CN117944441A - Dual-motor driving system and vehicle - Google Patents
Dual-motor driving system and vehicle Download PDFInfo
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- CN117944441A CN117944441A CN202311697530.1A CN202311697530A CN117944441A CN 117944441 A CN117944441 A CN 117944441A CN 202311697530 A CN202311697530 A CN 202311697530A CN 117944441 A CN117944441 A CN 117944441A
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- 230000009977 dual effect Effects 0.000 claims abstract description 20
- 230000005540 biological transmission Effects 0.000 claims abstract description 13
- 230000007246 mechanism Effects 0.000 claims description 19
- 230000001133 acceleration Effects 0.000 claims description 10
- 230000002159 abnormal effect Effects 0.000 description 3
- 230000009286 beneficial effect Effects 0.000 description 2
- 238000000926 separation method Methods 0.000 description 2
- 230000009471 action Effects 0.000 description 1
- 230000000903 blocking effect Effects 0.000 description 1
- 230000008878 coupling Effects 0.000 description 1
- 238000010168 coupling process Methods 0.000 description 1
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Abstract
The invention provides a dual-motor driving system and a vehicle, and relates to the technical field of vehicles. The dual motor drive system includes a housing, a power shaft, a first motor, a second motor, and a clutch structure. The power shaft is rotatably arranged in the shell and is used for outputting power. The first motor is provided with a first output shaft which is in transmission connection with the power shaft. The second motor has a second output shaft. The power shaft and the second output shaft are both connected to a clutch structure, and the clutch structure is used for connecting the second output shaft to the power shaft and separating the second output shaft from the power shaft. The vehicle provided by the invention adopts the double-motor driving system. The dual-motor driving system and the vehicle can improve the technical problem that the power performance and the running efficiency of the vehicle are difficult to consider in the prior art.
Description
Technical Field
The invention relates to the technical field of vehicles, in particular to a dual-motor driving system and a vehicle.
Background
The main type of the electric vehicle power system in the current market is single motor drive, and the power is output to the wheel end after torque is increased through a transmission device. If the power of the electric vehicle is full, a motor with higher power needs to be configured to ensure that the vehicle has stronger acceleration performance. However, the large-power motor is larger in size, a part of efficiency is sacrificed, and when the vehicle normally runs without acceleration and overtaking, the large-power motor is not needed, but the large-power motor outputs smaller power under most stable running conditions, and the efficiency is naturally not high. Conversely, if a low-power motor is selected, the efficiency is higher when the whole vehicle is running normally, but the motor cannot bring enough acceleration performance to the whole vehicle due to insufficient power. At present, a power scheme of double-motor driving also appears in the market, two motors drive two transmission devices, the two transmission devices are respectively responsible for driving wheels at the sides of the two transmission devices, and turning and the like of the vehicle are realized through different speed regulation. The technical scheme is equivalent to decomposing a high-power electric drive system into two sets of low-power electric drives and enabling the two sets of low-power electric drives to work simultaneously, and the power performance of a single high-power motor can be realized by power superposition. However, according to the scheme, two sets of electric drive systems always need to work together, and although the power performance is met, the effect on improving the efficiency is not obvious.
Disclosure of Invention
The invention solves the technical problems that the dynamic performance and the running efficiency of a vehicle are difficult to consider in the prior art.
Embodiments of the invention may be implemented as follows:
the present invention provides a dual motor drive system comprising:
A housing;
The power shaft is rotatably arranged in the shell and is used for outputting power;
The first motor is provided with a first output shaft, and the first output shaft is in transmission connection with the power shaft;
A second motor having a second output shaft;
The clutch structure is used for connecting the second output shaft to the power shaft and separating the second output shaft from the power shaft.
