CN218316223U

CN218316223U - Double-motor multi-mode power system

Info

Publication number: CN218316223U
Application number: CN202222509280.1U
Authority: CN
Inventors: 张宇荣
Original assignee: Wenling Huaxin Machinery Manufacturing Co ltd
Current assignee: Wenling Huaxin Machinery Manufacturing Co ltd
Priority date: 2022-09-22
Filing date: 2022-09-22
Publication date: 2023-01-17
Anticipated expiration: 2032-09-22

Abstract

The utility model discloses a double-motor multimode power system, which belongs to the technical field of vehicle power systems and comprises a first input shaft, a second input shaft, a main motor and an auxiliary motor, wherein the first input shaft and the second input shaft are rotationally butted with each other, the main motor and the auxiliary motor are respectively connected with the first input shaft and the second input shaft, a first-gear driving gear is arranged on the first input shaft through a one-way clutch, and a second-gear driving gear is sleeved on the first input shaft in a hollow way; the clutch comprises a first clutch for controlling the clutch between a second gear driving gear and a first input shaft, and a second clutch for controlling the clutch between the first gear driving gear and a second input shaft; the vehicle driving system is characterized by further comprising a control system, and the control system controls the power system to drive the vehicle to move in one of six working modes, namely a main motor first-gear driving mode, an auxiliary motor first-gear driving mode, a double-motor first-gear driving mode, a main motor second-gear driving mode, a double-motor second-gear driving mode and a double-motor reverse gear driving mode. The utility model discloses can realize the multi-mode drive, many fender position output adapts to various complicated operating modes, and work efficiency is high moreover, compromises dynamic property and economic nature.

Description

Double-motor multi-mode power system

Technical Field

The utility model relates to a bi-motor multimode driving system, especially a bi-motor multimode driving system for pure electric vehicles belongs to vehicle driving system technical field.

Background

At present, a power system of a pure electric vehicle mostly adopts a transmission mode of matching a single motor with a single-stage speed reducer, and the electric vehicle needs to meet the running working conditions of low speed and large torque during starting and climbing and high speed and small torque during level road, so that the rated power of the motor matched according to the dynamic requirement is very large, and the load factor of the motor under most working conditions is lower; the working range interval is large, and the motor cannot work in a high-efficiency interval all the time, so that the battery energy is wasted, the driving range is reduced, and the whole vehicle has poor starting and climbing capacity and high-speed performance; meanwhile, a single high-power motor is large in size and high in price. Therefore, in order to improve the dynamic property and the economical efficiency of the pure electric vehicle, the dual-motor power system is a good solution.

Chinese patent No. 201510704991.6 discloses a dual-motor power drive assembly, which is connected with a middle position of an electromagnetic commutator through a main motor, an auxiliary motor is connected with a left working position of the electromagnetic commutator while being directly connected with a gear ring of a planetary mechanism, and a right working position of the electromagnetic commutator is directly connected with a sun gear of the planetary mechanism. The planetary gear mechanism is connected with the box body through a first one-way bearing, and the sun gear is connected with the box body through a second one-way bearing. The planet carrier is connected with a duplicate gear of the second stage as an output, and the duplicate gear is connected with an input gear of the differential mechanism for the second stage to output power. The single motor is adopted for driving in order to improve the load rate of the motor in the medium-low speed and small torque, the double-motor torque coupling driving is adopted in the medium-speed and large torque, and the double-motor rotating speed coupling driving is adopted in the high-speed and small torque, so that the double requirements of the dynamic property and the economical efficiency in the running process of the electric automobile are ensured. The dual-motor power drive assembly overcomes the problems of large motor power, low working efficiency, poor power performance and high cost of a single-motor power system, but still has the defects of few driving modes and incapability of realizing multi-gear output.

SUMMERY OF THE UTILITY MODEL

The utility model aims to solve the technical problem that overcome above-mentioned problem, and provide a bi-motor multimode driving system that many drive modes, many gear output, work efficiency are high, energy loss is few.

