Single power source distributed drive system, drive axle and control method

Abstract

The present invention discloses a single power source distributed drive system, a drive axle and a control method. It includes a motor, a transmission, the input end of the transmission is connected to the output end of the motor, and the transmission has two output ends; a first clutch is connected to the first output end of the transmission, and the output of the first clutch is used to connect the first half shaft; a second clutch is connected to the second output end of the transmission, and the output is used to connect the second half shaft. The present invention directly uses the output of the clutch as the wheel power input end, and cleverly uses the clutch active plate and driven plate to have a separation condition, a full engagement condition, and a semi-engagement condition to form different torque outputs, so as to realize the separate control output of the output torque of the coaxial left and right wheels. The drive assembly reduces the differential. It is conducive to the integrated design of the drive assembly to reduce the difficulty of realizing the integration of the drive assembly.

Description

Technical Field

[0001] The present invention belongs to new energy vehicle driving technology, and specifically relates to a single power source distributed driving technology. Background Art

[0002] Currently, there are three main types of distributed electric drive systems.

[0003] The first type is the wheel hub motor, where the drive motor is directly integrated with the wheel hub, brake, and steering system. The outer rotor motor is used to directly drive the wheel, and each motor corresponds to a control system. This solution has high unsprung mass: high integration difficulty: high cost: lack of overload protection: high environmental adaptability requirements:

[0004] The second type is the wheel-side motor, which is integrated with the braking and steering systems. The motor drives the wheels through a parallel shaft or planetary shaft reduction mechanism or directly drives the wheels. Each motor corresponds to a set of control systems that can be controlled individually to achieve distributed drive. This solution has high unsprung mass and is difficult to integrate.

[0005] The third type is centrally arranged distributed drive. The motor is arranged in approximately the same position as the centralized drive. The electric drive assembly is suspended on the frame, and the power is transmitted to the wheels through two sets of reduction mechanisms and drive shafts. The integration difficulty is relatively low. Each motor corresponds to a control system that can be controlled individually to achieve distributed drive.

[0006] For example, CN113500904A discloses a centralized two-speed electric drive axle, which includes a single motor speed change mechanism, a clutch, a brake, and a differential to realize the two-speed output of the new energy vehicle drive axle. A clutch and a brake are set between the single motor and the secondary planetary reduction mechanism, and the output of the secondary planetary reduction mechanism is connected to the differential, and then to the power transmission of the half-axle. This structure cannot realize active and separate control of the torque of the wheels on both sides of the half-axle; it is not conducive to a small turning radius. Summary of the invention

[0007] The object of the present invention is to provide a single power source distributed drive system, a drive axle and a control method which utilizes one motor to realize active control of left and right half-axle outputs respectively.

[0008] One of the technical solutions of the present invention: a single power source distributed drive system, comprising a motor,

[0009] A transmission, the input end of which is connected to the output end of the motor, and the transmission has two output ends;

[0010] A first clutch is connected to the first output end of the transmission, and the output of the first clutch is used to connect the first half shaft to control the torque output of the first wheel on one side of the first shaft;

[0011] The second clutch is connected to the second output end of the transmission, and the output is used to connect the second half shaft; it controls the torque output of the second wheel on the other side of the first shaft.

[0012] The transmission can be but is not limited to a speed reducer. The transmission ratios of the two output ends of the transmission are the same.

[0013] The present invention directly uses the output of the clutch as the wheel power input end, and cleverly utilizes the clutch active plate and driven plate to have separation conditions, full engagement conditions, and semi-engagement conditions to form different torque outputs, thereby achieving separate control output of the output torque of the coaxial left and right wheels.

[0014] The drive assembly reduces the differential, which reduces the difficulty of realizing the integration of the drive assembly and is conducive to the integrated design of the drive assembly.

[0015] The clutch may be, but is not limited to, a wet clutch, in particular a multi-plate wet clutch.

[0016] A further preferred solution is that the motor and the transmission are integrated in the first housing to form an integrated powertrain; the second housing on one side of the first clutch and one side of the first housing are configured as an integrated structure, and the third housing on one side of the second clutch and the other side of the first housing are configured as an integrated structure.