Compared with the prior art, the dual-motor driving system provided by the invention has the beneficial effects that:
In the dual motor driving system, in general, power can be output to a power shaft through a first motor to realize single motor driving; under the condition that larger power is required to be output, the second output shaft can be connected to the power shaft through the clutch structure, and power is simultaneously output through the first motor and the second motor, so that the purpose of improving the output power is achieved. Based on the above, the power source connected to the power shaft can be selected according to the running requirement of the vehicle, and enough power performance can be provided to meet the requirement under the condition of ensuring the running efficiency. Therefore, the double-motor driving system can improve the technical problem that the power performance and the running efficiency of the vehicle are difficult to consider in the prior art.
Furthermore, the second output shaft can be directly combined to the power shaft through the clutch structure, so that an excessive bearing supporting structure is omitted, output limitation caused by a bearing can be eliminated, and the output rotating speed is improved; in addition, the abnormal sound caused by unstable bearing due to high rotating speed can be avoided.
Optionally, the first output shaft, the second output shaft and the power shaft are coaxially arranged.
Optionally, the clutch structure comprises a driving mechanism, a synchronizer gear seat, a synchronizer gear sleeve and engaging teeth;
The synchronizer tooth holder is connected to the power shaft, the synchronizer tooth sleeve is movably connected to the synchronizer tooth holder, and the driving mechanism is connected to the synchronizer tooth sleeve to drive the synchronizer tooth sleeve to move relative to the synchronizer tooth holder; the engagement teeth are arranged on the second output shaft; the synchronizer gear sleeve is in transmission fit with the engagement teeth so that the second output shaft is connected to the power shaft, or the synchronizer gear sleeve is separated from the engagement teeth so that the second output shaft is separated from the power shaft.
Optionally, the driving mechanism comprises an actuating mechanism, a shifting fork shaft and a shifting fork; one end of the shifting fork shaft is fixed to the shell, and the other end of the shifting fork shaft is fixed to the second motor; the shifting fork is movably connected to the shifting fork shaft and is connected with the synchronizer gear sleeve to shift the synchronizer gear sleeve; the actuating mechanism is connected to the shell and is connected with the shifting fork to drive the shifting fork to move.
Optionally, the actuating mechanism is arranged outside the shell, the shifting fork is arranged inside the shell, and the actuating mechanism stretches into the shell to be connected with the shifting fork.
Optionally, the synchronizer gear seat is sleeved at the end part of the power shaft, which is close to the second output shaft; the engaging teeth are sleeved at the end part of the second output shaft, which is close to the power shaft.
Optionally, in the case where the second output shaft is coupled to the power shaft, the second output shaft is spaced from the power shaft in an axial direction thereof.
Optionally, the housing comprises a first housing and a second housing, the first housing and the second housing are connected, one end of the power shaft is connected to the first housing, and the other end is connected to the second housing; the first motor is connected with the first shell, and the second motor is connected with the second shell; the clutch structure is connected to the second housing.
A vehicle comprises the double-motor driving system.
Optionally, the vehicle has a steady mode and an acceleration mode; the second output shaft is disconnected from the power shaft when the vehicle is in a steady mode; the second output shaft is coupled to the power shaft through the clutch structure when the vehicle is in an acceleration mode.
The vehicle provided by the invention adopts the double-motor driving system, and the beneficial effects of the vehicle relative to the prior art are the same as those of the double-motor driving system provided by the invention relative to the prior art, and are not repeated here.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings that are needed in the embodiments will be briefly described below, it being understood that the following drawings only illustrate some embodiments of the present invention and therefore should not be considered as limiting the scope, and other related drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
Fig. 1 is a schematic structural view of a dual motor driving system according to a first embodiment of the present application;
FIG. 2 is an enlarged schematic view of the structure shown at A in FIG. 1;
fig. 3 is a schematic structural view of a first housing provided in a first embodiment of the present application;
Fig. 4 is a schematic structural view of a second housing according to the first embodiment of the present application.
