CN116733937A - Double-motor vector speed reducer and vehicle with same - Google Patents

Abstract

The application provides a double-motor vector speed reducer and a vehicle with the same, wherein the double-motor vector speed reducer at least comprises a shell component, a first shaft tooth system, a second shaft tooth system and a locking mechanism are arranged in the shell component, the first shaft tooth system comprises a first input shaft, a first transmission component and a first output shaft, the first input shaft is connected with a first motor, and a first output shaft is connected with a first wheel; the second gear system comprises a second input shaft, a second transmission assembly and a second output shaft, the second input shaft is connected with a second motor, and the second output shaft is connected with a second wheel; the locking mechanism is provided with a default position and a locking position, when the locking mechanism is in the default position, the second output shaft is separated from the first output shaft, and when the locking mechanism is in the locking position, the second output shaft is locked with the first output shaft. The scheme realizes complete decoupling of wheels on two sides through the locking mechanism, the structure is simpler, the torque and the rotating speed of the wheels on two sides can be completely and independently distributed, and the operability of the whole vehicle is improved.

Description

Double-motor vector speed reducer and vehicle with same

Technical Field

The application relates to the technical field of vehicle design, in particular to a double-motor vector speed reducer and a vehicle with the same.

Background

Along with the continuous improvement of the dynamic requirements of high-end new energy vehicle types, the application of the double-motor vector electric drive system to the performance vehicle types appears in the current market, but the control strategy is relatively complex when the current double-motor vector electric drive system is under special complex working conditions such as off-road and the like due to the complex structure of the system.

Aiming at the technical problem that the structure of the double-motor electric drive system in the prior art is complex, no effective solution is proposed at present.

Disclosure of Invention

The application mainly aims to provide a double-motor vector speed reducer and a vehicle with the same, so as to solve the problem that a double-motor electric drive system in the prior art is complex in structure.

In order to achieve the above object, according to one aspect of the present application, there is provided a dual-motor vector reducer, which at least includes a housing assembly, in which a first shaft-tooth system, a second shaft-tooth system, a locking mechanism and an actuator are disposed, the first shaft-tooth system and the second shaft-tooth system are both movably connected to the housing assembly, wherein the first shaft-tooth system includes a first input shaft, a first transmission assembly and a first output shaft, the first input shaft is connected to a first motor, the first output shaft is connected to a first wheel of a vehicle, and the first output shaft is transmitted to the first input shaft through the first transmission assembly; the second gear system comprises a second input shaft, a second transmission assembly and a second output shaft, the second input shaft is connected with a second motor, the second output shaft is connected with a second wheel of the vehicle, and the second output shaft and the second input shaft are transmitted through the second transmission assembly; the locking mechanism is connected with at least one of the first output shaft and the second output shaft, the locking mechanism is provided with a default position and a locking position, when the locking mechanism is in the default position, the second output shaft is separated from the first output shaft, when the locking mechanism is in the locking position, the second output shaft is locked with the first output shaft, and the second output shaft and the first output shaft synchronously rotate; the actuating mechanism is connected with the locking mechanism, and the actuating mechanism is used for driving the locking mechanism to switch between a default position and a locking position.

Further, the central axis of the first output shaft and the central axis of the second output shaft are positioned on the same straight line.

Further, be provided with first toothholder on the first output shaft, be provided with the second toothholder on the second output shaft, locking mechanism includes: the tooth sleeve is slidably arranged along the axial direction of the first output shaft and the second output shaft, so that the tooth sleeve is meshed with at least one of the first tooth seat and the second tooth seat; the shifting fork assembly is inserted into the outer ring of the tooth sleeve, and is connected with the executing mechanism, and the executing mechanism drives the shifting fork assembly to move so as to drive the tooth sleeve to slide; the tooth sleeve is provided with a default position and a locking position, when the tooth sleeve is positioned at the default position, the tooth sleeve is meshed with any one of the first tooth seat and the second tooth seat, and when the tooth sleeve is positioned at the locking position, the tooth sleeve is meshed with the first tooth seat and the second tooth seat.

Further, the actuator includes: a driving section having a driving shaft; the gear is connected with the driving shaft; the screw shaft is movably connected with the shell assembly, the gear is meshed with gear teeth on the screw shaft, the screw shaft is matched with balls in the shifting fork assembly, and the screw shaft is arranged in parallel with the first output shaft and the second output shaft; the driving part drives the gear to rotate through the driving shaft, the gear rotates to drive the screw shaft to rotate, and the screw shaft rotates to drive the shifting fork assembly to move along the axial direction of the screw shaft.

Further, the gear at least comprises a gear section and a shaft section, an assembly groove is formed in one end, close to the driving part, of the shaft section, the depth direction of the assembly groove is extended along the axial direction of the gear, and the driving shaft extends into the assembly groove, so that the driving shaft is connected with the gear.