The technical scheme of the utility model is that:

the utility model provides a bi-motor multimode driving system, includes driving motor, input shaft subassembly, jackshaft subassembly, first clutch and second clutch, the input shaft subassembly includes the input shaft and locates a fender driving gear on the input shaft, keep off the driving gear, the jackshaft subassembly includes the jackshaft parallel with the input shaft and fixed connection keeps off driven gear, two keep off driven gear on the jackshaft, keeps off driven gear and a fender driving gear meshing transmission, keeps off driven gear and two keep off the driving gear meshing transmission, jackshaft subassembly through differential mechanism drive electric automobile's wheel, its characterized in that:

the driving motor comprises a main motor and an auxiliary motor which are symmetrically arranged at two ends of an input shaft, the input shaft comprises a first input shaft and a second input shaft which are rotatably butted through a bearing, the other end of the first input shaft is connected with the main motor, and the other end of the second input shaft is connected with the auxiliary motor; the first gear driving gear is arranged on the first input shaft through a one-way clutch, the one-way clutch is set to allow the first gear driving gear to rotate in the positive direction relative to the first input shaft, otherwise, the first gear driving gear is locked, the second gear driving gear is sleeved on the first input shaft in a vacant mode, the first clutch is combined or separated to enable the second gear driving gear to be combined or separated from the first input shaft, and the second clutch is combined or separated to enable the first gear driving gear to be combined or separated from the second input shaft;

the dual-motor multi-mode power system has six working modes, comprising:

the first-gear driving mode of the main motor is characterized in that the main motor starts to rotate forwards, the auxiliary motor stops, the first clutch and the second clutch are disengaged, the power of the main motor is transmitted to a first-gear driving gear through the first input shaft and the one-way clutch, and the first-gear driving gear drives the wheels to advance at a low speed through the intermediate shaft assembly and the differential mechanism;

the auxiliary motor is in a first-gear driving mode, the main motor stops, the auxiliary motor starts to rotate forwards, the first clutch is disengaged, the second clutch is combined, the power of the auxiliary motor is transmitted to the first-gear driving gear through the second input shaft and the second clutch, the one-way clutch is unlocked in an overrunning mode, the first input shaft and the first-gear driving gear slip, and the first-gear driving gear drives the wheels to advance at a low speed through the middle shaft assembly and the differential mechanism;

in the dual-motor first-gear driving mode, the main motor and the auxiliary motor start to rotate forwards, the first clutch is disengaged, the second clutch is combined, the power of the main motor is transmitted to the first-gear driving gear through the first input shaft and the one-way clutch, the power of the auxiliary motor is transmitted to the first-gear driving gear through the second input shaft and the second clutch, the power of the main motor and the power of the auxiliary motor are superposed to form first combined power, and the first combined power drives the wheels to advance at a low speed through the middle shaft assembly and the differential mechanism;

the main motor is in a secondary driving mode, the main motor starts to rotate forwards, the auxiliary motor stops, the first clutch is combined, the second clutch is disengaged, the power of the main motor is transmitted to the secondary driving gear through the first input shaft and the first clutch, the one-way clutch is unlocked in an overrunning mode, the primary driving gear rotates on the first input shaft in an idle mode, and the secondary driving gear drives the wheels to advance at a high speed through the middle shaft assembly and the differential mechanism;

the dual-motor two-gear driving mode is characterized in that a main motor starts forward rotation, an auxiliary motor starts high-speed forward rotation, a first clutch and a second clutch are combined, the power of the main motor is transmitted to a two-gear driving gear through a first input shaft and the first clutch, the power of the auxiliary motor is transmitted to a first-gear driving gear through a second input shaft and the second clutch to drive the first-gear driving gear to rotate at high speed, a one-way clutch overruns and unlocks, the first-gear driving gear slips with the first input shaft, the power of the main motor and the power of the auxiliary motor are superposed into second combined power through transmission coupling of the first-gear driving gear, a middle shaft assembly and the two-gear driving gear, and the second combined power drives wheels to advance at high speed through the middle shaft assembly and a differential mechanism;

in the double-motor reverse gear driving mode, the main motor and the auxiliary motor are started to rotate reversely, the first clutch is disengaged, the second clutch is combined, the power of the auxiliary motor is transmitted to the first-gear driving gear through the second input shaft and the second clutch, the first-gear driving gear is enabled to rotate reversely, the main motor drives the first input shaft to idle reversely, the auxiliary motor is prevented from driving the main motor to rotate through the first-gear driving gear and the one-way clutch, and the first-gear driving gear drives the wheels to reverse at a low speed through the middle shaft assembly and the differential mechanism;

the dual-motor multi-mode power system is used for controlling the dual-motor multi-mode power system to drive the vehicle to move in one of the six working modes in response to the request of the vehicle controller.