Icon: 10-a dual motor drive system; 100-a housing; 110-a first housing; 120-a second housing; 200-power shaft; 210-an intermediate shaft; 220-a differential module; 300-a first motor; 310-a first output shaft; 400-a second motor; 410-a second output shaft; 500-clutch structure; 510—a drive mechanism; 511-an actuator; 512-shift rails; 513-a fork; 520-synchronizer gear seat; 530-synchronizer sleeve; 540-engaging teeth.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the embodiments of the present invention more apparent, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is apparent that the described embodiments are some embodiments of the present invention, but not all embodiments of the present invention. The components of the embodiments of the present invention generally described and illustrated in the figures herein may be arranged and designed in a wide variety of different configurations.
Thus, the following detailed description of the embodiments of the invention, as presented in the figures, is not intended to limit the scope of the invention, as claimed, but is merely representative of selected embodiments of the invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
It should be noted that: like reference numerals and letters denote like items in the following figures, and thus once an item is defined in one figure, no further definition or explanation thereof is necessary in the following figures.
In the description of the present invention, it should be noted that, if the terms "upper", "lower", "inner", "outer", and the like indicate an azimuth or a positional relationship based on the azimuth or the positional relationship shown in the drawings, or the azimuth or the positional relationship in which the inventive product is conventionally put in use, it is merely for convenience of describing the present invention and simplifying the description, and it is not indicated or implied that the apparatus or element referred to must have a specific azimuth, be configured and operated in a specific azimuth, and thus it should not be construed as limiting the present invention.
Furthermore, the terms "first," "second," and the like, if any, are used merely for distinguishing between descriptions and not for indicating or implying a relative importance.
It should be noted that the features of the embodiments of the present invention may be combined with each other without conflict.
First embodiment
Referring to fig. 1, a dual motor drive system 10 is provided in the present embodiment, and the dual motor drive system 10 is applied to a vehicle to provide driving power to the vehicle. The dual motor driving system 10 can improve the power performance of the vehicle and the driving efficiency of the vehicle in the prior art.
In the present embodiment, referring to fig. 1 and 2 in combination, the dual motor driving system 10 includes a housing 100, a power shaft 200, a first motor 300, a second motor 400, and a clutch structure 500. The power shaft 200 is rotatably provided in the housing 100, and is used for outputting power. The first motor 300 has a first output shaft 310, the first output shaft 310 being in driving connection with the power shaft 200; the first motor 300 may output power to the power shaft 200 in an operating state. The second motor 400 has a second output shaft 410. The power shaft 200 and the second output shaft 410 are both connected to the clutch structure 500, and the clutch structure 500 is used for connecting the second output shaft 410 to the power shaft 200 and separating the second output shaft 410 from the power shaft 200. That is, the second output shaft 410 may be in driving connection with the power shaft 200 through the clutch structure 500, so that the second motor 400 may output power to the power shaft 200, thereby enabling dual motor driving.
As described above, in the two-motor drive system 10, in general, power can be output to the power shaft 200 by the first motor 300 to achieve single-motor driving; in the case of needing to output larger power, the second output shaft 410 can be connected to the power shaft 200 through the clutch structure 500, and the power can be simultaneously output through the first motor 300 and the second motor 400, so that the purpose of improving the output power is achieved. Based on this, the power source connected to the power shaft 200 can be selected according to the vehicle running demand, and sufficient power performance can be provided to meet the demand while ensuring the running efficiency. Therefore, the two-motor drive system 10 can improve the power performance of the vehicle and the running efficiency of the vehicle in the prior art.
In other words, in the case of the single motor driving, that is, in the case where the second output shaft 410 is separated from the power shaft 200, the power can be supplied to the power shaft 200 through the first motor 300, and the second motor 400 can be in a stopped state, at this time, with high running efficiency in the case where the vehicle is smoothly moved. In the case that the output power needs to be increased, the second output shaft 410 can be coupled to the power shaft 200 through the clutch structure 500, and the first motor 300 and the second motor 400 simultaneously transmit power to the power shaft 200, so that the output power of the power shaft 200 can be increased, and sufficient acceleration performance can be provided for the whole vehicle. Based on this, the user can switch between the two modes according to the actual situation to meet the demands of the running efficiency and the power performance.