[0017] The clutch housing is respectively integrated and configured on both sides of the motor transmission powertrain housing to form an integral unit; the integration of the drive system is improved; and the production efficiency is improved and the processing cost is reduced by not limited to casting (die-casting) the integrally formed housing.

[0018] A further preferred solution is that the first clutch, the second clutch and the powertrain are coaxially arranged or the first clutch, the second clutch and the powertrain are parallelly arranged.

[0019] The coaxially arranged drive system is beneficial to reducing the size of the product in the rearward direction (X direction) of the vehicle and is beneficial to the arrangement of components in the X direction at the bottom of the vehicle.

[0020] The first clutch, the second clutch and the powertrain are arranged in parallel with each other, which can increase the distance between the drive system and the ground while ensuring the size of the drive system in the X direction, and is beneficial to the design of the ground clearance of the whole vehicle.

[0021] The second technical solution of the present invention is a single power source distributed drive axle, comprising a motor,

[0022] A transmission, the input end of which is connected to the output end of the motor, and the transmission has two output ends;

[0023] A first clutch is connected to the first output end of the transmission, and the output of the first clutch is used to connect the first half shaft to control the torque output of the first wheel on one side of the first shaft;

[0024] A second clutch is connected to the first output end of the transmission, and the output is used to connect the second half shaft; controls the torque output of the second wheel on the other side of the first shaft;

[0025] A first half shaft connected to an output end of the first clutch and used to connect to a first wheel on one side of the first shaft;

[0026] The second half shaft is connected to the output end of the second clutch and is used to connect to the second wheel on the other side of the first shaft.

[0027] The present invention directly connects the clutch output to the half shaft, and the half shaft is connected to the wheel power input end. The drive axle has no differential, which reduces the parts of the drive axle assembly and is conducive to improving the integration of the drive axle. The clutch active plate and driven plate are cleverly used to form different torque outputs in the separation working condition, full engagement working condition, and semi-engagement working condition, so as to realize the separate control of the torque output of the two drive half shafts.

[0028] The clutch can be, but is not limited to, a wet clutch, especially a multi-plate wet clutch. The wet clutch structure includes an oil pump for outputting pressurized hydraulic oil; an oil cylinder, the pressurized hydraulic oil output by the oil pump drives the piston (the active plate of the clutch) to move, and the stroke of the oil cylinder piston controls the engagement state of the active plate and the driven plate of the clutch. It includes a disengagement condition, a full engagement condition, and a semi-engagement condition. In the semi-engagement condition, the oil cylinder piston generates different friction forces (also called friction torque, friction torque) between the active plate and the driven plate under the different oil pressures of the oil pump, thereby achieving different output torques (also called output torques) of the clutch.

[0029] A further preferred solution is that the motor and the transmission are integrated in the first housing to form an integrated powertrain; the second housing on one side of the first clutch and one side of the first housing are configured as an integrated structure, and the third housing on one side of the second clutch and the other side of the first housing are configured as an integrated structure.

[0030] The clutch housing is integrated and configured on both sides of the motor transmission powertrain housing, and is integrally formed; the integration of the drive system is improved; the production efficiency is improved and the processing cost is reduced by not limited to casting (die casting) integrally forming the housing, which is conducive to improving the integration of the drive axle.

[0031] A further preferred solution is that the first clutch, the second clutch and the powertrain are coaxially arranged or the first clutch, the second clutch and the powertrain are parallelly arranged.

[0032] The coaxial arrangement is beneficial to reducing the dimension of the drive axle in the rearward direction (X direction) of the vehicle and is beneficial to the arrangement of components in the X direction at the bottom of the vehicle.

[0033] The first clutch, the second clutch and the powertrain are arranged in parallel with each other, which can increase the distance between the drive axle and the ground while ensuring the size of the drive system in the X direction, and is beneficial to the design of the ground clearance of the whole vehicle.

