 1:

TABLE 1 first embodiment System operating mode and Each Clutch corresponding position Table

Note: ● Indicating current clutch engagement position

And a mode N: the first clutch A is not jointed with a driving gear of a second gear pair of the first motor on one side, the second clutch B is not jointed with a driven gear of the first gear pair of the first motor on one side, and the third clutch C is not jointed with a driven gear of the second gear pair of the second motor on one side; the fourth clutch D is not jointed with the driving gear of the second gear pair of the second motor on one side, and the neutral gear mode is adopted at the moment;

mode 1: the first clutch A is correspondingly jointed with a driving gear of a second gear pair of the first motor on one side, the second clutch B is not jointed with a driven gear of the first gear pair of the first motor on one side, and the third clutch C is not jointed with a driven gear of the second gear pair of the second motor on one side; the fourth clutch D is correspondingly engaged with a driving gear of a second gear pair of the second motor on one side, and the speed ratio is maximum at the moment;

mode 2: the first clutch A is correspondingly jointed with a driving gear of a second gear pair of the first motor at one side, the second clutch B is not jointed with a driven gear of the first gear pair of the first motor at one side, and the third clutch C is correspondingly jointed with a driven gear of the second gear pair of the second motor at one side; the fourth clutch D is not jointed with a driving gear of a second gear pair of the second motor on one side;

mode 3: the first clutch A is not jointed with a driving gear of a second gear pair of the first motor on one side, the second clutch B is correspondingly jointed with a driven gear of the first gear pair of the first motor on one side, and the third clutch C is correspondingly jointed with a driven gear of the second gear pair of the second motor on one side; the fourth clutch D is not jointed with the driving gear of the second gear pair of the second motor on one side, and the highest speed ratio is provided at the moment.

In particular, during gear shifting, during gear upshift,

when the mode 1 is converted into the mode 2, the torque of the second motor EM2 is reduced, the third clutch C is disengaged firstly, the first clutch A, B keeps the position unchanged, the first motor EM1 keeps power driving, the speed of the second motor EM2 is regulated, the fourth clutch D is combined on the left side after the speed regulation is finished, the torque of the second motor EM2 is increased, the double motors drive, and the conversion from the mode 1 to the mode 2 is finished.

When the mode 2 is converted into the mode 3, the torque of the first motor EM1 is reduced, the first clutch A is disengaged firstly, the third clutch C, D and the fourth clutch 3242 are kept combined and unchanged, the second motor EM2 keeps power driving, the speed of the first motor EM1 is regulated, the second clutch B is combined on the left side after the speed regulation is finished, the torque of the first motor EM1 is increased, the double motors drive, and the conversion from the mode 2 to the mode 3 is finished.

The downshift mode is otherwise similar and will not be described again.

[ second embodiment ]

The utility model discloses still provide a bi-motor variable speed electric drive axle system, as shown in fig. 2 do the utility model discloses second embodiment, in this embodiment, include:

In this embodiment, as shown in fig. 2, the first motor first gear pair includes a first motor first driving gear G121 fixedly disposed on the first motor intermediate shaft S12 and a first motor first driven gear G131 sleeved on the first motor output shaft S13, the first motor input gear G11 is correspondingly engaged with the first motor first driving gear G121, and the first motor first driving gear G121 is correspondingly engaged with the first motor first driven gear G131.

In this embodiment, as shown in fig. 2, the first motor second gear pair includes a first motor second driving gear G122 fixedly disposed on the first motor intermediate shaft S12 and a first motor second driven gear G132 sleeved on the first motor output shaft S13, and the first motor second driving gear G122 is correspondingly engaged with the first motor second driven gear G132.