It should be noted that, in the present embodiment, the clutch structure 500 is directly connected to the power shaft 200 and the second output shaft 410, that is, the clutch structure 500 is not supported by a supporting structure such as a bearing, so that the influence of the strength factor of the supporting structure such as the bearing on the rotation speed of the clutch structure 500, the second output shaft 410 and the power shaft 200 can be avoided, and therefore, compared with the prior art, the requirements of the running efficiency and the power performance can be met, and the output rotation speed of the power shaft 200 can be improved.
That is, since the second output shaft 410 can be directly coupled to the power shaft 200 through the clutch structure 500, an unnecessary bearing supporting structure is omitted, so that an output limitation due to the bearing can be eliminated, which is advantageous for increasing an output rotation speed; in addition, the abnormal sound caused by unstable bearing due to high rotating speed can be avoided.
In the present embodiment, the housing 100 is further provided with an intermediate shaft 210 and a differential module 220, and the intermediate shaft 210 and the differential module 220 are disposed inside the housing 100. The intermediate shaft 210 is in driving connection with the power shaft 200 through gears to facilitate the power shaft 200 to transfer power to the intermediate shaft 210. In addition, the intermediate shaft 210 is in driving connection with the differential gear module 220 through gears, so that power can be output through the differential gear module 220 until the power is transmitted to wheels for the vehicle to run. Alternatively, in the present embodiment, both the power shaft 200 and the intermediate shaft 210 are gear shafts.
In addition, in the present embodiment, the first output shaft 310, the second output shaft 410, and the power shaft 200 are coaxially disposed. Wherein the first motor 300 and the second motor 400 are respectively provided at opposite ends in the axial direction of the power shaft 200. The first output shaft 310 is in driving connection with one end of the power shaft 200, alternatively, the first output shaft 310 may be in driving connection by means of a shaft sleeve, and may also be in driving connection by means of an end spline. In addition, the second motor 400 is disposed at an end of the power shaft 200 away from the first motor 300, and the clutch structure 500 is disposed at an end of the power shaft 200 near the second motor 400, so as to facilitate the transmission connection between the power shaft 200 and the second motor 400 through the clutch structure 500. The first output shaft 310, the second output shaft 410 and the power shaft 200 are coaxially arranged, so that the steps of the first motor 300 and the second motor 400 can be facilitated, and the second output shaft 410 is advantageously connected to the power shaft 200.
It should be appreciated that in other embodiments of the present application, at least one of the first motor 300 and the second motor 400 may also be configured to transmit power to the power shaft 200 by means of a transmission member, for example, a gear is disposed on the first output shaft 310 of the first motor 300, and a corresponding gear structure is also disposed on the power shaft 200, so that the power transmission from the first output shaft 310 to the power shaft 200 is realized by meshing the gears.
In this embodiment, the clutch structure 500 includes a drive mechanism 510, a synchronizer gear holder 520, a synchronizer gear sleeve 530, and engagement teeth 540. The synchronizer gear holder 520 is connected to the power shaft 200, the synchronizer gear sleeve 530 is movably connected to the synchronizer gear holder 520, and the driving mechanism 510 is connected to the synchronizer gear sleeve 530 to drive the synchronizer gear sleeve 530 to move relative to the synchronizer gear holder 520; the engagement teeth 540 are provided on the second output shaft 410; the synchronizer gear sleeve 530 is in driving engagement with the engagement teeth 540 to couple the second output shaft 410 to the power shaft 200 or the synchronizer gear sleeve 530 is disengaged from the engagement teeth 540 to decouple the second output shaft 410 from the power shaft 200. In this embodiment, the synchronizer gear holder 520 is sleeved at the end of the power shaft 200 near the second output shaft 410; the engaging teeth 540 are sleeved on the end portion, close to the power shaft 200, of the second output shaft 410. Thus, the synchronizer sleeve 530 can move a small distance to engage the engagement teeth 540 and a small distance to disengage the engagement teeth 540 and return to the original position. Based on this, it is also convenient to arrange the synchronizer gear sleeve 530, the synchronizer gear seat 520, and the engaging teeth 540 in a small space.