Further, the first transmission assembly includes: the first intermediate shaft is provided with a first intermediate shaft gear which is meshed with the first input shaft; the first output shaft gear is arranged on the first output shaft and meshed with the first intermediate shaft; the first intermediate shaft gear, the first intermediate shaft and the first output shaft gear are movably connected with the shell assembly, and the first intermediate shaft, the first input shaft and the first output shaft are arranged in parallel.

Further, the second transmission assembly includes: the second intermediate shaft is provided with a second intermediate shaft gear which is meshed with the second input shaft; the second output shaft gear is arranged on the second output shaft and meshed with the second intermediate shaft; the second intermediate shaft, the second intermediate shaft gear and the second output shaft gear are movably connected with the shell assembly, and the second intermediate shaft is parallel to the second input shaft and the second output shaft.

Further, the central axis of the first input shaft and the central axis of the second input shaft are located on the same straight line, and the central axis of the first intermediate shaft and the central axis of the second intermediate shaft are located on the same straight line.

Further, the first intermediate shaft gear is arranged at one end close to the second intermediate shaft, the first output shaft gear is arranged at one end far away from the second output shaft, the second intermediate shaft gear is arranged at one end close to the first intermediate shaft, the second output shaft gear is arranged at one end far away from the first output shaft, and the locking mechanism is arranged between the first output shaft gear and the second output shaft gear.

According to another aspect of the present application, there is provided a vehicle having a two-motor vector reducer, which is the two-motor vector reducer described above.

By applying the technical scheme of the application, the first shaft gear system and the second shaft gear system can be connected or decoupled according to actual working conditions, the power output of the double-motor vector speed reducer is stronger after the first shaft gear system and the second shaft gear system are connected, and the complete decoupling of the wheels on two sides can be realized through the locking mechanism, so that the torque and the rotating speed of the wheels on two sides are completely and independently distributed, the operability of the whole vehicle is improved, and compared with the double-motor electric drive system in the prior art, the decoupling of the two wheels is realized through the locking mechanism, and the structure is simpler.

Drawings

The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this specification, illustrate embodiments of the application and together with the description serve to explain the application. In the drawings:

fig. 1 shows a schematic structural view of a first embodiment of a two-motor vector reducer according to the present application;

FIG. 2 shows an enlarged schematic view of portion A of FIG. 1;

fig. 3 shows a schematic structural view of a second embodiment of a dual motor vector reducer according to the present application;

fig. 4 shows a schematic structural view of a third embodiment of a dual motor vector reducer according to the present application;

fig. 5 shows a schematic structural view of a fourth embodiment of a dual motor vector reducer according to the present application;

fig. 6 shows a schematic structural view of a fifth embodiment of a dual motor vector reducer according to the present application.

Wherein the above figures include the following reference numerals:

1. a left shell; 2. a middle shell; 3. a right shell; 4. a bolt;

11. a bearing; 12. a bearing; 21. a bearing; 22. a bearing; 31. a bearing; 32. a bearing;

13. a first input shaft; 24. a first intermediate shaft; 23. a first countershaft gear; 33. a first output shaft gear; 35. a first output shaft;

14. a second input shaft; 26. a second intermediate shaft; 25. a second countershaft gear; 34. a second output shaft gear; 36. a second output shaft;

41. a first tooth holder; 42. a second tooth holder; 43. a clasp; 44. a tooth sleeve;

51. a bearing cap; 52. a shifting fork assembly; 53. a clasp; 54. a bearing;

61. a screw shaft; 62. a clasp; 63. a bearing;

71. a bearing; 72. a gear; 73. a bearing; 74. a bolt; 75. a bearing support;

81. executing a motor;

91. a turbine; 92. a worm; 93. ball screw.

Detailed Description

It should be noted that, without conflict, the embodiments of the present application and features of the embodiments may be combined with each other. The application will be described in detail below with reference to the drawings in connection with embodiments.

It is noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of exemplary embodiments according to the present application. As used herein, the singular is also intended to include the plural unless the context clearly indicates otherwise, and furthermore, it is to be understood that the terms "comprises" and/or "comprising" when used in this specification are taken to specify the presence of stated features, steps, operations, devices, components, and/or combinations thereof.

It should be noted that the terms "first," "second," and the like in the description and the claims of the present application and the above figures are used for distinguishing between similar objects and not necessarily for describing a particular sequential or chronological order. It is to be understood that the terms so used are interchangeable under appropriate circumstances such that the embodiments of the application described herein are, for example, capable of operation in sequences other than those illustrated or otherwise described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.

