Distributed drive mechanism and its shift control method

Abstract

This invention relates to a distributed drive mechanism and its shift control method. The distributed drive mechanism includes two drive units, each comprising a motor and a transmission component. The motor outputs power through the transmission component. The two transmission components in the two drive units share a common rotation axis, and are engaged or disengaged via a coupling clutch. When the coupling clutch is disengaged, the two drive units operate independently, providing torque vectoring capability to distribute different torques to the left and right wheels, assisting the vehicle in following the steering wheel's intent. Furthermore, since the two drive units drive the left and right wheels separately, the power requirement of a single motor is low, allowing for the selection of a smaller motor, thereby reducing motor size and weight, and lowering costs. When the two transmission components are engaged via the coupling clutch, they rotate synchronously. The two drive units are coupled together, locking the left and right wheels as a single unit rotating synchronously, achieving the function of a differential lock, which can meet the power requirements under certain operating conditions.

Description

Technical Field

[0001] This invention relates to the field of electric drive technology, and more specifically to a distributed drive mechanism and its shift control method. Background Technology

[0002] Currently, the distributed drive units drive independently of each other and do not have differential lock functionality. Summary of the Invention

[0003] Based on the above description, the present invention provides a distributed drive mechanism and its shift control method to solve the problem that current distributed drive units drive independently of each other and do not have differential lock function.

[0004] The technical solution of the present invention to solve the above-mentioned technical problems is as follows: In a first aspect, this application provides a distributed drive mechanism, including two drive units. Each drive unit includes a motor and a transmission component. The motor outputs power through the transmission component. The two transmission components in the two drive units share a common rotation axis, and the two transmission components are engaged or disengaged by a coupling clutch.

[0005] Preferably, the drive unit further includes a first transmission structure and a second transmission structure, and the motor output power can be selectively transmitted to the transmission component through the first transmission structure or the second transmission structure.

[0006] Preferably, the first transmission structure reduces the output power of the motor and then transmits it to the transmission component, while the second transmission structure directly transmits the output power of the motor to the transmission component.

[0007] Preferably, the first transmission structure includes a primary reducer and a first-gear clutch. The rotor of the motor is connected to the input end of the primary reducer, the motor outputs power into the primary reducer, and the output end of the primary reducer engages or disengages from the transmission component via the first-gear clutch.

[0008] Preferably, the second transmission structure includes a two-speed clutch, through which the rotor of the motor engages or disengages with the transmission component.

[0009] Preferably, the second transmission structure includes a two-speed clutch, through which the rotor of the motor engages or disengages with the transmission component.

[0010] Preferably, the drive unit further includes a two-stage reducer, the input end of which is connected to the transmission component, and the power output from the transmission component is input to the two-stage reducer.

[0011] Preferably, the rotor of the motor and the transmission component share the same rotation axis.

[0012] Preferably, the motor is an external rotor motor with a ring-shaped stator, and the first-stage reducer is located inside the stator of the motor.

[0013] Preferably, the primary reducer is a planetary reducer, wherein the sun gear of the planetary reducer and the rotor of the motor are coaxially fixed, and the planet carrier of the planetary reducer serves as the output end to output power.

[0014] Preferably, the transmission component is connected to a transmission shaft, the axis of the transmission shaft is coaxial with the rotation axis of the transmission component, the transmission shaft passes through the motor, and the rotor of the motor engages or disengages from the transmission shaft through the second-gear clutch.

[0015] Preferably, the transmission component is a hollow shaft coaxially sleeved outside the transmission shaft and connected to the transmission shaft.

[0016] Preferably, the transmission components and the motors are distributed along the motor axis, and the two transmission components in the two drive units are located between the two motors.

[0017] Preferably, the two drive units are arranged symmetrically with respect to a plane perpendicular to the motor axis.