The synchronizer gear holder 520 is sleeved on the power shaft 200, the synchronizer gear sleeve 530 is sleeved on the synchronizer gear holder 520, and the driving mechanism 510 can drive the synchronizer gear sleeve 530 to move in the axial direction of the power shaft 200, so that the synchronizer gear sleeve 530 is matched with the engaging teeth 540 on the second output shaft 410, and the transmission connection between the second output shaft 410 and the power shaft 200 is realized. Of course, the drive mechanism 510 may also drive the synchronizer gear sleeve 530 away from the engagement teeth 540 such that the second output shaft 410 is disengaged from the power shaft 200, where the second output shaft 410 does not output power to the power shaft 200.
The synchronizer gear holder 520 is assembled on the power shaft 200 through a spline, and when the power shaft 200 rotates, the synchronizer gear holder 520 rotates along with the power shaft 200 and drives the synchronizer gear sleeve 530 to rotate; that is, the synchronizer gear holder 520 and the synchronizer gear sleeve 530 are carried by the power shaft 200 and rotate along with the power shaft 200. Correspondingly, the engaging teeth 540 are assembled on the second output shaft 410 through splines, and the engaging teeth 540 are driven to rotate while the second output shaft 410 rotates; that is, the engaging teeth 540 are carried by the second output shaft 410 to follow the rotation of the second output shaft 410. Based on this, when the synchronizer gear sleeve 530 and the engaging teeth 540 are engaged, since the synchronizer gear sleeve 530 and the engaging teeth 540 do not adopt a support structure such as a bearing, the influence of the support structure such as a bearing on the output rotation speed of the second output shaft 410 can be avoided, and the output rotation speed of the second output shaft 410 can be raised.
In this embodiment, the drive mechanism 510 includes an actuator 511, a fork shaft 512, and a fork 513. One end of the shift rail 512 is fixed to the housing 100, and the other end is fixed to the second motor 400; a fork 513 is movably connected to the fork shaft 512, and the fork 513 is connected to the synchronizer gear sleeve 530 to shift the synchronizer gear sleeve 530; the actuator 511 is connected to the housing 100, and the actuator 511 is connected to the fork 513 to drive the fork 513 to move. When the actuator 511 drives the shift fork 513 to move, the shift fork 513 moves in the axial direction of the shift fork shaft 512 to simultaneously drive the synchronizer gear sleeve 530 to move toward or away from the engagement teeth 540.
Based on the fact that the axial direction of the shifting fork shaft 512 is parallel to the axial direction of the power shaft 200, in the case that the shifting fork 513 moves along the shifting fork shaft 512, the shifting fork 513 can be ensured to drive the moving direction of the synchronizer gear sleeve 530 to be parallel to the power shaft 200, and the synchronizer gear sleeve 530 is prevented from being damaged due to movement blocking of the synchronizer gear sleeve 530. And under the guiding action of the shifting fork shaft 512, the shifting fork 513 is stable in moving process, and can smoothly complete the movement of the synchronizer gear sleeve 530, so that the engagement and the separation of the synchronizer gear sleeve 530 and the engagement teeth 540 can be smoothly realized.
It should be appreciated that in other embodiments of the application, the drive mechanism 510 may also engage and disengage the synchronizer sleeve 530 and the engagement teeth 540 in other manners. For example, the engagement and disengagement of the synchronizer gear sleeve 530 and the engagement teeth 540 is accomplished by an electromagnet driving a magnetic block that moves the synchronizer gear sleeve 530.
Further, the actuator 511 is disposed outside the housing 100, the fork 513 is disposed inside the housing 100, and the actuator 511 extends into the housing 100 to be connected to the fork 513. Since the fork 513 is substantially arc-shaped and the shape of the fork 513 is adapted to the outer circumference of the synchronizer gear sleeve 530, the arrangement of the fork 513 is facilitated in the housing 100. However, the actuator 511 has a large size, which is inconvenient to be disposed inside the housing 100, so that the actuator 511 is disposed outside the housing 100, which is convenient for disposing other components in the housing 100.
