Two-gear change wheel-side dual-motor independent driving system of non-power-interruption multiplexing actuator

Abstract

The invention discloses a power-interruption-free multiplexing actuator two-gear change wheel-side dual-motor independent driving system which comprises a first driving motor, a first primary speed reducer, a first duplex planetary compound gear train, a first intermediate shaft, a first secondary speed reducer, a first output shaft, a first controllable one-way clutch and a first hydraulic multi-plate friction clutch. And the second driving motor, the second first-stage speed reducer, the second duplex planetary compound gear train, the second intermediate shaft, the second second-stage speed reducer, the second output shaft, the second controllable one-way clutch and the second hydraulic multi-plate type friction clutch. The driving systems are arranged in a centralized mode and independently drive wheels on one side, and the same gear shifting control mechanism is reused on the two sides. By controlling the controllable one-way clutch and the multi-piece type friction clutch, seven driving modes including first-gear driving, second-gear driving, neutral gear, first-gear regenerative braking, second-gear regenerative braking, reverse running and parking braking can be achieved, and switching of the driving modes on the two sides can be completed at the same time without power interruption.

Description

Technical Field

[0001] The invention belongs to the field of electric vehicle transmission, and in particular relates to a two-speed variable-speed wheel-side dual-motor independent drive system with a power-free interruption multiplexing actuator. Technical Background

[0002] In recent years, due to the difficulty of traditional cars to meet the needs of low-carbon and environmental protection, as well as the impact of a series of national support policies for new energy vehicles and the changes in the automobile market brought about by the oil crisis, the proportion of new energy vehicles, especially pure electric vehicles, in the annual new vehicles has increased year by year. However, pure electric vehicles still have the problem of short driving range. At the same time, the growth of market demand has also gradually increased the requirements for the economy and comfort of pure electric vehicles. Therefore, the development of pure electric vehicles requires more advanced drive systems.

[0003] Although the drive system with a drive motor and a single-stage fixed speed ratio has the advantages of simple and compact structure and low development difficulty, the fixed speed ratio cannot take into account all the working conditions of the vehicle, making the working point of the drive motor far away from the optimal working range, affecting the economy and cruising range of the vehicle. Two-speed transmission can not only effectively improve the overall working efficiency of the drive motor, but also because the improvement of three-speed transmission is not obvious, so two-speed transmission is also a comprehensive consideration of cost.

[0004] In order to achieve two-speed shifting of the dual-motor independent drive system, it is necessary to control the speed shifting systems on both sides at the same time. If a set of shifting mechanisms are installed on each side, the controllers on both sides need to be controlled simultaneously during the shifting process to ensure the shifting synchronization of the speed shifting mechanisms on both sides. If the same set of shifting control mechanisms are reused on both sides, the consistency of the torque transmitted from the drive system to the wheels on both sides can be improved, while simplifying the system structure and improving the integration. At the same time, friction clutches and controllable one-way clutches are used to achieve shifting without power interruption. Summary of the invention

[0005] The present invention provides a two-speed variable-speed wheel-side dual-motor independent drive system of a multiplexed actuator without power interruption. Through controllable one-way clutches and hydraulic multi-plate friction clutches on both sides, seven different driving modes, namely, first-gear driving, second-gear driving, neutral gear, first-gear regenerative braking, second-gear regenerative braking, reverse driving, and parking brake, can be realized, and shifting without power interruption can be realized; the controllable one-way clutches on both sides are controlled by the same control motor, and the hydraulic multi-plate friction clutches on both sides are controlled by the same control oil channel, and the same group of control mechanisms are reused, so that the switching of the driving modes on both sides can be synchronously completed without power interruption, and at the same time, the structure is simplified and the integration of the drive system is improved.

[0006] In order to achieve the above purpose, the following technical solutions are adopted:

[0007] A two-speed variable-speed wheel-side dual-motor independent drive system of a non-power interruption multiplexing actuator, characterized by comprising:

[0008] Transmission housing:

[0009] The first drive motor is a hollow rotor shaft motor, which is coaxially arranged with the first output shaft on the left side of the drive system and is used to output a drive torque or an electromagnetic braking torque to the left wheel;

[0010] A first stage speed reducer is used to reduce the speed of the torque output by the first drive motor and then increase the torque for output;

[0011] The first double-coupled planetary compound gear train is arranged in parallel with the first output shaft, and includes: a first primary sun gear, a first secondary sun gear, a first primary planetary gear, a first secondary planetary gear, a first planet carrier, and a first intermediate shaft. The first intermediate shaft is spline-connected with the output end of the first primary reducer, the first intermediate shaft is fixedly connected with the first primary sun gear and rotatably supports the first secondary sun gear, the first primary sun gear and the first secondary sun gear are meshed and driven with the first primary planetary gear and the first secondary planetary gear respectively, the pitch circle radius of the first primary sun gear is smaller than the pitch circle radius of the first secondary sun gear, the first primary planetary gear and the first secondary planetary gear are manufactured as one body and rotatably supported on the first planet carrier, and the first intermediate shaft is rotatably supported on the transmission housing;

[0012] The first and second stage speed reducer receives the torque from the first and second stage sun gear, reduces the speed and increases the torque before outputting it;

[0013] The first output shaft receives the torque from the first secondary reducer, passes through the hollow rotor shaft of the first drive motor and is connected to the left wheel;