As shown in fig. 1, the first motor input gear G11 is in constant mesh with the first motor first driving gear G121, and the first motor first driving gear G121 is in constant mesh with the first motor first driven gear G131; the power output from the first electric motor EM1 can be transmitted to the first electric motor second gear pair and then transmitted to the first electric motor output shaft S13 through the constant engagement of the first electric motor input gear G11 and the first electric motor first driving gear G121, and can also be transmitted to the first electric motor first gear pair and then transmitted to the first electric motor output shaft S13 through the constant engagement of the first electric motor first driving gear G121 and the first electric motor first driven gear G131.

In this embodiment, as shown in fig. 2, the second motor first gear pair includes a second motor first driving gear G221 fixedly disposed on the second motor intermediate shaft S22 and a second motor first driven gear G231 sleeved on the second motor output shaft S23, the second motor input gear G21 is correspondingly engaged with the second motor first driving gear G221, and the second motor first driving gear G221 is correspondingly engaged with the second motor first driven gear G231.

In this embodiment, as shown in fig. 2, the second motor second gear pair includes a second motor second driving gear G222 fixedly disposed on the second motor intermediate shaft S22 and a second motor second driven gear G232 sleeved on the second motor output shaft S23, and the second motor second driving gear G222 is correspondingly engaged with the second motor second driven gear G232.

As shown in fig. 2, the second motor input gear G21 is in constant mesh with the second motor first driving gear G221, and the second motor first driving gear G221 is in constant mesh with the second motor first driven gear G231. The power output from the second electric motor EM2 can be transmitted to the second electric motor second gear pair through the constant engagement of the second electric motor input gear G21 and the second electric motor first driving gear G221 and then transmitted to the second electric motor output shaft S23, and can also be transmitted to the second electric motor first gear pair through the constant engagement of the second electric motor first driving gear G221 and the second electric motor first driven gear G231 and then transmitted to the second electric motor output shaft S23.

The present embodiment further includes a planetary gear set, and the first motor output shaft S13 and the second motor output shaft G23 are connected to the planetary gear set through an intermediate gear set;

in this embodiment, as shown in fig. 2, the intermediate gear set includes a first motor output gear G133 fixedly disposed on the first motor output shaft S13, a second motor output gear G233 fixedly disposed on the second motor output shaft S23, and an intermediate gear G3 sleeved on the output shaft S3, and the intermediate gear G3 is respectively engaged with the first motor output gear G133 and the second motor output gear G233.

In the present embodiment, as shown in fig. 2, the planetary gear set includes a sun gear P1, a planet gear P2, a ring gear P3, and a planet carrier P4; the sun gear P1 is sleeved on the output shaft S3 and fixedly connected with the intermediate gear G3, the planet gear P2 is meshed with the sun gear P1 and is positioned between the sun gear P1 and the gear ring P3 to rotate around the sun gear P1, the gear ring P3 is fixedly connected with the outside, and the planet carrier P4 is connected with the planet gear P3 and the differential mechanism.

The differential mechanism further comprises a differential mechanism, wherein the input end of the differential mechanism is connected with the planetary gear set, and the output end of the differential mechanism is connected with left and right wheels WL and WR;

in the present embodiment, the differential includes a differential case D1, a bevel gear shaft D2, a bevel gear D3, and a side gear D4; differential mechanism casing D1 connects planet carrier P4, bevel gear axle D2 and differential mechanism casing D1 fixed connection, and bevel gear D3 is connected with the bevel gear axle, and side gear D4 sets up on output shaft S3 and meshes with both sides bevel gear respectively.

In this embodiment, as shown in FIG. 2, the system further comprises

The first clutch A is fixedly arranged on the first motor output shaft S13 and can be selectively and correspondingly jointed with driven gears of the first motor first gear pair and the first motor second gear pair on the two sides;

and the second clutch B is fixedly arranged on the second motor output shaft S23 and can be selectively and correspondingly engaged with the driven gears of the first gear pair of the second motor and the second gear pair of the second motor on the two sides.