[0034] The third technical solution of the present invention: a control method based on a single power source distributed drive system,

[0035] Acquire vehicle operating parameters and determine the distributed torque of the first wheel and the second wheel; the vehicle operating parameters include steering state data, wheel slip data, and required torque data;

[0036] According to the distributed torque of the first wheel and the second wheel, the output pressure of the first clutch oil pump and the second clutch oil pump are determined respectively; the first clutch and the second clutch are wet clutches;

[0037] The engagement degree of the first clutch and the second clutch is controlled under the action of the output pressure oil of the first clutch cylinder and the second clutch cylinder respectively.

[0038] The control method of the present invention controls the stroke of the oil cylinder in the wet clutch by controlling the output oil pressure of the wet clutch oil pump during driving, actively controls the working conditions of the clutch active plate and the driven plate, and realizes different control of the output torque of the two coaxial half shafts.

[0039] A further preferred solution is: during driving,

[0040] The real-time oil temperature of the clutch hydraulic oil is obtained. When the real-time oil temperature is greater than or equal to the second set temperature, the active plate and the driven plate of the clutch are completely separated.

[0041] A further preferred solution is: during driving,

[0042] Acquire the real-time oil temperature of the clutch hydraulic oil, if the real-time oil temperature is greater than or equal to the first set temperature and less than the second set temperature, reduce the motor output power until the real-time oil temperature is less than the first set temperature;

[0043] The above-mentioned first set temperature T1 and second set temperature T2, if the oil temperature is less than T1, the clutch is in normal working state, and the corresponding oil pressure is established according to the torque command; T1 and T2 are temperature thresholds for triggering different protection mechanisms, T1<T2.

[0044] The above control realizes high temperature protection for the wet clutch, and detects the oil temperature of the hydraulic oil during operation to avoid a significant decrease in the clutch torque transmission capacity or even ablation of the clutch under high temperature conditions. When the oil temperature is less than T1, if the clutch is detected to be slipping, the output oil pressure of the oil pump is increased to avoid excess heat generated by clutch slippage while ensuring the normal use of the vehicle.

[0045] When the first set temperature is exceeded, the output power of the power source is limited, thereby limiting the power output of the vehicle.

[0046] When the second set temperature is exceeded, the power is completely cut off by opening the clutch to avoid clutch failure.

[0047] In the case of cold start, the real-time oil temperature of the clutch hydraulic oil is obtained. If the real-time oil temperature is lower than the third set temperature, the electric drive oil is heated through the active sliding friction of the clutches on both sides to improve the fluidity of the oil. Overload protection: When the impact torque of the road or power source is greater than the torque capacity of the clutch, the impact energy will be converted into heat absorption by the clutch through sliding friction.

[0048] The torque transmission capacity of the clutch at that moment is calculated based on the clutch torque transmission model established in the product development stage through measuring parameters such as oil pressure, speed, and temperature. Once the speed difference between the input shaft and the output shaft of the clutch is detected, the clutch oil pressure will be increased according to the size of the speed difference to avoid the continuous increase of the clutch temperature caused by continuous slip. On the one hand, if the power system resonates with the road excitation, or the vehicle adhesion conditions change drastically, a torque impact from the road will be generated. When the impact exceeds the clutch torque transmission capacity under the maximum oil pressure, the clutch master and slave parts will produce slip friction to play the role of torque peak reduction and protect the system; on the other hand, the instantaneous impact torque of the power source will be greater than its rated output torque. Using the clutch slip friction to perform torque peak reduction can appropriately reduce the safety margin of the system design. The impact torque generated in the above two situations that exceeds the normal torque transmission capacity of the clutch will be converted into heat through the clutch slip friction and released into the atmosphere through the cooling system to achieve temperature balance. BRIEF DESCRIPTION OF THE DRAWINGS

[0049] Figure 1 A structural schematic diagram of a single power source distributed drive axle embodiment 1;

[0050] Figure 2 Structural schematic diagram of a second embodiment of a single power source distributed drive axle;

[0051] Figure 3 Schematic diagram of the control principle of the present invention. DETAILED DESCRIPTION

[0052] The following specific implementations are used to explain the technical solutions of the claims of the present invention so that those skilled in the art can understand the claims. The protection scope of the present invention is not limited to the following specific implementation structures. The technical solutions of the claims of the present invention made by those skilled in the art but different from the following specific implementations are also within the protection scope of the present invention.