Exemplary embodiments according to the present application will now be described in more detail with reference to the accompanying drawings. These exemplary embodiments may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. It should be understood that these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the concept of these exemplary embodiments to those skilled in the art, that in the drawings, it is possible to enlarge the thicknesses of layers and regions for clarity, and that identical reference numerals are used to designate identical devices, and thus descriptions thereof will be omitted.

Referring to fig. 1 to 6, a dual motor vector reducer is provided according to an embodiment of the present application.

Specifically, the double-motor vector speed reducer at least comprises a shell component, wherein a first shaft tooth system, a second shaft tooth system, a locking mechanism and an actuating mechanism are arranged in the shell component, the first shaft tooth system and the second shaft tooth system are movably connected with the shell component, the first shaft tooth system comprises a first input shaft 13, a first transmission component and a first output shaft 35, the first input shaft 13 is connected with a first motor, the first output shaft 35 is connected with a first wheel of a vehicle, and the first output shaft 35 and the first input shaft 13 are transmitted through the first transmission component; the second gear system comprises a second input shaft 14, a second transmission assembly and a second output shaft 36, the second input shaft 14 is connected with a second motor, the second output shaft 36 is connected with a second wheel of the vehicle, and the second output shaft 36 and the second input shaft 14 are transmitted through the second transmission assembly; the locking mechanism is connected with at least one of the first output shaft 35 and the second output shaft 36, the locking mechanism has a default position and a locking position, when the locking mechanism is at the default position, the second output shaft 36 is separated from the first output shaft 35, when the locking mechanism is at the locking position, the second output shaft 36 is locked with the first output shaft 35, and the second output shaft 36 rotates synchronously with the first output shaft 35; the actuating mechanism is connected with the locking mechanism, and the actuating mechanism is used for driving the locking mechanism to switch between a default position and a locking position.

By means of the technical scheme, the first shaft gear system and the second shaft gear system can be connected or decoupled according to actual working conditions, after the first shaft gear system and the second shaft gear system are connected, power output is stronger, complete decoupling of wheels on two sides can be achieved through the locking mechanism, torque and rotating speed of the wheels on two sides are distributed completely and independently, and operability of the whole vehicle is improved.

The central axis of the first output shaft 35 and the central axis of the second output shaft 36 are on the same straight line. By the arrangement, the locking mechanism can be moved along one direction only when the position is switched, and the structural arrangement of the locking mechanism is simplified. Preferably, the radial dimensions of the first output shaft 35 and the second output shaft 36 are completely consistent, and the axial dimensions of the first output shaft 35 and the second output shaft 36 may be the same or different, and are set according to actual needs. In the present embodiment, the first output shaft 35 is provided exactly the same as the second output shaft 36.

Further, the first output shaft 35 is provided with a first tooth holder 41, the second output shaft 36 is provided with a second tooth holder 42, the locking mechanism comprises a tooth sleeve 44 and a shifting fork assembly 52, and the tooth sleeve 44 is slidably arranged along the axial direction of the first output shaft 35 and the second output shaft 36 so that the tooth sleeve 44 is in meshed connection with at least one of the first tooth holder 41 and the second tooth holder 42; the outer ring of the tooth sleeve 44 is inserted into the shifting fork assembly 52, the shifting fork assembly 52 is connected with an actuating mechanism, and the actuating mechanism drives the shifting fork assembly 52 to move so as to drive the tooth sleeve 44 to slide; the tooth sleeve 44 has a default position and a locking position, when the tooth sleeve 44 is at the default position, the tooth sleeve 44 is engaged with any one of the first tooth seat 41 and the second tooth seat 42, and when the tooth sleeve 44 is at the locking position, the tooth sleeve 44 is engaged with both the first tooth seat 41 and the second tooth seat 42. Through setting up first toothholder 41, second toothholder 42, tooth cover 44 and shift fork assembly 52, can realize the connection and decoupling of first output shaft 35 and second output shaft 36, do benefit to the vehicle and take counter measures under different operating modes, for example, when one side wheel trouble, through being connected first output shaft 35 and second output shaft 36 for the opposite side wheel obtains bigger driving force, promotes the ability of getting rid of poverty of vehicle, when one side motor trouble, through being connected first output shaft 35 and second output shaft 36 realization unilateral motor drive, then decoupling of first output shaft 35 and second output shaft 36 when the vehicle normally goes, make both sides wheel carry out torque output as required respectively.

As shown in fig. 2 and 3, in the preferred embodiment of the present application, preferably, when the sleeve 44 is in the default position, the sleeve 44 is engaged with the second gear seat 42, and when the sleeve 44 is in the locking position, a part of the sleeve 44 is engaged with the first gear seat 41, and another part is engaged with the second gear seat 42, and at this time, the first output shaft 35 and the second output shaft 36 synchronously rotate.