Further, in the above dual-motor multimode power system, the first clutch includes a housing disposed between the second-gear driving gear and the main motor, and a first friction pair, a relative rotation actuator, a second friction pair and a first electromagnet sequentially disposed in the housing, the housing is in transmission connection with the second-gear driving gear, a driving friction plate of the first friction pair is connected with the first input shaft, a driven friction plate of the second friction pair is connected with the housing, the driven friction pair is connected with the relative rotation actuator, the first electromagnet is energized to cause the driving friction plate and the driven friction plate of the second friction pair to be pressed against each other, so that the relative rotation actuator rotates relatively to generate axial movement to press the driving friction plate and the driven friction plate of the first friction pair, so that the second-gear driving gear is combined with the first input shaft, and the first electromagnet is de-energized to cause the second-gear driving gear to be disengaged from the first input shaft. The wet friction plate clutch has the advantages of small impact, no pause and contusion, small abrasion, low temperature rise, long service life and capability of transmitting larger torque.

Further, in the above dual-motor multi-mode power system, the second clutch includes an electromagnetic thruster, a clutch disc and a return spring sequentially disposed between the secondary motor and the first gear driving gear, the clutch disc is circumferentially fixed to the second input shaft and synchronously rotates with the second input shaft, and a mutually matched tooth-shaped locking connection structure is disposed between the clutch disc and the first gear driving gear; the on-off of the electromagnetic thruster can cause the clutch disc to move axially along the second input shaft to be locked and connected with or separated from the first gear driving gear, so that the first gear driving gear is combined with or separated from the second input shaft; the return spring applies a force to the clutch plate tending to move it away from the first gear drive gear.

The utility model has the advantages that:

1. the double-motor layout is adopted, the power performance of the electric automobile can be improved, the load rate of the motors can be improved by respectively driving or jointly driving the two motors, the motors can always work in a high-efficiency interval by adjusting the working states of the two motors, the energy utilization rate can be improved, and the endurance mileage of the electric automobile can be increased; meanwhile, the problem of high manufacturing cost of a high-power large-torque motor is avoided, and both dynamic property and economical efficiency are considered;

2. various driving modes can be realized by controlling different working states of the two motors, the requirements of working conditions of the electric automobile such as low-speed small torque, medium-low speed medium torque, low-speed large torque, high-speed small torque, low-speed large torque backing and the like are met, and the adaptability of the pure electric automobile to complex driving working conditions is improved;

3. the two-gear speed reducer is adopted, so that two speed reduction ratios can be provided, multi-gear output is realized, the high-efficiency interval of the motor is further expanded, the power performance and the economy of the electric vehicle are both considered, the energy consumption of the motor is reduced, the service life is prolonged, and meanwhile, the noise, vibration and part loss during high-speed driving are reduced; and the overrunning type gear shifting is realized by adopting the one-way clutch, the gear shifting process is free of power interruption, and the gear shifting process is smooth and has no impact.

Drawings

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

FIG. 2 is a power transfer schematic for a primary motor first gear drive mode.

FIG. 3 is a power transmission schematic diagram of the secondary electric machine in the first gear drive mode.

FIG. 4 is a power transfer schematic for the two-motor one-gear drive mode.

Fig. 5 is a power transmission diagram of the two-gear driving mode of the main motor.

Fig. 6 is a schematic power transmission diagram of the two-motor two-gear driving mode.

FIG. 7 is a power transfer schematic for the dual motor reverse drive mode.

Fig. 8 is an enlarged structural view of the first clutch in fig. 1.

Fig. 9 is an enlarged structural view of the second clutch in fig. 1.

In the figure: m1, a main motor; m2, an auxiliary motor; 1. an input shaft; 1a, a first input shaft; 1b, a second input shaft; 11. a first gear driving gear; 12. two-gear driving gear; 21. a first-gear driven gear; 22. a second driven gear; 3. a one-way clutch; 4. a first clutch; 41. a housing; 42. a first friction pair; 43. a second friction pair; 44. a first electromagnet; 45. a first cam plate; 46. a second cam plate; 47. a ball bearing; 5. a second clutch; 51. a clutch disc; 52. a return spring; 53. an annular housing; 54. a second electromagnet; 55. an annular support sleeve; 56. a sliding sleeve; 6. a differential gear.