[0053] like Figure 1 As shown, a power source is integrated by a motor and a transmission. In the embodiment, the transmission is a reducer, and the output shaft of the motor of the integrated power source can be coaxially arranged with the output shaft of the reducer, such as but not limited to a planetary reducer. The motor includes two output shafts that can be coaxially or parallelly arranged; the two output shafts are respectively connected to a planetary reduction structure or a cylindrical gear reduction mechanism with the same transmission ratio. In the embodiment, the motor and the reduction mechanism are configured and integrated in the first housing to form a power source 7. Half of the housing of the first multi-plate wet clutch 4 and half of the housing of the second multi-plate wet clutch 10 are respectively integrally formed on both sides of the first housing.

[0054] The other half housing of the first multi-plate wet clutch 4 is connected to the integrated half housing by bolts.

[0055] The other housing half of the second multi-plate wet clutch 10 is connected to the integrated housing half by bolts.

[0056] The first multi-plate wet clutch 4 and the second multi-plate wet clutch 10 have the same structure and are coaxially integrated with the power source 7 .

[0057] The output shaft of the first multi-plate wet clutch 4 is connected to the first half shaft 2 ; the output shaft of the second multi-plate wet clutch 10 is connected to the first half shaft 12 .

[0058] The first half shaft 2 is connected to the wheel 1, and the second half shaft 12 is connected to the wheel 13. The wheel 1 and the wheel 13 are coaxial left and right wheels of the vehicle.

[0059] In the embodiment, the controller 3 of the first multi-plate wet clutch 4 is electrically connected to the oil pump of the first multi-plate wet clutch 4 ; the controller 11 of the second multi-plate wet clutch 10 is electrically connected to the oil pump of the second multi-plate wet clutch 10 .

[0060] The controller 3 and the controller 11 have the same structure. In the embodiment, the controller 3 is integrated on the housing of the first multi-plate wet clutch 4 ; the controller 11 is integrated on the housing of the second multi-plate wet clutch 10 .

[0061] A first temperature sensor 5 is provided inside the first multi-plate wet clutch 4 to collect the temperature of the pressure oil in the first multi-plate wet clutch 4. A first pressure sensor 6 is provided inside the first multi-plate wet clutch 4 to collect the oil pressure of the pressure oil in the first multi-plate wet clutch 4. The first temperature sensor 5 is connected to the controller 3 by electrical signals. The first pressure sensor 6 is connected to the controller 3 by electrical signals.

[0062] A second temperature sensor 9 is provided inside the second multi-plate wet clutch 10 for collecting the temperature of the pressure oil in the second multi-plate wet clutch 10. A second pressure sensor 8 is provided inside the second multi-plate wet clutch 10 for collecting the oil pressure of the pressure oil in the second multi-plate wet clutch 9. The second temperature sensor 9 is electrically connected to the controller 11. The second pressure sensor 8 is electrically connected to the controller 11.

[0063] like Figure 2 As shown, it is another embodiment; different from embodiment 1, the output shaft of the motor is arranged in parallel with the output shaft of the reduction mechanism to form the power source 14. The output shaft of the reduction mechanism outputs at both ends, and the transmission ratio is the same. The output shafts at both ends of the reduction mechanism are connected to the first multi-plate wet clutch 4 and the second multi-plate wet clutch 10 respectively. In this example, the motor in the power source 14 can be designed at a higher position relative to the first multi-plate wet clutch 4 and the second multi-plate wet clutch 10, so as to increase the height of the housing of the power source 14 on the vehicle.

[0064] The single power source distributed drive system and drive axle constructed in the above-mentioned embodiment can be used as the rear drive axle of the vehicle.