In an exemplary embodiment of the present application, the second gear holder 42 is connected to the second output shaft 36 by a spline and fixed to the second output shaft 36 by a snap ring 43, the first gear holder 41 is connected to the first output shaft 35 by a spline and fixed to the first output shaft 35 by a snap ring 43, and the gear sleeve 44 is connected to the second gear holder 42 by a spline.

Further, the actuator includes a driving portion having a driving shaft, a gear 72, and a screw shaft 61; gear 72 is connected to the drive shaft; the screw shaft 61 is movably connected with the shell assembly, the gear 72 is meshed with gear teeth on the screw shaft 61, the screw shaft 61 is matched with balls in the shifting fork assembly 52, and the screw shaft 61 is arranged in parallel with the first output shaft 35 and the second output shaft 36; the driving part drives the gear 72 to rotate through the driving shaft, the gear 72 rotates to drive the screw shaft 61 to rotate, and the screw shaft 61 rotates to drive the shifting fork assembly 52 to move along the axial direction of the screw shaft 61. By adjusting the steering of the drive shaft, the direction of movement of the fork assembly 52 can be adjusted, for example, when it is necessary to connect the first output shaft 35 to the second output shaft 36, the fork assembly 52 is controlled to move to the side of the first output shaft 35.

In this embodiment, the driving part is an execution motor 81, the motor output shaft of the execution motor 81 is a driving shaft, the driving shaft and the screw shaft 61 are all parallel to the first output shaft 35 and the second output shaft 36, the driving shaft, the gear 72 and the gear teeth on the screw shaft 61 form a primary parallel shaft gear reduction mechanism, the ball in the screw shaft 61 and the shifting fork assembly 52 forms a ball screw device, transmission steering is realized, the rotation of the screw shaft 61 is changed into the linear motion of the shifting fork assembly 52, and thus the gear sleeve 44 is controlled to perform linear motion, and locking operation is performed.

In one exemplary embodiment of the application, the screw shaft 61 is secured within the housing assembly by a bearing 54 and a bearing 63, the bearing 54 being secured to the screw shaft 61 by a snap ring 53 and the bearing 63 being secured to the screw shaft 61 by a snap ring 62. The gear 72 is fixed in the housing assembly by a bearing 71 and a bearing 73, and a bearing mount 75 supports the bearing 73, and the bearing mount 75 is fixed in the housing assembly by bolts 74.

Specifically, the gear 72 includes at least a gear section and a shaft section, an assembly groove is provided at one end of the shaft section near the driving portion, a depth direction of the assembly groove is extended along an axial direction of the gear 72, and the driving shaft is extended into the assembly groove to connect the driving shaft with the gear 72.

In this embodiment, optionally, the driving portion is disposed outside the housing assembly, and the housing assembly is provided with an assembly hole for the driving shaft of the driving portion to extend into the housing assembly and be assembled with the gear 72. Thus, the self volume of the double-motor vector speed reducer can be reduced.

Further, the first transmission assembly comprises a first intermediate shaft 24 and a first output shaft gear 33, the first intermediate shaft 24 is provided with a first intermediate shaft gear 23, and the first intermediate shaft gear 23 is meshed with the first input shaft 13; the first output shaft gear 33 is provided on the first output shaft 35, and the first output shaft gear 33 is meshed with the first intermediate shaft 24; the first intermediate shaft gear 23, the first intermediate shaft 24, and the first output shaft gear 33 are all movably connected to the housing assembly, and the first intermediate shaft 24, the first input shaft 13, and the first output shaft 35 are disposed parallel to each other. The first input shaft 13 is connected with a first driving motor, and the first output shaft 35 is connected with a first side wheel, so that independent driving transmission of the first side wheel can be realized.

Specifically, in order to achieve the engagement of the first intermediate shaft gear 23 with the first input shaft 13 and the engagement of the first output shaft gear 33 with the first intermediate shaft 24, a tooth structure is provided on the outer peripheral surfaces of the respective positions of the first input shaft 13 and the first intermediate shaft 24.

Further, the second transmission assembly comprises a second intermediate shaft 26 and a second output shaft gear 34, the second intermediate shaft 26 is provided with a second intermediate shaft gear 25, and the second intermediate shaft gear 25 is meshed with the second input shaft 14; the second output shaft gear 34 is disposed on the second output shaft 36, the second output shaft gear 34 being meshed with the second intermediate shaft 26; the second intermediate shaft 26, the second intermediate shaft gear 25, and the second output shaft gear 34 are all movably connected to the housing assembly, and the second intermediate shaft 26 is disposed parallel to the second input shaft 14 and the second output shaft 36. The second input shaft 14 is connected with a second driving motor, and the second output shaft 36 is connected with a second side wheel, so that independent driving transmission of the second side wheel can be realized through the second input shaft 14, the second intermediate shaft gear 25, the second intermediate shaft 26, the second output shaft gear 34 and the second output shaft 36.