[0018] Secondly, this application provides a shift control method for the aforementioned distributed drive mechanism, including low-speed to high-speed shifting and high-speed to low-speed shifting, wherein the low-speed to high-speed shifting includes: The coupling clutch engages; In one drive unit, the motor's torque output is increased to twice the current torque output; this drive unit is the first drive unit. Meanwhile, in another drive unit, the motor's torque output is reduced to zero; this drive unit is the second drive unit. In the second drive unit, the first gear clutch is disengaged; In the second drive unit, the motor speed is reduced to within the set range of the speed difference between the motor and the transmission component. In the second drive unit, the second gear clutch is engaged; In the second drive unit, the motor's torque output is increased to twice the torque set in the high-speed gear, while in the first drive unit, the motor's output torque is reduced to zero. In the first drive unit, the first gear clutch is disengaged; In the first drive unit, the motor speed is reduced to within a set range of the speed difference between the motor and the transmission component. In the first drive unit, the second gear clutch is engaged; In the first drive unit, the motor's torque output is increased to the high-speed gear set torque, while in the second drive unit, the motor's output torque is reduced to the high-speed gear set torque. The coupling clutch disengaged; The high-speed to low-speed shifting includes: The coupling clutch engages; In one drive unit, the motor's torque output is increased to twice the current torque output; this drive unit is the first drive unit. Meanwhile, in another drive unit, the motor's torque output is reduced to zero; this drive unit is the second drive unit. In the second drive unit, the second gear clutch disengages; In the second drive unit, the motor speed is increased so that the difference between the output speed of the first-stage reducer and the speed of the transmission component is within the set range. In the second drive unit, the first gear clutch is engaged; In the second drive unit, the motor's torque output is increased to twice the torque set in the low-speed gear, while in the first drive unit, the motor's output torque is reduced to zero. In the first drive unit, the second gear clutch is disengaged; In the first drive unit, the speed of the motor is increased so that the difference between the output speed of the first-stage reducer and the speed of the transmission component is within the set range; In the first drive unit, the first gear clutch is engaged; In the first drive unit, the motor's torque output is increased to the low-speed gear set torque, while in the second drive unit, the motor's output torque is reduced to the low-speed gear set torque. The coupling clutch disengages.

[0019] Compared with the prior art, the technical solution of this application has at least the following beneficial technical effects: 1. The distributed drive mechanism of this application drives the left and right wheels to rotate through two drive units. The motor output power in each drive unit is transmitted to the wheels via a transmission component. When the coupling clutch is disengaged, the two drive units operate independently to provide torque vectoring capability, distributing different torques to the left and right wheels to assist the vehicle in following the steering wheel's intent. When the two transmission components are engaged through the coupling clutch, they rotate synchronously, coupling the two drive units together. This locks the left and right wheels into a single unit that rotates synchronously, achieving the function of a differential lock, thus meeting the power requirements under certain operating conditions. Furthermore, since the two drive units drive the left and right wheels separately, the power requirement of a single motor is low, allowing for the selection of a smaller power motor, thereby reducing motor size and weight, and lowering costs.

[0020] 2. Each drive unit of the distributed drive mechanism is equipped with a primary reducer and a secondary reducer, along with a first-gear clutch and a second-gear clutch, enabling the drive unit to achieve two power output modes. In low-speed mode, the first-gear clutch engages and the second-gear clutch disengages. The motor output power is reduced by the primary reducer and then output to the secondary reducer. After further reduction by the secondary reducer, the power is output to the wheels. This two-stage reduction provides higher output torque. In high-speed mode, the second-gear clutch engages and the first-gear clutch disengages. The motor output power is directly output to the secondary reducer via the rotor. After further reduction by the secondary reducer, the power is output to the wheels. This two-stage reduction provides higher output speed. Multiple power output modes can be achieved to meet the power requirements under various operating conditions.

[0021] 3. By designing the motor as an external rotor motor with a ring-shaped stator, and utilizing the space inside the stator to house the first-stage reducer, the entire drive unit becomes more axially compact. Furthermore, the first-stage reducer employs a planetary reducer, resulting in a smaller radial volume. This reduces the axial and radial space occupied within the gearbox, achieving an integrated design. This approach achieves a smaller size and lower cost while meeting the requirements of multiple power modes.

[0022] 4. The shifting method of this application can achieve continuous power transmission during the shifting process from low gear to high gear and from high gear to low gear, realize uninterrupted power shifting, and improve the smoothness of vehicle operation. Attached Figure Description

[0023] Figure 1 This is a schematic diagram of the structure of the distributed drive mechanism provided in an embodiment of the present invention; Figure 2 This is a schematic diagram of the power transmission path of the distributed drive mechanism provided in an embodiment of the present invention.