[0065] For the single power source distributed drive system and drive axle constituted by the above embodiment, two multi-plate wet clutches are calibrated:

[0066] Within the designed maximum torque capacity (maximum output torque) of the multi-plate wet clutch, the different output oil pressures of the multi-plate wet clutch oil pump are calibrated, the oil pressure applied to the multi-plate wet clutch (reflecting the degree of engagement between the active plate and the driven plate of the multi-plate wet clutch) and the corresponding power source output torque, and the output torque (torque) of the multi-plate wet clutch are related.

[0067] Of course, the calibration can also be different oil pressures of the multi-plate wet clutch oil pump (reflecting the degree of engagement between the active plate and the driven plate of the multi-plate wet clutch), different oil temperatures, and the torque transmission capacity of the multi-plate wet clutch at different speeds.

[0068] After calibration, the vehicle is controlled during driving, such as Figure 3 As shown:

[0069] Acquire vehicle operating parameters and determine the distributed torque of the first wheel and the second wheel; the vehicle operating parameters include steering state data, wheel slip data, and required torque data;

[0070] Obtaining steering state data includes but is not limited to the steering angle of the steering gear, judging the steering intention, and determining the required torque (target torque) of the left and right wheels. The above calculation and control output can be completed by the vehicle controller. The vehicle controller communicates the wheel distribution torque (torque) with the clutch controller through CAN.

[0071] The output pressures (target pressures) of the first clutch oil pump and the second clutch oil pump are determined respectively according to the distributed torques of the first wheel and the second wheel; the first clutch and the second clutch are wet clutches; in particular, they are multi-plate wet clutches.

[0072] The engagement degree of the first clutch and the second clutch is controlled under the action of the output pressure oil of the first clutch cylinder and the second clutch cylinder respectively.

[0073] When the steering angle is zero and the vehicle is traveling in a straight line, the clutch controller obtains the output pressure (target pressure) of the first clutch oil pump and the second clutch oil pump by looking up the table. The clutch controller outputs a control command (PWM modulation signal). The clutch oil pump operates according to the command to output pressure oil, and the oil cylinder pushes the active plate to engage with the driven plate to achieve torque output. In this working condition, the output of the left and right clutches (first clutch, second clutch) is the same. The power source output torque in the calibration data reflects the driver's power demand (accelerator pedal).

[0074] The road adhesion is good, and the pressure and torque transmission capabilities of the two clutches are consistent when driving in a straight line, which can evenly distribute the torque transmitted by the power source.

[0075] The wheel slip data obtained includes but is not limited to slip rate, which can be calculated based on wheel data, wheel speed (straight line speed), vehicle equipment data, etc. There are many ways to calculate slip rate in the prior art, and then use vehicle dynamics to calculate the torque distribution of the wheel (there are many calculation methods in the prior art). The above calculation control output can be completed by the vehicle controller. The vehicle controller communicates the wheel distribution torque (torque) with the clutch controller through CAN.

[0076] The clutch controller obtains the output pressure (target pressure) of the first clutch oil pump and the second clutch oil pump by looking up the table. The clutch controller outputs a control instruction (PWM modulation signal). The clutch oil pump operates according to the instruction to output pressure oil. The oil cylinder pushes the active plate and the driven plate to engage to achieve torque output.

[0077] When the adhesion of the tire on one side of the vehicle is poor, the clutch oil pressure and output torque (torque) on that side are reduced to prevent the vehicle from slipping; at the same time, the torque of the clutch on the other side is increased to improve the torque transmission capacity. If necessary, the torque output of the power source will be further reduced, and coordinated control between the power source and the two clutches will be carried out.

[0078] When the steering angle is greater than the set value, the steering angle is obtained through the vehicle controller and a comparative judgment is made; if it is set to a working condition that requires quick turning or sharp turning, or a scenario that requires a smaller turning radius; the vehicle controller communicates with the clutch controller, which can be but is not limited to communicating with the clutch controller corresponding to the inner wheel, and the clutch controller outputs an instruction to reduce the output torque (torque) of the clutch corresponding to the inner wheel or even to zero the output torque (torque) of the clutch on this side (the clutch active plate and the driven plate are separated); the clutch corresponding to the outer wheel can execute the original torque (torque) output, or increase the torque (torque) output.