Specifically, in order to achieve the engagement of the second intermediate shaft gear 25 with the second input shaft 14 and the engagement of the second output shaft gear 34 with the second intermediate shaft 26, a tooth-shaped structure is provided on the outer peripheral surfaces of the respective positions of the second input shaft 14 and the second intermediate shaft 26. The second intermediate shaft 26 is in interference connection with the second intermediate shaft gear 25, and the first intermediate shaft 24 is in interference connection with the first intermediate shaft gear 23 through splines or unthreaded holes.

In the preferred embodiment of the present application, the first input shaft 13 and the second input shaft 14 have the same dimensional parameters, the first intermediate shaft gear 23 and the second intermediate shaft gear 25 have the same dimensional parameters, the first intermediate shaft 24 and the second intermediate shaft 26 have the same dimensional parameters, the first output shaft gear 33 and the second output shaft gear 34 have the same dimensional parameters, and the first output shaft 35 and the second output shaft 36 have the same dimensional parameters.

Further, the central axis of the first input shaft 13 is on the same line as the central axis of the second input shaft 14, and the central axis of the first intermediate shaft 24 is on the same line as the central axis of the second intermediate shaft 26. Therefore, the space arrangement of the double-motor vector speed reducer is more reasonable, and the follow-up whole vehicle arrangement is facilitated.

Further, the first intermediate shaft gear 23 is disposed at an end close to the second intermediate shaft 26, the first output shaft gear 33 is disposed at an end far from the second output shaft 36, the second intermediate shaft gear 25 is disposed at an end close to the first intermediate shaft 24, the second output shaft gear 34 is disposed at an end far from the first output shaft 35, and the locking mechanism is disposed between the first output shaft gear 33 and the second output shaft gear 34.

In the present embodiment, the first output shaft gear 33 and the second output shaft gear 34 are respectively arranged on the outer sides of the first intermediate shaft gear 23 and the second intermediate shaft gear 25, the locking mechanism is arranged on the inner sides of the first output shaft 35 and the second output shaft 36, and the first shaft gear system and the second shaft gear system are completely symmetrically arranged in combination with the above embodiment. The internal space is more reasonably utilized, the whole stress is more balanced, and the whole vehicle arrangement is facilitated.

As shown in fig. 4, as an alternative embodiment of the tooth sleeve 44, the locking mechanism may also be an end face dog-tooth structure driven by the shift fork assembly 52, specifically, the end face dog-tooth structure includes a first dog-tooth portion facing the side of the first output shaft 35 and a second dog-tooth portion facing the side of the second output shaft 36, a first engagement structure (e.g., a groove structure) engaged with the first dog-tooth portion is provided on the first output shaft 35, a second engagement structure (e.g., a groove structure) engaged with the second dog-tooth portion is provided on the second output shaft 36, and when the first dog-tooth portion is engaged with the first engagement structure and the second dog-tooth portion is engaged with the second engagement structure, the first output shaft 35 is connected with the second output shaft 36, and at this time the first output shaft 35 rotates synchronously with the second output shaft 36. Alternatively, the end face dog-tooth structure may be disposed at one end of the fork assembly 52 near the first output shaft 35 and the second output shaft 36, or may be separately disposed with a collar structure, where the two end faces of the collar structure are respectively provided with a first dog-tooth portion and a second dog-tooth portion, and the collar structure is connected with the fork assembly 52.

As an alternative embodiment to the ball screw structure, as shown in fig. 5, the actuator may further include a worm gear mechanism through which power of the driving part is transmitted to the fork assembly 52. The worm wheel 91 and the worm 92, the worm 92 is connected with a motor output shaft of the executing motor 81, specifically, an assembly groove extending along the axial direction of the worm 92 is formed at the end part of the worm 92, the motor output shaft of the executing motor 81 extends into the assembly groove to be connected with the worm 92, the worm wheel 91 is meshed with the worm 92, optionally, the worm wheel 91 is meshed with gear teeth on the screw shaft 61 so as to drive the shifting fork assembly 52 to move, or the worm wheel 91 is provided with a worm wheel output shaft which is matched with balls in the shifting fork assembly 52, the worm wheel output shaft is arranged in parallel with the first output shaft 35 and the second output shaft 36, and the executing motor 81 directly drives the shifting fork assembly 52 to move through a worm wheel and worm mechanism.