[0024] Explanation of reference numerals in the attached figures: 1. Motor; 11. Rotor assembly; 12. Rotor support; 2. First-stage reducer; 3. Second-stage reducer; 31. Input gear; 32. Transmission gear; 33. Output gear; 4. Transmission component; 5. First-gear clutch; 6. Second-gear clutch; 7. Mounting shaft; 8. Transmission shaft; 9. Mounting bracket; 10. Bracket; 20. Coupling clutch; a. Half shaft. Detailed Implementation

[0025] To facilitate understanding of this application, a more complete description will be provided below with reference to the accompanying drawings, which illustrate embodiments of the present application. However, the present application can be implemented in many different forms and is not limited to the embodiments described herein. Rather, these embodiments are provided so that the disclosure of this application will be thorough and complete.

[0026] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the application.

[0027] It is understood that spatial relation terms such as "below," "under," "below," "below," "above," "above," etc., can be used here to describe the relationship between one element or feature shown in the figure and other elements or features. It should be understood that, in addition to the orientation shown in the figure, spatial relation terms also include different orientations of the device in use and operation. For example, if the device in the figure is flipped, the element or feature described as "below" or "below" of the other element or feature will be oriented "above" the other element or feature. Therefore, the exemplary terms "below" and "below" can include both upper and lower orientations. Furthermore, the device may also include other orientations (e.g., rotated 90 degrees or other orientations), and the spatial descriptive terms used herein will be interpreted accordingly.

[0028] It should be noted that when one element is considered to be "connected" to another element, it can be directly connected to the other element or connected to the other element through an intermediary element. In the following embodiments, "connection" should be understood as "electrical connection," "communication connection," etc., if the connected circuits, modules, units, etc., have the transmission of electrical signals or data between them.

[0029] When used herein, the singular forms of “a,” “an,” and “the” may also include the plural forms unless the context clearly indicates otherwise. It should also be understood that the terms “comprising,” “including,” or “having,” etc., specify the presence of the stated feature, whole, step, operation, component, part, or combination thereof, but do not preclude the possibility of the presence or addition of one or more other features, wholes, steps, operations, components, parts, or combinations thereof.

[0030] Reference Figure 1 As shown, this application provides a distributed drive mechanism, which includes two drive units, each used to drive the left and right wheels to rotate.

[0031] The drive unit includes a motor 1 and a reduction mechanism. The motor 1 outputs power to the reduction mechanism, and after being reduced by the reduction mechanism, it outputs power to the half shaft a.

[0032] Reference Figure 1As shown, in order to achieve two power output modes for the drive unit, the reduction mechanism is configured to include a first transmission structure and a second transmission structure. The power output of the motor 1 can be selectively transmitted to the transmission component 4 through either the first transmission structure or the second transmission structure. Specifically, the first transmission structure reduces the power output of the motor 1 before transmitting it to the transmission component 4, while the second transmission structure directly transmits the power output of the motor 1 to the transmission component 4.

[0033] When the power output of motor 1 is transmitted through the first transmission structure, it is reduced in speed and then transmitted to the transmission component 4 for output, which can output higher torque. When it is transmitted through the second transmission structure, the power of motor 1 is directly transmitted to the transmission component 4 for output, which can output higher speed, thus realizing two power output modes.

[0034] In this embodiment, the above objective is achieved by configuring the first transmission structure to include a first-stage reducer 2 and a first-gear clutch 5, and the second transmission structure to include a second-gear clutch 6. The input end of the first-stage reducer 2 is connected to the rotor of the motor 1. The rotor of the motor 1 outputs power to the first-stage reducer 2. The output end of the first-stage reducer 2 is engaged or disengaged from the transmission component 4 through the first-gear clutch 5. The rotor of the motor 1 is directly engaged or disengaged from the transmission component 4 through the second-gear clutch 6.

[0035] Furthermore, the drive unit also includes a two-stage reducer 3, the input end of which is connected to the transmission component 4, and the output power of the transmission component 4 is input to the two-stage reducer 3.

[0036] The power output of motor 1 can be directly input to the two-stage reducer 3, and after being reduced by the two-stage reducer 3, it can be input to half shaft a. Alternatively, the power output of motor 1 can be input to the first-stage reducer 2, and after being reduced by the first-stage reducer 2 and the two-stage reducer 3, it can be input to half shaft a. The power output of motor 1 can be output to half shaft a after one or two stages of reduction.