Detailed Description

The invention will now be further described with reference to the accompanying drawings and examples:

in the description of the present invention, it should be understood that the directions or positional relationships indicated by the terms "inside", "outside", "forward", "reverse", etc. are based on the directions or positional relationships shown in the drawings, and are only for convenience of describing the present invention, and do not indicate or imply that the device or element referred to must have a specific direction, and therefore, should not be construed as limiting the present invention.

As shown in fig. 1, the present embodiment provides a dual-motor multi-mode power system, which includes a driving motor, an input shaft assembly, an intermediate shaft assembly, a first clutch 4 and a second clutch 5.

The input shaft subassembly includes input shaft 1 and locates a fender driving gear 11 on the input shaft 1, keep off two driving gear 12, the jackshaft subassembly includes the jackshaft 2 parallel with input shaft 1 and a fender driven gear 21, two fender driven gear 22 of fixed connection on jackshaft 2, one keeps off driven gear 21 and a fender driving gear 11 meshing transmission, two keep off driven gear 22 and two keep off driving gear 12 meshing transmission, jackshaft subassembly is through the wheel of the 6 drive electric automobile of differential mechanism.

The driving motor comprises a main motor M1 and an auxiliary motor M2 which are symmetrically arranged at two ends of an input shaft 1, the input shaft 1 comprises a first input shaft 1a and a second input shaft 1b which are rotatably butted, the other end of the first input shaft 1a is connected with the main motor M1, and the other end of the second input shaft 1b is connected with the auxiliary motor M2. The first gear driving gear 11 is installed on the first input shaft 1a through the one-way clutch 3, the one-way clutch 3 is set to allow the first gear driving gear 11 to rotate in the forward direction relative to the first input shaft 1a, otherwise, the first gear driving gear 11 and the first input shaft 1a rotate synchronously when the first gear driving gear is locked, and the second gear driving gear 12 is sleeved on the first input shaft 1a in an empty mode. The first clutch 4 is disposed on the first input shaft 1a and located between the second gear driving gear 12 and the main motor M1, the first clutch 4 is engaged to cause the second gear driving gear 12 to be engaged with the first input shaft 1a to rotate synchronously, and the first clutch 4 is disengaged to cause the second gear driving gear 12 to be disengaged from the first input shaft 1 a. The second clutch 5 is disposed on the second input shaft 1b between the first gear driving gear 11 and the sub-motor M2, the second clutch 5 is engaged to cause the first gear driving gear 11 to be engaged with the second input shaft 1b to rotate synchronously, and the second clutch 5 is disengaged to cause the first gear driving gear 11 to be disengaged from the second input shaft 1 b.

The dual-motor multi-mode power system has six working modes, including: the driving mode comprises a main motor first gear driving mode, a double-motor first gear driving mode, a main motor second gear driving mode, a double-motor second gear driving mode and a double-motor reverse gear driving mode. The following detailed analysis of the various modes of operation:

primary motor first gear drive mode: as shown in fig. 2, the main motor M1 starts to rotate forward, the auxiliary motor M2 stops, the first clutch 4 and the second clutch 5 are disengaged, the one-way clutch 3 is locked at this time, the power of the main motor M1 is transmitted to the first-gear driving gear 11 through the first input shaft 1a and the one-way clutch 3, and the first-gear driving gear 11 drives the wheels to advance at a low speed through the intermediate shaft assembly and the differential mechanism 6. In the mode, the main motor M1 works independently and is driven in one gear, the power and the torque of the main motor M1 are large, and the rated rotating speed and the rated torque are also large, so that the mode is suitable for the working condition of medium and low speed and medium torque, and the main motor M1 can work in a high-efficiency range as far as possible.