[0079] During the driving process of the vehicle, the two multi-plate wet clutches are in continuous operation, and the temperature of the hydraulic oil therein is continuously rising. The present invention detects the temperature of the hydraulic oil of the multi-plate wet clutch, compares the real-time (detected) hydraulic oil temperature with the set oil temperature, and when the real-time (detected) hydraulic oil temperature is greater than or equal to the set oil temperature, controls and adjusts the engagement state of the active plate and the driven plate of the multi-plate wet clutch, changes the output torque (torque) of the multi-plate wet clutch, and protects the wet clutch.

[0080] The clutch controller obtains the detected oil temperature and determines the relationship between the detected oil temperature and the first set temperature through the comparison module. When the real-time (detected) oil temperature is less than the first set temperature T1, and it is detected that the clutch oil pump output oil pressure is less than the set value (the maximum working oil pressure of the clutch system); the clutch controller outputs a control instruction (PWM modulation signal), the clutch oil pump operates according to the instruction to output pressure oil, and the oil cylinder pushes the active plate and the driven plate to fully engage. In the embodiment, T1 = 120°C.

[0081] The real-time oil temperature of the clutch hydraulic oil is obtained. If the real-time oil temperature is greater than or equal to the first set temperature T1 and less than the second set temperature T2, the motor output power is reduced until the real-time oil temperature is less than the second set temperature. In the embodiment, T2=145°C.

[0082] The clutch controller obtains the detected oil temperature and determines the relationship between the detected oil temperature and the first set temperature through the comparison module. When the real-time (detected) oil temperature is greater than or equal to the first set temperature T1, the clutch controller communicates with the motor controller, and the motor controller outputs a control instruction to reduce the motor output power and reduce the vehicle's driving speed.

[0083] The real-time oil temperature of the clutch hydraulic oil is obtained. When the real-time oil temperature is greater than or equal to the second set temperature T2, the active plate and the driven plate of the clutch are completely separated.

[0084] The clutch controller obtains the detected oil temperature and determines the relationship between the detected oil temperature and the second set temperature T2 through the comparison module. When the real-time (detected) oil temperature is greater than or equal to the second set temperature T2, the clutch controller outputs a control instruction (PWM modulation signal), and the clutch oil pump operates according to the instruction to output pressure oil, and the oil cylinder drives the active plate to separate from the driven plate. By opening the clutch, the power is completely cut off to avoid clutch failure.

[0085] Of course, the above-mentioned wet clutch is integrated with the power source, and a cooling medium flow channel is provided in the power source housing and is connected with a cooling medium flow channel provided in the wet clutch housing, so as to realize cooling of the single power source distributed drive system, and water cooling may be adopted.

[0086] Low-temperature heating: In the case of cold start, the real-time oil temperature of the clutch hydraulic oil is obtained. The real-time oil temperature is less than the third set temperature T3. In the embodiment, the third set temperature T3 is -20°C. The electric drive oil is heated through the active sliding friction of the clutches on both sides to improve the fluidity of the oil. On the one hand, it ensures the establishment of clutch pressure, and on the other hand, it improves the working efficiency of the system.

[0087] In extreme cases where the clutch cannot build pressure normally (the vehicle is parked), the power source outputs a torque less than the clutch drag torque, the clutch active part is connected to the power source and is in motion, and the driven part is connected to the wheel and is stationary. The friction between the two is converted into heat to heat the oil until the oil temperature reaches the target value. When the clutch can build a certain oil pressure (the vehicle is parked or driving), the clutch torque transmission model is used to calculate the clutch torque transmission capacity:

[0088] If the required torque is less than the clutch torque transmission capacity, the torque that the clutch oil pressure can transmit is less than the required torque, causing the clutch to be in a controllable slip state;

[0089] If the required torque is greater than the clutch's torque transmission capacity, the power source torque limit boundary (based on the clutch capacity) is fed back. At this time, the power output of the power source is greater than the clutch's torque transmission capacity, so that the clutch is in a controllable slip state. The heat generated by the clutch slip quickly heats the oil to the normal working temperature. When the conditions are met, the controller interprets and exits the low-temperature heating mode through the oil pump control.