[0037] Reference Figure 2 As shown, with the above configuration, the drive unit can achieve power output in both low-speed and high-speed gears.

[0038] Reference Figure 2 As shown, in the low gear, the first gear clutch 5 engages and the second gear clutch 6 disengages. The power output from the motor 1 is reduced by the first-stage reducer 2 and then output to the transmission component 4. The power is then output to the second-stage reducer 3 and then to the wheels. The power is input to the wheels after two stages of reduction, which can provide higher output torque.

[0039] Reference Figure 2As shown, in high gear, the second gear clutch 6 engages and the first gear clutch 5 disengages, the power transmission between the first-stage clutch 2 and the transmission component 4 is disconnected, the motor 1 outputs power directly to the transmission component 4, and then outputs power to the second-stage reducer 3 through the transmission component 4. After being reduced in speed by the second-stage reducer 3, the power is output to the wheels. The power is input to the wheels after the first-stage reduction, which can provide a higher output speed.

[0040] Therefore, the drive unit can realize multiple power output modes to meet the power requirements under various working conditions.

[0041] In this embodiment, the first-stage reducer 2 is a planetary reducer. The sun gear of the planetary reducer and the rotor of the motor 1 are coaxially fixed, and the planet carrier of the planetary reducer serves as the output end to output power. Correspondingly, the first-gear clutch 5 is used to engage or disengage the planet carrier of the planetary reducer and the transmission component 4.

[0042] Reference Figure 1 As shown, specifically, in each drive unit, the rotor of motor 1 and the transmission component 4 share a common axis of rotation. Similarly, the sun gear, planet carrier, and ring gear of the planetary reducer also share a common axis of rotation with the transmission component 4. To enable the planet carrier of the planetary reducer to output power, the ring gear of the planetary reducer is fixed to the stator of motor 1, or it can be directly fixed to the gearbox housing. Thus, when the sun gear rotates with the rotor of motor 1, the planet carrier is driven to rotate at a speed lower than that of the sun gear through the cooperation of the ring gear and the planet gears, achieving a reduction in power output.

[0043] Reference Figure 1 As shown, in this embodiment, the rotor of the motor 1 is connected to a hollow mounting shaft 7 coaxial with it, and the sun gear of the planetary reducer is coaxially sleeved outside the mounting shaft 7 and fixed to the mounting shaft 7.

[0044] Reference Figure 1 As shown, the two-stage reducer 3 includes an input gear 31, a transmission gear 32, and an output gear 33. The input gear 31 serves as the input end of the two-stage reducer 3 and is coaxially fixed with the transmission component 4. The transmission gear 32 and the input gear 31 are radially distributed and mesh with each other. The output gear 33 and the transmission gear 32 are radially distributed and mesh with each other. The output gear 33 serves as the output end and is coaxially fixed with half-shaft a to transmit power to half-shaft a and the wheel. In this embodiment, the diameters of the input gear 31, transmission gear 32, and output gear 33 gradually decrease to achieve the deceleration function of the two-stage reducer 3.

[0045] Reference Figure 1 As shown, in this embodiment, in order to reduce the axial volume of the drive unit, the motor 1 adopts an external rotor motor 1 and the stator is annular to form a receiving space inside the stator of the motor 1, and the first-stage reducer 2 is disposed inside the stator of the motor 1. In addition, the first-gear clutch 5 is also disposed inside the stator of the motor 1.

[0046] This embodiment utilizes the inner space of the stator of motor 1 to arrange the first-stage reducer 2 and the first-gear clutch 5, making the entire drive unit more axially compact. Furthermore, the first-stage reducer 2 employs a planetary reducer, resulting in a smaller radial volume, thereby reducing the axial and radial space occupied within the gearbox and achieving an integrated design. While meeting the requirements of multiple power modes, it achieves a smaller size and lower cost.

[0047] Reference Figure 1 As shown, specifically, the rotor of motor 1 is composed of rotor assembly 11 and rotor bracket 12. Rotor bracket 12 provides a mounting base for rotor assembly 11. Rotor assembly 11 and rotor bracket 12 are fixed relative to each other. Rotor bracket 12 extends to the inside of stator and is fixed to mounting shaft 7. Rotor bracket 12 and mounting shaft 7 provide support for planetary reducer.