As shown in fig. 6, in one exemplary embodiment of the application, the actuator motor 81 may also be integrated with the remaining actuators within the housing assembly. Specifically, the execution motor 81 is disposed in the housing assembly, the ball screw 93 is in transmission connection with a motor output shaft of the execution motor 81 through a bevel gear transmission device, in this embodiment, a central axis of the motor output shaft of the execution motor 81 is perpendicular to a central axis of the ball screw 93, the bevel gear transmission device is used for performing transmission steering, a first bevel gear in the bevel gear transmission device is disposed on the motor output shaft, a second bevel gear in the bevel gear transmission device is disposed on the ball screw 93, and the second bevel gear is meshed with the first bevel gear to realize rotation steering. The scheme of the embodiment ensures that the internal integration level of the double-motor vector speed reducer is higher, and the occupied vehicle arrangement space is reduced. The ball screw 93 is connected with the locking mechanism, drives the execution motor 81, and after the execution motor turns through the bevel gear transmission device, the ball screw 93 drives the locking mechanism to linearly move along the direction parallel to the central axis of the ball screw 93 so as to realize the switching between the default position and the locking position.

When the dual-motor vector reducer in the embodiment is applied to a vehicle, the position of the locking mechanism can be controlled according to the current working condition of the vehicle, so as to realize connection or decoupling of the second output shaft 36 and the first output shaft 35, thereby changing the driving force, torque and the like of wheels at two sides, for example, the second output shaft 36 is in a disconnected state with the first output shaft 35 under the normal working condition, and the wheels at two sides are completely decoupled; when the vehicle is in special working conditions such as off-road, the second output shaft 36 is in a connection state with the first output shaft 35, the rotation speeds of the wheels at the two sides are the same, the wheel end torque of the wheels at the two sides can be automatically distributed according to the road surface adhesion force, the real-time requirement of the whole vehicle can be met, the trafficability is improved, and the complexity of a control strategy can be reduced. When the single-side motor fails, a single-motor driving mode can be realized through the locking mechanism, so that a user can conveniently travel to a designated place for maintenance, and troubles such as waiting for road rescue are avoided. The output power of the double-motor vector speed reducer is stronger, the torque and the rotating speed of wheels at two sides are completely decoupled, and the operability of the whole vehicle is improved.

According to another embodiment of the present application, there is provided a vehicle having a two-motor vector reducer, which is the two-motor vector reducer described above. The dual-motor vector speed reducer can be used for driving a front driving system or a rear driving system of a vehicle, so that the vehicle can adjust the stress of wheels under special working conditions, and the practicability of the vehicle is improved. The vehicle may be an electric vehicle, a hybrid vehicle, or other new energy vehicles, etc.

According to another embodiment of the present application, a preferred embodiment of a dual motor vector retarder is provided.

In the preferred embodiment, the double-motor vector speed reducer at least comprises a shell assembly, wherein a first shaft tooth system, a second shaft tooth system, a locking mechanism and an actuating mechanism are arranged in the shell assembly, the shell assembly comprises a left shell 1, a middle shell 2 and a right shell 3 which are sequentially connected, and the left shell 1, the middle shell 2 and the right shell 3 are connected through bolts 4.

Specifically, the first input shaft 13 and the second input shaft 14 are supported in the housing through bearings 11 and 12, respectively. The first intermediate shaft 24 is in interference connection with the first intermediate shaft gear 23 through a spline or a unthreaded hole, and is supported in the shell through a bearing 21 and a bearing 22; the second intermediate shaft 26 is in interference connection with the second intermediate shaft gear 25 by a spline or a smooth bore and is supported in the housing by the bearing 21 and the bearing 22. The first countershaft gear 23 meshes with the first input shaft 13 and the second countershaft gear 25 meshes with the second input shaft 14. The first output shaft gear 33 and the second output shaft gear 34 are supported in the housing through the bearing 31 and the bearing 32. The first output shaft gear 33 meshes with the first intermediate shaft 24 and the second output shaft gear 34 meshes with the second intermediate shaft 26.

Specifically, the first and second tooth holders 41 and 42 are respectively connected to the first and second output shafts 35 and 36 by splines, and fixed by a snap ring 43. The tooth sleeve 44 is connected with the second tooth holder 42 through a spline, the outer ring of the tooth sleeve 44 is inserted into the shifting fork assembly 52, balls are arranged in the shifting fork assembly 52 and are matched with the screw shaft 61, the screw shaft 61 is fixed in the shell assembly through a bearing 54 and a bearing 63, the bearing 54 is fixed on the screw shaft 61 through a clamping ring 53, and the bearing 63 is fixed on the screw shaft 61 through a clamping ring 62. The bearing cap 51 is connected to the middle housing 2 by bolts, and the bearing cap 51 is used to support the bearing 31. The gear 72 is engaged with the gear teeth on the screw shaft 61, the gear 72 is supported in the housing by a bearing 71 and a bearing 73, and a bearing bracket 75 supports the bearing 73 and is fixed to the middle housing 2 by bolts 74. The execution motor 81 is connected with the right shell 3 through bolts, the front end of the rotor shaft of the execution motor 81 is milled flat, and the front end of the rotor shaft of the execution motor 81 is inserted into a groove at the shaft end of the gear 72.