The system in this embodiment includes the following modes of operation, with the clutch positions shown in table 2:

TABLE 2 second embodiment System operating mode and Each Clutch corresponding position Table

And a mode N: the first clutch A is not engaged with a first motor first driven gear G131 of a first motor first gear pair on one side and a first motor second driven gear G132 of a first motor second gear pair, and the second clutch B is not engaged with a second motor first driven gear G231 of a second motor first gear pair on one side and a second motor second driven gear G232 of a second motor second gear pair; at this time, the neutral mode is adopted;

mode 1: the first clutch A is correspondingly engaged with the first motor second driven gear G132 of the first motor second gear pair on one side, and the second clutch B is engaged with the second driven gear G232 of the second motor second gear pair on one side; the speed ratio is maximum at this time;

mode 2: the first clutch A is correspondingly jointed with the first motor second driven gear G132 of the first motor second gear pair on one side, and the second clutch B is correspondingly jointed with the second motor first driven gear G231 of the second motor first gear pair on one side;

mode 3: the first clutch A is correspondingly engaged with the first motor first driven gear G131 of the first motor first gear pair on one side, and the second clutch B is engaged with the first driven gear G231 of the second motor first gear pair on one side, so that the highest speed ratio is provided.

During specific gear shifting, during gear shifting:

when the mode N is converted into the mode 1, the vehicle is static, the first motor EM1 regulates the speed, the first clutch A is combined on the right, the second motor EM2 regulates the speed, and the first clutch A is combined on the right, so that the conversion from the mode N to the mode 1 is completed;

when the mode 1 is converted into the mode 2, the torque of the second motor EM2 is reduced, the second clutch B returns to the middle position, the first clutch A keeps the position unchanged, the first motor EM1 keeps power driving, the speed of the second motor EM2 is regulated, the second clutch B is combined on the left side after the speed regulation is finished, the torque of the second motor EM2 is increased, the double motors are driven, and the conversion from the mode 1 to the mode 2 is finished.

When the mode 2 is converted into the mode 3, the torque of the first motor EM1 is reduced, the first clutch A is disengaged firstly, the second clutch B is kept combined and unchanged, the second motor EM2 is kept in power driving, the speed of the first motor EM1 is regulated, the first clutch A is combined on the left side after the speed regulation is finished, the torque of the first motor EM1 is increased, the double motors are driven, and the conversion from the mode 2 to the mode 3 is finished.

The downshift mode is otherwise similar and will not be described again.

It is obvious to a person skilled in the art that the invention is not restricted to details of the above-described exemplary embodiments, but that it can be implemented in other specific forms without departing from the spirit or essential characteristics of the invention. The present embodiments are therefore to be considered in all respects as illustrative and not restrictive, the scope of the invention being indicated by the appended claims rather than by the foregoing description, and all changes which come within the meaning and range of equivalency of the claims are therefore intended to be embraced therein. Any reference sign in a claim should not be construed as limiting the claim concerned.

Claims

1. A dual-motor variable speed electric drive axle system is characterized in that: the system comprises:

a planetary gear set to which the first motor output shaft (S13) and the second motor output shaft (S23) are connected through an intermediate gear set;

the first clutch (A) is fixedly arranged on the first motor intermediate shaft (S12) and can be selectively and correspondingly engaged with a driving gear of a second gear pair of the first motor on one side;

2. A dual-motor variable speed electric drive axle system according to claim 1, wherein: the first motor first gear pair comprises a first motor first driving gear (G121) fixedly arranged on a first motor intermediate shaft (S12) and a first motor first driven gear (G131) sleeved on a first motor output shaft (S13), the first motor input gear (G11) is correspondingly meshed with the first motor first driving gear (G121), and the first motor first driving gear (G121) is correspondingly meshed with the first motor first driven gear (G131).

3. A dual motor variable speed electric drive axle system according to claim 1, wherein: the first motor second gear pair comprises a first motor second driving gear (G122) sleeved on the first motor intermediate shaft (S12) and a first motor second driven gear (G132) fixedly arranged on the first motor output shaft (S13), and the first motor second driving gear (G122) is correspondingly meshed with the first motor second driven gear (G132).