[0048] Reference Figure 1 As shown in this embodiment, in the drive unit, the motor 1 and the transmission component 4 are axially distributed. To enable the motor 1 to directly input power to the transmission component 4 via the second-gear clutch 6, the transmission component 4 is connected to a transmission shaft 8. The axis of the transmission shaft 8 is coaxial with the rotation axis of the transmission component 4, and the transmission shaft 8 and the transmission component 4 are fixed to each other. The transmission shaft 8 passes through the motor 1, and the rotor of the motor 1 engages or disengages from the transmission shaft 8 via the second-gear clutch 6.

[0049] Specifically, the transmission component 4 is a hollow shaft coaxially sleeved outside the drive shaft. One end of the transmission shaft 8 is fixed to the transmission component 4, and the other end passes through the motor 1 and engages or disengages with the rotor support 12 of the motor 1 through the second-gear clutch 6. Correspondingly, the first-gear clutch 5 and the second-gear clutch 6 are respectively located on both sides of the motor shaft.

[0050] In this embodiment, the two transmission components 4 in the two drive units are located between the two motors 1, and the two drive units are arranged symmetrically with respect to a plane perpendicular to the axis of motor 1. The distributed drive mechanism formed by the two drive units has a symmetrical structure, thereby ensuring a balanced weight distribution in the width direction of the entire distributed drive mechanism.

[0051] It is understandable that, in the actual installation state of the distributed drive mechanism inside the gearbox, the stator of motor 1 is fixed to the gearbox housing to ensure that motor 1 can output power. The specific method of fixing the stator can be designed according to the actual situation.

[0052] Reference Figure 1As shown, in this embodiment, a mounting bracket 9 is provided inside the gearbox housing to support the stator of the motor 1, and a bracket 10 is provided to support the transmission component 4. The mounting bracket 9 and bracket 10 can be annular protrusions formed during the die-casting of the gearbox housing, and can be designed with features such as recesses, planes, and holes according to positioning requirements. Alternatively, the mounting bracket 9 and bracket 10 can be designed separately according to the installation and positioning requirements of the stator and transmission component 4, and assembled into the gearbox housing during assembly as the installation and support base for the stator and transmission component 4. A suitable solution can be selected based on actual needs.

[0053] Reference Figure 1 As shown, furthermore, in some working conditions (such as climbing), it is necessary to lock the left and right wheels as a whole to rotate synchronously. In order to achieve this function, the distributed drive mechanism is provided with a coupling clutch 20, through which the two transmission components 4 in the two drive units are engaged or disengaged.

[0054] Reference Figure 1 and Figure 2 As shown, when the coupling clutch 20 is disengaged, the two drive units operate independently to provide torque vectoring capability, distributing different torques to the left and right wheels to assist the vehicle in following the steering wheel's intent. When the two transmission components 4 are engaged through the coupling clutch 20, they rotate synchronously, coupling the two drive units together. This locks the left and right wheels into a single unit that rotates synchronously, achieving the function of a differential lock, thereby meeting the power requirements under certain operating conditions.

[0055] In this embodiment, the coupling clutch 20 is disposed between the two drive units and between the two transmission components 4. Correspondingly, there are a total of five clutches in the distributed drive mechanism. The five clutches are distributed along the motor axis in the following order: second gear clutch 6, first gear clutch 5, coupling clutch 20, first gear clutch, and second gear clutch. Furthermore, the two first gear clutches 5 are symmetrically distributed on both sides of the coupling clutch 20, and the two second gear clutches 6 are also symmetrically distributed on both sides of the coupling clutch 20. The entire distributed drive mechanism has a symmetrical structure in the vehicle width direction.

[0056] The specific types of the first gear clutch 5, the second gear clutch 6, and the coupling clutch 20 can be selected according to the needs.

[0057] This embodiment also provides a shift control method for the above-mentioned distributed drive mechanism, including low-speed to high-speed shifting and high-speed to low-speed shifting.

[0058] The low-speed to high-speed gear shift involves changing from a low-speed gear to a high-speed gear, and specifically includes the following steps: 1. Engage the coupling clutch 20.

[0059] Specifically, when the shifting conditions are met, the control coupling clutch 20 engages, coupling the two drive units. At this time, the left and right wheels are coupled as a whole. Since the duration is very short, the problem of temporarily losing torque vectoring capability can be ignored.