Primary motor first gear drive mode: as shown in fig. 3, the main motor M1 stops, the auxiliary motor M2 starts to rotate forward, the first clutch 4 is disengaged, the second clutch 5 is engaged, the power of the auxiliary motor M2 is transmitted to the first gear driving gear 11 through the second input shaft 1b and the second clutch 5, the one-way clutch 3 is unlocked in an overrunning manner, the first input shaft 1a and the first gear driving gear 11 slip, and the first gear driving gear 11 drives the wheels to advance at a low speed through the intermediate shaft assembly and the differential mechanism 6. In the mode, the auxiliary motor M2 works independently, the auxiliary motor M2 is driven in one gear, the power and the torque of the auxiliary motor M2 are smaller, and the rated rotating speed and the rated torque are also smaller, so that the mode is suitable for the working condition of low speed and small torque, the defect that the economy is reduced due to the phenomenon that a trolley is pulled by a large horse easily caused by the single motor driving of a traditional electric vehicle is overcome, and the auxiliary motor M2 can work in a high-efficiency interval as far as possible.

The dual-motor one-gear driving mode comprises the following steps: as shown in fig. 4, the main motor M1 and the auxiliary motor M2 both start to rotate forward, the first clutch 4 is disengaged, the second clutch 5 is engaged, the one-way clutch 3 is locked at this time, the power of the main motor M1 is transmitted to the first gear driving gear 11 through the first input shaft 1a and the one-way clutch 3, the power of the auxiliary motor M2 is transmitted to the first gear driving gear 11 through the second input shaft 1b and the second clutch 5, the power of the main motor M2 and the power of the auxiliary motor M2 are superposed into a first combined power, and the first combined power drives the wheels to advance at a low speed through the intermediate shaft assembly and the differential mechanism 6. Under the mode, the two motors work in a combined mode and are driven in one gear, the motor is suitable for the working conditions of low speed and large torque, such as starting, low speed climbing, low speed rapid acceleration and the like, the torque capacity of the motors can be greatly reduced singly through the power superposition of the two motors, and the high efficiency of each motor can be fully exerted through reasonable torque distribution of the two motors.

The main motor is in a second-gear driving mode: as shown in fig. 5, the main motor M1 starts to rotate forward, the auxiliary motor M2 stops, the first clutch 4 is engaged, the second clutch 5 is disengaged, the power of the main motor M1 is transmitted to the second gear driving gear 12 through the first input shaft 1a and the first clutch 4, the second gear driving gear 12 drives the first gear driving gear 11 to rotate forward through the second gear driven gear 22, the intermediate shaft and the first gear driven gear 21, and after two-stage acceleration, the rotation speed of the first gear driving gear 11 is far higher than that of the first input shaft 1a, the one-way clutch 3 is unlocked in an overrunning manner, the first gear driving gear 11 idles on the first input shaft 1a, and the second gear driving gear 12 drives the wheels to advance at a high speed through the intermediate shaft assembly and the differential mechanism 6. Main motor M1 works alone under this mode, keeps off the drive, is applicable to the operating mode of high-speed little moment of torsion, through shifting the rotational speed that main motor M1 when reducing high-speed and traveling to promote main motor M1's work efficiency, reduce the motor energy consumption, noise, vibration and part loss when reducing high-speed and traveling simultaneously.

Two motor two keep off drive mode: as shown in fig. 5, the main motor M1 starts forward rotation, the sub-motor M2 starts high-speed forward rotation, the first clutch 4 and the second clutch 5 are both combined, the power of the main motor M1 is transmitted to the second gear driving gear 12 through the first input shaft 1a and the first clutch 4, the power of the sub-motor M2 is transmitted to the first gear driving gear 11 through the second input shaft 1b and the second clutch 5 to drive the first gear driving gear 11 to rotate at high speed, the one-way clutch 3 is overrunning-unlocked at this time, the first gear driving gear 11 slips with the first input shaft 1a, and the power of the main motor M2 and the sub-motor M2 is coupled through the transmission of the first gear driving gear 11, the intermediate shaft assembly and the second gear driving gear 12, and then drives the wheels to advance at high speed through the intermediate shaft assembly and the differential mechanism 6. In the mode, the two motors work together and are driven at two gears, so that short-time high power can be provided under the high-speed working condition.

The double-motor reverse gear driving mode: as shown in fig. 7, the main motor M1 and the auxiliary motor M2 are both started to rotate in reverse, the first clutch 4 is disengaged, the second clutch 5 is engaged, the power of the auxiliary motor M2 is transmitted to the first-gear driving gear 11 through the second input shaft 1b and the second clutch 5, so that the first-gear driving gear 11 rotates in reverse, the main motor M1 drives the first input shaft 1a to idle in reverse direction, the auxiliary motor M2 is prevented from driving the main motor M1 to rotate through the first-gear driving gear 11 and the one-way clutch 3, and the first-gear driving gear 11 drives the wheels to rotate in low speed through the intermediate shaft assembly and the differential mechanism 6. Under the mode, the two motors work in a reverse rotation mode and are driven in a first gear mode, and the reversing mechanism is suitable for the working condition of reversing at low speed and high torque.