Alternatively, the actuator 511 may be a hydraulic mechanism, an electric motor, or an air cylinder. It should be appreciated that in other embodiments of the present application, where the actuator 511 is an electromagnet structure, the actuator 511 may be disposed inside the housing 100.
In the present embodiment, in the case where the second output shaft 410 is coupled to the power shaft 200, the second output shaft 410 is spaced apart from the power shaft 200 in the axial direction thereof. That is, during the separation and coupling of the second output shaft 410 from the power shaft 200 by the clutch structure 500, the second output shaft 410 remains stationary in its axial direction, and similarly, the power shaft 200 remains stationary in its axial direction. Based on this, in the case where the first motor 300 is in single motor driving, the interaction between the power shaft 200 and the second output shaft 410 can be avoided.
In this embodiment, referring to fig. 3 and 4 in combination, the housing 100 includes a first housing 110 and a second housing 120, the first housing 110 and the second housing 120 are connected, one end of the power shaft 200 is connected to the first housing 110, and the other end is connected to the second housing 120; the first motor 300 is connected with the first housing 110, and the second motor 400 is connected with the second housing 120; the clutch structure 500 is connected to the second housing 120. Wherein, when the first housing 110 and the second housing 120 are assembled as a whole, the first housing 110 and the second housing 120 together form a cavity for loading the power shaft 200, the intermediate shaft 210 and the differential module 220; the first motor 300 is flange-coupled to the first housing 110, and the first output shaft 310 extends into the cavity to facilitate engagement with the power shaft 200. Similarly, the second motor 400 is connected with the second housing 120 through a flange, and the second output shaft 410 extends into the cavity; at the same time, engagement teeth 540 are provided on the inside of the second housing 120 to facilitate engagement with the synchronizer sleeve 530 located inside the cavity.
In summary, in the dual motor driving system 10 provided in the present embodiment, in general, power can be output to the power shaft 200 through the first motor 300 to realize single motor driving; in the case of needing to output larger power, the second output shaft 410 can be connected to the power shaft 200 through the clutch structure 500, and the power can be simultaneously output through the first motor 300 and the second motor 400, so that the purpose of improving the output power is achieved. Based on this, the power source connected to the power shaft 200 can be selected according to the vehicle running demand, and sufficient power performance can be provided to meet the demand while ensuring the running efficiency. Therefore, the two-motor drive system 10 can improve the power performance of the vehicle and the running efficiency of the vehicle in the prior art. The clutch structure 500 is directly connected to the power shaft 200 and the second output shaft 410, that is, the clutch structure 500 is not supported by a supporting structure such as a bearing, so that the influence of the strength factor of the supporting structure such as the bearing on the rotation speed of the clutch structure 500, the second output shaft 410 and the power shaft 200 can be avoided, and therefore, compared with the prior art, the requirements of the running efficiency and the power performance can be met, and the output rotation speed of the power shaft 200 can be improved. That is, since the second output shaft 410 can be directly coupled to the power shaft 200 through the clutch structure 500, an unnecessary bearing supporting structure is omitted, so that an output limitation due to the bearing can be eliminated, which is advantageous for increasing an output rotation speed; in addition, the abnormal sound caused by unstable bearing due to high rotating speed can be avoided.
Second embodiment
In the present embodiment, a vehicle (not shown) employing the two-motor drive system 10 in the first embodiment described above is provided, wherein the portions not mentioned in the present embodiment can be referred to in the first embodiment described above.
Based on this, the vehicle provided in the present embodiment can improve the technical problem that the power performance and the running efficiency of the vehicle are difficult to be compatible in the prior art, and can output a higher rotational speed.