[0060] 2. In one drive unit, the torque output of motor 1 is increased to twice the current torque output; this drive unit is designated as the first drive unit. Simultaneously, in the other drive unit, the torque output of motor 1 is reduced to zero; this drive unit is designated as the second drive unit. This step causes one motor 1 to stop outputting torque, while the other motor 1 drives the left and right wheels independently to maintain vehicle speed and torque output.

[0061] 3. In the second drive unit, the first gear clutch 5 is disengaged. This step disconnects the power transmission between the motor 1 in the second drive unit and the wheels, so that the speed of the motor 1 can be reduced subsequently.

[0062] 4. In the second drive unit, the speed of motor 1 is reduced to within a set range of the speed difference between it and the transmission component 4. This step matches the speed of motor 1 with the input of the secondary reducer 3. The speed of motor 1 is very close to, but not exactly the same as, the speed difference is within the range of 10-50 rpm, ensuring that the second-gear clutch 6 in the subsequent second drive unit engages smoothly and quickly.

[0063] 5. In the second drive unit, the second gear clutch 6 is engaged. This step enables the motor 1 in the second drive unit and the second gear clutch 6 to transmit power to each other.

[0064] 6. In the second drive unit, the torque output of motor 1 is increased to twice the torque set in the high-speed gear. At the same time, in the first drive unit, the output torque of motor 1 is reduced to zero. This step allows motor 1 in the second drive unit to drive the left and right wheels independently to maintain vehicle speed and torque output, while motor 1 in the first drive unit does not output torque.

[0065] 7. In the first drive unit, the first gear clutch 5 is disengaged. This step disconnects the power transmission between the motor 1 in the first drive unit and the wheels, so that the speed of the motor 1 can be reduced subsequently.

[0066] 8. In the first drive unit, the speed of motor 1 is reduced to within a set range of the speed difference between it and the transmission component 4. Similar to step 4, step 8 matches the speed of motor 1 in the first drive unit with the input of the secondary reducer 3. The speed of motor 1 is very close to but not exactly the same as the speed of the input of the secondary reducer 3 (for example, the speed difference is within the range of 10-50 rpm), ensuring that the second gear clutch 6 in the subsequent first drive unit engages smoothly and quickly.

[0067] 9. In the first drive unit, the second gear clutch 6 is engaged.

[0068] 10. In the first drive unit, the torque output of motor 1 is increased to the high-speed gear setting torque. At the same time, in the second drive unit, the output torque of motor 1 is reduced to the high-speed gear setting torque. This step switches motor 1 in both drive units to the high-speed gear setting operating state.

[0069] 11. Coupling clutch 20 disengages.

[0070] 12. Gear shift complete.

[0071] Shifting from high speed to low speed involves changing from a high gear to a low gear, and specifically includes the following steps: 1. Engage the coupling clutch 20.

[0072] Similar to the low-speed to high-speed shifting method, when the shifting conditions are met, the control coupling clutch 20 engages, coupling the two drive units. At this time, the left and right wheels are coupled as a whole. Since the duration is very short, the problem of temporarily losing torque vectoring capability can be ignored.

[0073] 2. In one drive unit, the torque output of motor 1 is increased to twice the current torque output. This drive unit is the first drive unit. Simultaneously, in the other drive unit, the torque output of motor 1 is reduced to zero. This drive unit is the second drive unit. This step causes one motor 1 to stop outputting torque, while the other motor 1 drives the left and right wheels to rotate independently, thus maintaining vehicle speed and torque output.

[0074] 3. In the second drive unit, the second gear clutch 6 disengages. This step disconnects the power transmission between the motor 1 in the second drive unit and the wheels, so that the speed of the motor 1 can be reduced subsequently.

[0075] 4. In the second drive unit, the speed of motor 1 is increased so that the speed difference between the output speed of the first-stage reducer 2 and the speed of the transmission component (4) is within the set range. This step makes the output speed of the first-stage reducer 2 and the input speed of the second-stage reducer 3 in the second drive unit match. The output speed of the first-stage reducer 2 and the input speed of the second-stage reducer 3 are very close but not completely consistent (for example, the speed difference is within the range of 10-50 rpm), ensuring that the first gear clutch 5 in the subsequent second drive unit engages smoothly and quickly.