According to another specific embodiment of the present application, there is also provided a control method of a dual-motor vector reducer, for controlling the dual-motor vector reducer in the above embodiment, specifically, according to a current working condition of a vehicle, the method includes the steps of:

1) When the vehicle is running normally, the motors on two sides transmit power through the splines in the first input shaft 13 and the second input shaft 14. Power is transferred to the first intermediate shaft 24 and the second intermediate shaft 26 through the first intermediate shaft gear 23 and the second intermediate shaft gear 25, respectively, and then transferred to the first output shaft 35 and the second output shaft 36 through the first output shaft gear 33 and the second output shaft gear 34, respectively, so as to drive the wheels on both sides, during which the gear sleeve 44 maintains a default position, and both sides are not coupled with power.

2) When the off-road working condition is entered, the execution motor 81 is started, the rotor shaft (i.e., the driving shaft) of the execution motor 81 drives the gear 72 to rotate, the gear 72 drives the screw shaft 61 to rotate, the screw shaft 61 pushes the shifting fork assembly 52 to move to the side of the first output shaft 35, the shifting fork assembly 52 drives the gear sleeve 44 to synchronously move to the side of the first output shaft 35 until the shifting fork assembly 52 contacts with the bearing cover 51, at this time, a part of the spline of the gear sleeve 44 is meshed with the first gear seat 41, a part of the spline is meshed with the second gear seat 42, and at this time, the first output shaft 35 is synchronous with the second output shaft 36, as shown in fig. 3. When the first side wheel is suspended, the first side wheel is unpowered, the power of the first side motor and the power of the second side motor are summarized and are output by the second output shaft 36, the motors on the two sides do not need to be independently regulated and controlled at the moment, the total output power is larger than that of the motor on the single side, and the off-road performance can be improved.

3) When the motor at the first side fails and cannot output power, the power output at the two side wheel ends is different, and the vehicle is easy to deviate from a normal running track. The executing motor 81 is driven, the gear sleeve 44 simultaneously locks the first gear seat 41 and the second gear seat 42, and at the moment, the power of the second side motor can be transmitted to the gear sleeve 44 through the gear train, and the power is automatically distributed according to the requirement of the wheel end, so that the vehicle can normally run.

Spatially relative terms, such as "above … …," "above … …," "upper surface at … …," "above," and the like, may be used herein for ease of description to describe one device or feature's spatial location relative to another device or feature as illustrated in the figures. It will be understood that the spatially relative terms are intended to encompass different orientations in use or operation in addition to the orientation depicted in the figures. For example, if the device in the figures is turned over, elements described as "above" or "over" other devices or structures would then be oriented "below" or "beneath" the other devices or structures. Thus, the exemplary term "above … …" may include both orientations of "above … …" and "below … …". The device may also be positioned in other different ways (rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly.

In addition to the foregoing, references in the specification to "one embodiment," "another embodiment," "an embodiment," etc., indicate that the particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment of the application, as generally described. The appearances of the phrase in various places in the specification are not necessarily all referring to the same embodiment. Further, when a particular feature, structure, or characteristic is described in connection with any embodiment, it is intended that such feature, structure, or characteristic be implemented within the scope of the application.

In the foregoing embodiments, the descriptions of the embodiments are emphasized, and for parts of one embodiment that are not described in detail, reference may be made to related descriptions of other embodiments.

The above description is only of the preferred embodiments of the present application and is not intended to limit the present application, but various modifications and variations can be made to the present application by those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application should be included in the protection scope of the present application.

Claims (10)

1. The double-motor vector speed reducer is characterized by at least comprising a shell component, wherein a first shaft tooth system, a second shaft tooth system, a locking mechanism and an executing mechanism are arranged in the shell component, the first shaft tooth system and the second shaft tooth system are both movably connected with the shell component,

the first shaft tooth system comprises a first input shaft (13), a first transmission assembly and a first output shaft (35), wherein the first input shaft (13) is connected with a first motor, the first output shaft (35) is connected with a first wheel of a vehicle, and the first output shaft (35) and the first input shaft (13) are transmitted through the first transmission assembly;

the second gear system comprises a second input shaft (14), a second transmission assembly and a second output shaft (36), wherein the second input shaft (14) is connected with a second motor, the second output shaft (36) is connected with a second wheel of the vehicle, and the second output shaft (36) and the second input shaft (14) are transmitted through the second transmission assembly;

the locking mechanism is connected with at least one of the first output shaft (35) and the second output shaft (36), the locking mechanism is provided with a default position and a locking position, when the locking mechanism is in the default position, the second output shaft (36) is separated from the first output shaft (35), when the locking mechanism is in the locking position, the second output shaft (36) is locked with the first output shaft (35), and the second output shaft (36) and the first output shaft (35) synchronously rotate;

the actuating mechanism is connected with the locking mechanism and is used for driving the locking mechanism to switch between the default position and the locking position.