[0090] Overload protection: When the impact torque of the road or power source is greater than the torque capacity of the clutch, the impact energy will be converted into heat absorption by the clutch through sliding friction.

[0091] The clutch torque transmission capacity at that moment is calculated based on the clutch torque transmission model established in the product development stage through measuring parameters such as oil pressure, speed, and temperature. Once the clutch input state and output shaft speed are detected to have speed check, the clutch oil pressure will be increased according to the speed check to avoid the clutch temperature from continuing to rise due to continuous slip. On the one hand, if the power system resonates with the road excitation, or the vehicle adhesion conditions change drastically, a torque shock from the road will be generated. When the shock exceeds the clutch torque transmission capacity under the maximum oil pressure, the clutch master and slave parts will produce slip friction to play the role of torque peak reduction and protect the system; on the other hand, the instantaneous impact torque of the power source will be greater than its rated output torque. Using the clutch slip friction to perform torque peak reduction can appropriately reduce the safety margin of the system design. The impact torque generated in the above two situations that exceeds the normal torque transmission capacity of the clutch will be converted into heat through the clutch slip friction and released into the atmosphere through the cooling system to achieve temperature balance.

Claims

1. A control method based on a single power source distributed drive system, characterized in that: Acquire vehicle operating parameters and determine the distributed torque of the first wheel and the second wheel; the vehicle operating parameters include steering state data, wheel slip data, and required torque data; According to the distributed torque of the first wheel and the second wheel, the output pressure of the first clutch oil pump and the second clutch oil pump are determined respectively; the first clutch and the second clutch are wet clutches; The engagement degree of the first clutch and the second clutch is controlled under the action of the output pressure oil of the first clutch cylinder and the second clutch cylinder respectively; Vehicle cold start condition: The real-time oil temperature of the clutch hydraulic oil is obtained. If the real-time oil temperature is lower than the third set temperature, the electric drive oil is heated through the active sliding friction of the clutches on both sides to improve the fluidity of the oil. In the extreme case where the clutch cannot normally build pressure, the active part of the clutch is connected to the power source and is in a moving state, and the driven part is connected to the wheel and is in a stationary state. The friction between the two is converted into heat to heat the oil until the oil temperature reaches the target value. The system includes a motor, a transmission, an input end of the transmission is connected to an output end of the motor, and the transmission has two output ends; A first clutch is connected to the first output end of the transmission, and the output of the first clutch is used to connect the first half shaft to control the torque output of the first wheel on one side of the first shaft; The second clutch is connected to the second output end of the transmission, and the output is used to connect the second half shaft; it controls the torque output of the second wheel on the other side of the first shaft.

2. The control method based on a single power source distributed drive system as claimed in claim 1, characterized in that: While driving, The real-time oil temperature of the clutch hydraulic oil is obtained. When the real-time oil temperature is greater than or equal to the second set temperature, the active plate and the driven plate of the clutch are completely separated.

3. The control method based on a single power source distributed drive system as claimed in claim 1, characterized in that: While driving, The real-time oil temperature of the clutch hydraulic oil is obtained. If the real-time oil temperature is greater than or equal to the first set temperature and less than the second set temperature, the motor output power is reduced until the real-time oil temperature is less than the first set temperature.

4. The control method based on a single power source distributed drive system as claimed in claim 1, characterized in that: The motor and the transmission are integrated in the first housing to form an integrated powertrain; the second housing on one side of the first clutch and one side of the first housing are configured as an integrated structure, and the third housing on one side of the second clutch and the other side of the first housing are configured as an integrated structure.

5. The control method based on a single power source distributed drive system as claimed in claim 1, characterized in that: The first clutch, the second clutch and the powertrain are coaxially arranged or the first clutch, the second clutch and the powertrain are parallelly arranged.

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