[0076] 5. In the second drive unit, the first gear clutch 5 is engaged.

[0077] 6. In the second drive unit, the torque output of motor 1 is increased to twice the torque set in the low-speed gear. At the same time, in the first drive unit, the output torque of motor 1 is reduced to zero. This step allows motor 1 in the second drive unit to drive the left and right wheels independently to maintain vehicle speed and torque output, while motor 1 in the first drive unit does not output torque.

[0078] 7. In the first drive unit, the second gear clutch 6 disengages. This step disconnects the power transmission between the motor 1 in the first drive unit and the wheels, so that the speed of the motor 1 can be reduced subsequently.

[0079] 8. In the first drive unit, the speed of motor 1 is increased so that the speed difference between the output speed of the first-stage reducer 2 and the speed of the transmission component (4) is within the set range. This step makes the output speed of the first-stage reducer 2 in the first drive unit match the input speed of the second-stage reducer 3. The output speed of the first-stage reducer 2 and the input speed of the second-stage reducer 3 are very close but not completely consistent (for example, the speed difference is within the range of 10-50 rpm), ensuring that the second-gear clutch 6 in the subsequent first drive unit engages smoothly and quickly.

[0080] 9. In the first drive unit, the first gear clutch 5 is engaged.

[0081] 10. In the first drive unit, the torque output of motor 1 is increased to the low-speed gear setting torque. At the same time, in the second drive unit, the output torque of motor 1 is reduced to the low-speed gear setting torque. This step switches motor 1 in both drive units to the low-speed gear setting operating state.

[0082] 11. Coupling clutch 20 disengages.

[0083] 12. Gear shift complete.

[0084] This embodiment uses the above-mentioned shifting method to achieve continuous power transmission during the shifting process from low gear to high gear and from high gear to low gear, enabling uninterrupted power shifting and improving the smoothness of vehicle operation.

[0085] The distributed drive mechanism in this embodiment has the following advantages: 1. The two drive units can operate independently to drive the left and right wheels, providing torque vectoring capability. Each drive unit has two power output modes, which can meet the power needs of the vehicle under low-speed and high-altitude operating conditions.

[0086] 2. Motor 1 adopts an external rotor motor 1 and the stator is designed as a ring, utilizing the space inside the stator to arrange the first-stage reducer 2 and the first-gear clutch 5, resulting in a more compact axial configuration. Furthermore, since the two motors 1 drive individual wheels separately, smaller power and smaller size motors 1 can be selected, reducing the radial space occupied. The entire distributed drive mechanism has a smaller volume.

[0087] 3. The coupling clutch 20 can act as a differential lock, which can couple the left and right wheels into a whole under special working conditions to meet the power requirements under conditions such as climbing.

[0088] 4. The distributed drive mechanism enables uninterrupted gear shifting without power interruption, improving vehicle smoothness and providing a better driving experience.

[0089] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A distributed drive mechanism characterized by: It includes two drive units, each including a motor (1) and a transmission component (4). The motor (1) outputs power through the transmission component (4). The two transmission components (4) in the two drive units share a common rotation axis, and the two transmission components (4) are engaged or disengaged by a coupling clutch (20).

2. The distributed drive mechanism of claim 1, wherein: The drive unit further includes a first transmission structure and a second transmission structure, and the motor (1) outputs power that can be selectively transmitted to the transmission component (4) through the first transmission structure or the second transmission structure.

3. The distributed drive mechanism of claim 2, wherein: The first transmission structure reduces the output power of the motor (1) and transmits it to the transmission component (4), while the second transmission structure directly transmits the output power of the motor (1) to the transmission component (4).

4. The distributed drive mechanism of claim 3, wherein: The first transmission structure includes a first-stage reducer (2) and a first-gear clutch (5). The rotor of the motor (1) is connected to the input end of the first-stage reducer (2). The motor (1) outputs power to the first-stage reducer (2). The output end of the first-stage reducer (2) is engaged or disengaged from the transmission component (4) through the first-gear clutch (5).

5. The distributed drive mechanism of claim 3, wherein: The second transmission structure includes a two-speed clutch (6), through which the rotor of the motor (1) engages or disengages with the transmission component (4).

6. The distributed drive mechanism of claim 4, wherein: The second transmission structure includes a two-speed clutch (6), through which the rotor of the motor (1) engages or disengages with the transmission component (4).