The dual-motor multi-mode power system further comprises a control system (not shown) for controlling the power system to drive the vehicle to move in one of the six operating modes in response to a request of the vehicle control unit.

In the present embodiment, the first clutch 4 is a wet friction clutch, and as shown in fig. 8, includes a housing 41 disposed between the secondary drive gear 12 and the main motor M1, and a first friction pair 42, a relative rotation actuator, a second friction pair 43, and a first electromagnet 44 disposed in this order in the housing 41. The housing 41 is in transmission connection with the second gear driving gear 12, a driving friction plate of the first friction pair 42 is connected with the first input shaft 1a, a driven friction plate is connected with the housing 41, a driving friction plate of the second friction pair 43 is connected with the housing 41, and the driven friction pair is connected with the relative rotation actuator. The first electromagnet 44 is energized to press the driving and driven friction plates of the second friction pair 43 against each other, so that the relative rotation actuator rotates relatively to press the driving and driven friction plates of the first friction pair 42 axially, the two-gear driving gear 12 is engaged with the first input shaft 1a, and the first electromagnet 44 is de-energized to disengage the two-gear driving gear 12 from the first input shaft 1 a.

In this embodiment, the relative rotation actuator is a ball ramp type actuator including a first cam plate 45, a second cam plate 46, and a plurality of balls 47 circumferentially arranged therebetween. The opposite end surfaces of the first cam disc 45 and the second cam disc 46 are respectively provided with a plurality of circular arc-shaped track grooves distributed along the circumference, the depth of each track groove changes along the circumferential direction, each ball 47 is clamped between one track groove of the first cam disc 45 and one track groove of the second cam disc 46, under the condition of no influence of other external force, the balls 47 are clamped at the deepest parts of the two track grooves, the two cam discs synchronously rotate through the balls 47, and the relative rotation of the two cam discs can enable the balls 47 to roll in the track grooves to enable the two cam discs to generate axial relative displacement. The first cam plate 45 is fixed to the first input shaft 1a in the circumferential direction and adjacent to the first friction pair 42, and the second cam plate 46 is axially fixed to the first input shaft 1a in an empty state and connected to the driven friction plate of the second friction pair 43. Therefore, the driving and driven friction plates of the second friction pair 43 are pressed against each other, so that the second cam plate 46 is connected to the housing 41 and rotates relative to the first cam plate 45, thereby axially moving the first cam plate 45 to press the driving and driven friction plates of the first friction pair 42. It is within the scope of the present invention to replace the ball ramp actuator with other types of relative rotation actuators herein.

As shown in fig. 9, in the present embodiment, the second clutch 5 includes an electromagnetic thruster, a clutch disc 51, and a return spring 52, which are sequentially provided between the sub-motor M2 and the first-gear drive gear 11. The clutch disc 51 is circumferentially fixed with the second input shaft 1b and synchronously rotates along with the second input shaft 1b, and a tooth-shaped locking connection structure which is matched with each other is arranged between the clutch disc 51 and the first-gear driving gear 11 and can be an end face tooth or an inner ring tooth. The on/off of the electromagnetic thruster can cause the clutch disc 51 to move axially along the second input shaft 1b to be locked and connected with or separated from the first gear driving gear 11, so that the first gear driving gear 11 is combined with or separated from the second input shaft 1 b. The return spring 52 is in contact with a space between the clutch disc 51 and the first gear drive gear 11, and constantly applies a force to the clutch disc 51 so as to tend to move away from the first gear drive gear 11. Specifically, the electromagnetic thruster includes an annular housing 53, a second electromagnet 54, an annular support sleeve 55 and a sliding sleeve 56, which are coaxially disposed, the second electromagnet 54 is disposed in the annular housing 53, the annular support sleeve 55 is disposed on the radial inner side of the annular housing 53, a bearing is disposed between the annular support sleeve 55 and the second input shaft 1b, the sliding sleeve 56 is axially movably disposed between the annular housing 53 and the annular support sleeve 55 and is abutted against the clutch disc 51, and the second electromagnet 54 is energized to cause the sliding sleeve 56 to axially move to push the clutch disc 51 to move to be locked and connected with the first gear driving gear 11.