2. The dual motor vector reducer of claim 1, characterized in that the central axis of the first output shaft (35) and the central axis of the second output shaft (36) are on the same straight line.

3. The dual motor vector reducer of claim 2, wherein the first output shaft (35) is provided with a first tooth holder (41), the second output shaft (36) is provided with a second tooth holder (42), and the locking mechanism comprises:

-a toothed sleeve (44), the toothed sleeve (44) being slidably arranged along the axial direction of the first output shaft (35), the second output shaft (36) such that the toothed sleeve (44) is in meshing connection with at least one of the first toothed seat (41), the second toothed seat (42);

a shifting fork assembly (52), wherein the outer ring of the tooth sleeve (44) is inserted into the shifting fork assembly (52), the shifting fork assembly (52) is connected with the actuating mechanism, and the actuating mechanism drives the shifting fork assembly (52) to move so as to drive the tooth sleeve (44) to slide;

the tooth sleeve (44) is provided with a default position and a locking position, when the tooth sleeve (44) is positioned at the default position, the tooth sleeve (44) is in meshed connection with any one of the first tooth holder (41) and the second tooth holder (42), and when the tooth sleeve (44) is positioned at the locking position, the tooth sleeve (44) is in meshed connection with both the first tooth holder (41) and the second tooth holder (42).

4. A dual motor vector reducer according to claim 2 or 3, wherein the actuator comprises:

a driving section having a driving shaft;

a gear (72), the gear (72) being connected to the drive shaft;

the screw shaft (61) is movably connected with the shell assembly, the gear (72) is meshed with gear teeth on the screw shaft (61), the screw shaft (61) is matched with balls in the shifting fork assembly (52), and the screw shaft (61) is arranged in parallel with the first output shaft (35) and the second output shaft (36);

the driving part drives the gear (72) to rotate through the driving shaft, the gear (72) rotates to drive the screw shaft (61) to rotate, and the screw shaft (61) rotates to drive the shifting fork assembly (52) to move along the axial direction of the screw shaft (61).

5. The dual motor vector reduction gear according to claim 4, characterized in that the gear (72) includes at least a gear section and a shaft section, an assembly groove is provided at an end of the shaft section near the driving portion, a depth direction of the assembly groove is extended in an axial direction of the gear (72), and the driving shaft is extended into the assembly groove to connect the driving shaft with the gear (72).

6. The dual motor vector reducer of claim 1 or 2, wherein the first transmission assembly comprises:

a first intermediate shaft (24), wherein a first intermediate shaft gear (23) is arranged on the first intermediate shaft (24), and the first intermediate shaft gear (23) is meshed with the first input shaft (13);

a first output shaft gear (33), the first output shaft gear (33) being provided on the first output shaft (35), the first output shaft gear (33) being meshed with the first intermediate shaft (24);

the first intermediate shaft gear (23), the first intermediate shaft (24) and the first output shaft gear (33) are movably connected with the shell assembly, and the first intermediate shaft (24), the first input shaft (13) and the first output shaft (35) are arranged in parallel.

7. The dual motor vector reducer of claim 6, wherein said second transmission assembly comprises:

a second intermediate shaft (26), a second intermediate shaft gear (25) is arranged on the second intermediate shaft (26), and the second intermediate shaft gear (25) is meshed with the second input shaft (14);

a second output shaft gear (34), the second output shaft gear (34) being disposed on the second output shaft (36), the second output shaft gear (34) being meshed with the second intermediate shaft (26);

the second intermediate shaft (26), the second intermediate shaft gear (25) and the second output shaft gear (34) are movably connected with the shell assembly, and the second intermediate shaft (26) is parallel to the second input shaft (14) and the second output shaft (36).

8. The dual motor vector reducer of claim 7, characterized in that the central axis of the first input shaft (13) is on the same line as the central axis of the second input shaft (14), and the central axis of the first intermediate shaft (24) is on the same line as the central axis of the second intermediate shaft (26).

9. The dual motor vector reducer of claim 8, wherein the first intermediate shaft gear (23) is disposed at an end close to the second intermediate shaft (26), the first output shaft gear (33) is disposed at an end far from the second output shaft (36), the second intermediate shaft gear (25) is disposed at an end close to the first intermediate shaft (24), the second output shaft gear (34) is disposed at an end far from the first output shaft (35), and the lock mechanism is disposed between the first output shaft gear (33) and the second output shaft gear (34).

10. A vehicle having a two-motor vector retarder as claimed in any one of claims 1 to 9.