Further, based on the above-provided two-motor drive system 10, in the present embodiment, the vehicle has a steady mode and an acceleration mode. The second output shaft 410 is disconnected from the power shaft 200 when the vehicle is in the steady mode; that is, at this time, the vehicle is driven by the first motor 300 as a single motor for the purpose of improving the running efficiency. When the vehicle is in the acceleration mode, the second output shaft 410 is connected to the power shaft 200 through the clutch structure 500; that is, the vehicle is simultaneously driven by the first motor 300 and the second motor 400 at this time for the purpose of improving the power performance.
The foregoing is merely illustrative of the present invention, and the present invention is not limited thereto, and any changes or substitutions easily contemplated by those skilled in the art within the scope of the present invention should be included in the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.
Claims (10)
1. A dual motor drive system, comprising:
A housing;
The power shaft is rotatably arranged in the shell and is used for outputting power;
The first motor is provided with a first output shaft, and the first output shaft is in transmission connection with the power shaft;
A second motor having a second output shaft;
The clutch structure is used for connecting the second output shaft to the power shaft and separating the second output shaft from the power shaft.
2. The dual motor drive system of claim 1, wherein the first output shaft, the second output shaft, and the power shaft are coaxially disposed.
3. The dual motor drive system of claim 1, wherein the clutch structure comprises a drive mechanism, a synchronizer hub, a synchronizer sleeve, and engagement teeth;
The synchronizer tooth holder is connected to the power shaft, the synchronizer tooth sleeve is movably connected to the synchronizer tooth holder, and the driving mechanism is connected to the synchronizer tooth sleeve to drive the synchronizer tooth sleeve to move relative to the synchronizer tooth holder; the engagement teeth are arranged on the second output shaft; the synchronizer gear sleeve is in transmission fit with the engagement teeth so that the second output shaft is connected to the power shaft, or the synchronizer gear sleeve is separated from the engagement teeth so that the second output shaft is separated from the power shaft.
4. A dual motor drive system as claimed in claim 3, wherein the drive mechanism comprises an actuator, a shift rail and a shift fork; one end of the shifting fork shaft is fixed to the shell, and the other end of the shifting fork shaft is fixed to the second motor; the shifting fork is movably connected to the shifting fork shaft and is connected with the synchronizer gear sleeve to shift the synchronizer gear sleeve; the actuating mechanism is connected to the shell and is connected with the shifting fork to drive the shifting fork to move.
5. The dual motor drive system of claim 4, wherein the actuator is disposed outside the housing, the fork is disposed inside the housing, and the actuator extends into the housing to connect with the fork.
6. The dual motor drive system of claim 3, wherein the synchronizer gear seat is sleeved at the end of the power shaft near the second output shaft; the engaging teeth are sleeved at the end part of the second output shaft, which is close to the power shaft.
7. The dual motor drive system of claim 1, wherein the second output shaft is spaced from the power shaft in an axial direction thereof with the second output shaft coupled to the power shaft.
8. The dual motor drive system of claim 1, wherein the housing comprises a first housing and a second housing, the first housing and the second housing being connected, one end of the power shaft being connected to the first housing, the other end being connected to the second housing; the first motor is connected with the first shell, and the second motor is connected with the second shell; the clutch structure is connected to the second housing.
9. A vehicle comprising a dual motor drive system as claimed in any one of claims 1 to 8.
10. The vehicle of claim 9, wherein the vehicle has a steady mode and an acceleration mode; the second output shaft is disconnected from the power shaft when the vehicle is in a steady mode; the second output shaft is coupled to the power shaft through the clutch structure when the vehicle is in an acceleration mode.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202311697530.1A CN117944441A (en) | 2023-12-11 | 2023-12-11 | Dual-motor driving system and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202311697530.1A CN117944441A (en) | 2023-12-11 | 2023-12-11 | Dual-motor driving system and vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN117944441A true CN117944441A (en) | 2024-04-30 |
Family
ID=90804616
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202311697530.1A Pending CN117944441A (en) | 2023-12-11 | 2023-12-11 | Dual-motor driving system and vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN117944441A (en) |
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2023
- 2023-12-11 CN CN202311697530.1A patent/CN117944441A/en active Pending
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