Finally, it is understood that various other changes and modifications can be made by those skilled in the art based on the technical idea of the present invention, and all such changes and modifications should fall within the scope of the appended claims.

Claims

1. The utility model provides a bi-motor multimode driving system, includes driving motor, input shaft subassembly, jackshaft subassembly, first clutch and second clutch, the input shaft subassembly includes the input shaft and locates a fender driving gear on the input shaft, keep off the driving gear, the jackshaft subassembly includes the jackshaft parallel with the input shaft and fixed connection keeps off driven gear, two keep off driven gear on the jackshaft, keeps off driven gear and a fender driving gear meshing transmission, keeps off driven gear and two keep off the driving gear meshing transmission, jackshaft subassembly through differential mechanism drive electric automobile's wheel, its characterized in that:

the driving motor comprises a main motor and an auxiliary motor which are symmetrically arranged at two ends of an input shaft, the input shaft comprises a first input shaft and a second input shaft which are rotatably butted, the other end of the first input shaft is connected with the main motor, and the other end of the second input shaft is connected with the auxiliary motor; the first gear driving gear is arranged on the first input shaft through a one-way clutch, the one-way clutch is set to allow the first gear driving gear to rotate in the positive direction relative to the first input shaft, otherwise, the first gear driving gear is locked, the second gear driving gear is sleeved on the first input shaft in a vacant mode, the first clutch is combined or separated to enable the second gear driving gear to be combined or separated from the first input shaft, and the second clutch is combined or separated to enable the first gear driving gear to be combined or separated from the second input shaft;

the dual-motor multi-mode power system has six working modes, comprising:

the first-gear driving mode of the main motor is characterized in that the main motor starts to rotate forwards, the auxiliary motor stops, the first clutch and the second clutch are disengaged, the power of the main motor is transmitted to the first-gear driving gear through the first input shaft and the one-way clutch, and the first-gear driving gear drives wheels to advance at a low speed through the intermediate shaft assembly and the differential mechanism;

the auxiliary motor is in a first-gear driving mode, the main motor stops, the auxiliary motor starts to rotate forwards, the first clutch is disengaged, the second clutch is combined, the power of the auxiliary motor is transmitted to the first-gear driving gear through the second input shaft and the second clutch, the one-way clutch is unlocked in an overrunning mode, the first input shaft and the first-gear driving gear slip, and the first-gear driving gear drives the wheels to advance at a low speed through the intermediate shaft assembly and the differential mechanism;

2. The dual-motor multi-mode power system according to claim 1, wherein: the first clutch comprises a shell arranged between a two-gear driving gear and a main motor, and a first friction pair, a relative rotation actuator, a second friction pair and a first electromagnet which are sequentially arranged in the shell, wherein the shell is in transmission connection with the two-gear driving gear, a driving friction plate of the first friction pair is connected with a first input shaft, a driven friction plate is connected with the shell, a driving friction plate of the second friction pair is connected with the shell, the driven friction pair is connected with the relative rotation actuator, the first electromagnet is electrified to enable the driving friction plate and the driven friction plate of the second friction pair to be mutually pressed, so that the relative rotation actuator rotates relatively to generate axial movement to press the driving friction plate and the driven friction plate of the first friction pair, the two-gear driving gear is combined with the first input shaft, and the first electromagnet is powered off to enable the two-gear driving gear to be separated from the first input shaft.

3. The dual-motor multi-mode power system according to claim 1, wherein: the second clutch comprises an electromagnetic thruster, a clutch disc and a return spring which are sequentially arranged between the auxiliary motor and the first-gear driving gear, the clutch disc and the second input shaft are circumferentially fixed and synchronously rotate along with the second input shaft, and tooth-shaped locking connection structures matched with each other are arranged between the clutch disc and the first-gear driving gear; the on-off of the electromagnetic thruster can cause the clutch disc to move axially along the second input shaft to be locked and connected with or separated from the first gear driving gear, so that the first gear driving gear is combined with or separated from the second input shaft; the return spring applies a force to the clutch plate tending to move it away from the first gear drive gear.