7. The distributed drive mechanism of claim 1, wherein: The drive unit also includes a two-stage reducer (3), the input end of which is connected to the transmission component (4), and the transmission component (4) outputs power to the two-stage reducer (3).

8. The distributed drive mechanism of claim 1, wherein: The rotor of the motor (1) and the transmission component (4) share the same rotation axis.

9. The distributed drive mechanism of claim 8, wherein: The motor (1) is an external rotor motor (1) with a ring-shaped stator, and the first-stage reducer (2) is located inside the stator of the motor (1).

10. The distributed drive mechanism according to claim 8, characterized in that: The first-stage reducer (2) is a planetary reducer. The sun gear of the planetary reducer and the rotor of the motor (1) are fixed coaxially. The planet carrier of the planetary reducer serves as the output end to output power.

11. The distributed drive mechanism according to claim 5, characterized in that: The transmission component (4) is connected to a transmission shaft (8), the axis of the transmission shaft (8) is coaxial with the rotation axis of the transmission component (4), the transmission shaft (8) passes through the motor (1), and the rotor of the motor (1) engages or disengages from the transmission shaft (8) through the second gear clutch (6).

12. The distributed drive mechanism according to claim 11, characterized in that: The transmission component (4) is a hollow shaft coaxially sleeved outside the transmission shaft (8) and connected to the transmission shaft (8).

13. The distributed drive mechanism according to claim 1, characterized in that: The transmission component (4) and the motor (1) are distributed along the axial direction of the motor (1), and the two transmission components (4) in the two drive units are located between the two motors (1).

14. The distributed drive mechanism according to claim 1, characterized in that: The two drive units are symmetrically arranged with respect to a plane perpendicular to the axis of the motor (1).

15. The shift control method for the distributed drive mechanism as described in claim 6, characterized in that, This includes low-speed to high-speed shifting and high-speed to low-speed shifting, wherein the low-speed to high-speed shifting includes: The coupling clutch (20) is engaged; In one of the drive units, the torque output of the motor (1) is increased to twice the current torque output. This drive unit is the first drive unit. Meanwhile, in another drive unit, the torque output of the motor (1) is reduced to zero. This drive unit is the second drive unit. In the second drive unit, the first gear clutch (5) is disengaged; In the second drive unit, the speed of the motor (1) is reduced to within the set range of the speed difference between the motor (1) and the transmission component (4); In the second drive unit, the second gear clutch (6) is engaged; In the second drive unit, the torque output of the motor (1) is increased to twice the torque set in the high-speed gear, while in the first drive unit, the output torque of the motor (1) is reduced to zero. In the first drive unit, the first gear clutch (5) is disengaged; In the first drive unit, the speed of the motor (1) is reduced to within the set range of the speed difference between the motor (1) and the transmission component (4); In the first drive unit, the second gear clutch (6) is engaged; In the first drive unit, the torque output of the motor (1) is increased to the high-speed gear set torque, while in the second drive unit, the output torque of the motor (1) is reduced to the high-speed gear set torque. The coupling clutch (20) disengages; The high-speed to low-speed shifting includes: The coupling clutch (20) is engaged; In one of the drive units, the torque output of the motor (1) is increased to twice the current torque output. This drive unit is the first drive unit. Meanwhile, in another drive unit, the torque output of the motor (1) is reduced to zero. This drive unit is the second drive unit. In the second drive unit, the second gear clutch (6) is disengaged; In the second drive unit, the speed of the motor (1) is increased, so that the difference between the output speed of the first-stage reducer (2) and the speed of the transmission component (4) is within the set range; In the second drive unit, the first gear clutch (5) is engaged; In the second drive unit, the torque output of the motor (1) is increased to twice the torque set in the low speed gear, while in the first drive unit, the output torque of the motor (1) is reduced to zero. In the first drive unit, the second gear clutch (6) is disengaged; In the first drive unit, the speed of the motor (1) is increased, so that the difference between the output speed of the first-stage reducer (2) and the speed of the transmission component (4) is within the set range; In the first drive unit, the first gear clutch (5) is engaged; In the first drive unit, the torque output of the motor (1) is increased to the low-speed gear set torque, while in the second drive unit, the output torque of the motor (1) is reduced to the low-speed gear set torque. The coupling clutch (20) is disengaged.

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