4. A dual motor variable speed electric drive axle system according to claim 2, wherein: the first gear pair of the second motor comprises a first driving gear (G221) of the second motor fixedly arranged on a second motor intermediate shaft (S22) and a first driven gear (G231) of the second motor sleeved on a second motor output shaft (S23), the second motor input gear (G21) is correspondingly meshed with the first driving gear (G221) of the second motor, and the first driving gear (G221) of the second motor is correspondingly meshed with the first driven gear (G231) of the second motor.

5. A dual-motor variable speed electric drive axle system according to claim 1, wherein: the second motor second gear pair comprises a second motor second driving gear (G222) sleeved on the second motor intermediate shaft (S22) and a second motor second driven gear (G232) fixedly arranged on the second motor output shaft (S23), and the second motor second driving gear (G222) is correspondingly meshed with the second motor second driven gear (G232).

6. A dual motor variable speed electric drive axle system according to claim 1, wherein: the middle gear set comprises a first motor output gear (G133) fixedly arranged on a first motor output shaft (S13), a second motor output gear (G233) fixedly arranged on a second motor output shaft (S23), and a middle gear (G3) sleeved on the output shaft (S3), wherein the middle gear (G3) is respectively meshed with the first motor output gear (G133) and the second motor output gear (G233).

7. A dual-motor variable speed electric drive axle system according to claim 6, wherein: the planetary gear set comprises a sun gear (P1), a planet gear (P2), a gear ring (P3) and a planet carrier (P4); sun gear (P1) cover is located on output shaft (S3) and with intermediate gear (G3) fixed connection, planet wheel (P2) with sun gear (P1) meshing and lie in between sun gear (P1) and ring gear (P3) around sun gear (P1) rotatory, ring gear (P3) and outside fixed connection, planet wheel (P2) and differential mechanism are connected in planet carrier (P4).

8. A dual motor variable speed electric drive axle system according to claim 7, wherein: the differential comprises a differential shell (D1), a bevel gear shaft (D2), a bevel gear (D3) and a half axle gear (D4); differential mechanism casing (D1) is connected planet carrier (P4), bevel gear axle (D2) and differential mechanism casing (D1) fixed connection, bevel gear (D3) are connected with the bevel gear axle, side gear (D4) set up in on output shaft (S3) and respectively with the meshing of both sides bevel gear.

9. The dual-motor variable speed electric drive axle system of claim 4, wherein: the first motor input gear (G11) is normally meshed with a first motor first driving gear (G121), and the first motor first driving gear (G121) is normally meshed with a first motor first driven gear (G131); the second motor input gear (G21) is normally meshed with a first driving gear (G221) of a second motor, and the first driving gear (G221) of the second motor is normally meshed with a first driven gear (G231) of the second motor.

10. A dual motor variable speed electric drive axle system according to claim 1, wherein: the system comprises the following working modes:

and a mode N: the first clutch (A) is not jointed with the first motor second gear pair on one side, the second clutch (B) is not jointed with the first motor first gear pair on one side, and the third clutch (C) is not jointed with the second motor second gear pair on one side; the fourth clutch (D) is not jointed with the second gear pair of the second motor on one side, and the neutral gear mode is adopted at the moment;

11. A dual-motor variable speed electric drive axle system is characterized in that: the system comprises:

the first clutch (A) is fixedly arranged on the output shaft (S13) of the first motor and can be selectively and correspondingly engaged with driven gears of the first gear pair of the first motor and the second gear pair of the first motor on two sides;

12. A dual motor variable speed electric drive axle system according to claim 11, wherein: the first motor first gear pair comprises a first motor first driving gear (G121) fixedly arranged on a first motor intermediate shaft (S12) and a first motor first driven gear (G131) sleeved on a first motor output shaft (S13), the first motor input gear (G11) is correspondingly meshed with the first motor first driving gear (G121), and the first motor first driving gear (G121) is correspondingly meshed with the first motor first driven gear (G131).

13. A dual motor variable speed electric drive axle system according to claim 11, wherein: the first motor second gear pair comprises a first motor second driving gear (G122) fixedly arranged on a first motor intermediate shaft (S12) and a first motor second driven gear (G132) sleeved on a first motor output shaft (S13), and the first motor second driving gear (G122) is correspondingly meshed with the first motor second driven gear (G132).

14. A dual-motor variable speed electric drive axle system according to claim 12, wherein: the first gear pair of the second motor comprises a first driving gear (G221) of the second motor fixedly arranged on a second motor intermediate shaft (S22) and a first driven gear (G231) of the second motor sleeved on a second motor output shaft (S23), the second motor input gear (G21) is correspondingly meshed with the first driving gear (G221) of the second motor, and the first driving gear (G221) of the second motor is correspondingly meshed with the first driven gear (G231) of the second motor.

15. A dual-motor variable speed electric drive axle system according to claim 11, wherein: the second motor second gear pair comprises a second motor second driving gear (G222) fixedly arranged on a second motor intermediate shaft (S22) and a second motor second driven gear (G232) sleeved on a second motor output shaft (S23), and the second motor second driving gear (G222) is correspondingly meshed with the second motor second driven gear (G232).

16. A dual motor variable speed electric drive axle system according to claim 11, wherein: the middle gear set comprises a first motor output gear (G133) fixedly arranged on a first motor output shaft (S13), a second motor output gear (G233) fixedly arranged on a second motor output shaft (S23), and a middle gear (G3) sleeved on the output shaft (S3), wherein the middle gear (G3) is respectively meshed with the first motor output gear (G133) and the second motor output gear (G233).

17. A dual motor variable speed electric drive axle system according to claim 16, wherein: the planetary gear set comprises a sun gear (P1), a planet gear (P2), a gear ring (P3) and a planet carrier (P4); sun gear (P1) cover is located on output shaft (S3) and with intermediate gear (G3) fixed connection, planet wheel (P2) with sun gear (P1) meshing and lie in between sun gear (P1) and ring gear (P3) around sun gear (P1) rotatory, ring gear (P3) and outside fixed connection, planet wheel (P2) and differential mechanism are connected in planet carrier (P4).

18. A dual-motor variable speed electric drive axle system according to claim 17, wherein: the differential comprises a differential shell (D1), a bevel gear shaft (D2), a bevel gear (D3) and a half axle gear (D4); differential mechanism casing (D1) is connected planet carrier (P4), bevel gear axle (D2) and differential mechanism casing (D1) fixed connection, bevel gear (D3) are connected with the bevel gear axle, side gear (D4) set up in on output shaft (S3) and respectively with the meshing of both sides bevel gear.

19. A dual motor variable speed electric drive axle system according to claim 14, wherein: the first motor input gear (G11) is normally meshed with a first motor first driving gear (G121), and the first motor first driving gear (G121) is normally meshed with a first motor first driven gear (G131); the second motor input gear (G21) is normally meshed with a second motor first driving gear (G221), and the second motor first driving gear (G221) is normally meshed with a second motor first driven gear (G231).

20. A dual motor variable speed electric drive axle system according to claim 11, wherein: the system comprises the following working modes:

and a mode N: the first clutch (A) is not engaged with the driven gear of the first motor first gear pair on one side and the driven gear of the second gear pair of the first motor, and the second clutch (B) is not engaged with the driven gear of the second motor first gear pair on one side and the driven gear of the second gear pair of the second motor; at this time, the neutral mode is adopted;

mode 2: the first clutch (A) is correspondingly jointed with the second gear pair of the first motor on one side, and the second clutch (B) is correspondingly jointed with the first gear pair of the second motor on one side;