[0014] A first hydraulic multi-plate friction clutch, whose active part is fixedly connected to the first intermediate shaft, and whose driven part is fixedly connected to the first secondary sun gear; when the hydraulic pressure pushes the pressing piston, the first hydraulic multi-plate friction clutch is engaged; when the hydraulic pressure is unloaded, the piston is released, and the first hydraulic multi-plate friction clutch is disengaged;

[0015] A first controllable one-way clutch, whose outer ring is mounted on the transmission housing and whose center is fixedly connected to the first planet carrier. The first controllable one-way clutch can be controlled to achieve one-way locking of the first planet carrier and can be controlled to switch from a one-way locking state to a two-way locking state and a two-way overrunning state;

[0016] The second drive motor is a hollow rotor shaft motor, which is coaxially arranged with the second output shaft on the right side of the drive system and is used to output a drive torque or an electromagnetic braking torque to the right wheel;

[0017] A second primary reducer, which decelerates and increases the torque output by the second drive motor before outputting it;

[0018] The second double-coupled planetary compound gear train is arranged in parallel with the second output shaft, and includes: a second primary sun gear, a second secondary sun gear, a second primary planet gear, a second secondary planet gear, a second planet carrier, and a second intermediate shaft. The second intermediate shaft is spline-connected to the output end of the second primary reducer, the second intermediate shaft is fixedly connected to the second primary sun gear and rotatably supports the second secondary sun gear, the second primary sun gear and the second secondary sun gear are meshed with the second primary planet gear and the second secondary planet gear respectively, the second primary sun gear pitch circle radius is smaller than the second secondary sun gear pitch circle radius, the second primary planet gear and the second secondary planet gear are manufactured as one body and rotatably supported on the second planet carrier, and the second intermediate shaft is rotatably supported on the transmission housing;

[0019] The second secondary speed reducer receives the torque from the second secondary sun gear and outputs it after reducing the speed and increasing the torque;

[0020] The second output shaft receives the torque from the second secondary reducer, passes through the hollow rotor shaft of the second drive motor and is connected to the right wheel;

[0021] A second hydraulic multi-plate friction clutch, whose active part is fixedly connected to the second intermediate shaft, and whose driven part is fixedly connected to the second secondary sun gear. When the hydraulic pressure pushes the pressing piston, the second hydraulic multi-plate friction clutch is engaged; when the hydraulic pressure is unloaded, the piston is released, and the first hydraulic multi-plate friction clutch is disengaged;

[0022] A second controllable one-way clutch, whose outer ring is mounted on the transmission housing, whose center is fixedly connected to the second planet carrier, and the second controllable one-way clutch can be controlled to achieve one-way locking of the second planet carrier, and can be controlled to switch from a one-way locking state to a two-way locking state and a two-way overrunning state;

[0023] The first controllable one-way clutch and the second controllable one-way clutch share a control component and operate simultaneously;

[0024] The first hydraulic multi-plate friction clutch and the second hydraulic multi-plate friction clutch share a control component and operate simultaneously;

[0025] A transmission housing, used to accommodate all components except the first drive motor and the second drive motor, wherein the first drive motor is fixed to the left side of the transmission housing, and the second drive motor is fixed to the right side of the transmission housing, and the first drive motor and the second drive motor are coaxially arranged;

[0026] Preferably, the first-stage reducer includes: a first-stage driving gear and a first-stage driven gear; the first-stage driving gear is meshed with the first-stage driven gear for transmission; the first-stage driving gear is spline-connected to the hollow rotor shaft of the first drive motor; and the first-stage driven gear is spline-connected to the first intermediate shaft.

[0027] Preferably, the second-stage reducer comprises: a second-stage driving gear and a second-stage driven gear; the second-stage driving gear is meshed with the second-stage driven gear for transmission; the second-stage driving gear is spline-connected to the hollow rotor shaft of the second drive motor; and the second-stage driven gear is spline-connected to the second intermediate shaft.

[0028] Preferably, the first two-stage reducer comprises: a first two-stage driving gear and a first two-stage driven gear; the first two-stage driving gear is meshed with the first two-stage driven gear for transmission; the first two-stage driving gear is integrated with the first two-stage sun gear; the first two-stage driven gear is spline-connected with the first output shaft.

[0029] Preferably, the second-stage reducer comprises: a second-stage driving gear and a second-stage driven gear; the second-stage driving gear is meshed with the second-stage driven gear for transmission; the second-stage driving gear is integrated with the second-stage sun gear; and the second-stage driven gear is spline-connected to the second output shaft.

[0030] Preferably, the first controllable one-way clutch comprises the first inner ring, the first outer ring, a plurality of first rollers, a plurality of first springs, a plurality of first positive control blocks, and a plurality of first reverse control blocks;

[0031] Among them, there is a certain gap between the first outer ring and the first inner ring; the first inner ring is fixedly connected to the first planet carrier; the first controllable one-way clutch adopts an outer planetary roller one-way clutch, the first outer ring is a planetary wheel, its outer surface is fixedly connected to the transmission housing, and its inner surface has a plurality of positive wedge grooves and reverse wedge grooves, the positive wedge grooves and the reverse wedge grooves are in opposite directions, and each of the positive wedge grooves and the reverse wedge grooves accommodates one of the first rollers; each of the positive wedge grooves and the reverse wedge grooves is respectively installed with the first positive control block fixed end and the first reverse control block fixed end through a pin shaft, and the installation directions of the first positive control block and the first reverse control block are opposite; the first positive control block The movable end of the first outer ring and the movable end of the first reverse control block are both fixed with a control pin; the plurality of first springs are installed in pairs in the positive wedge groove or the reverse wedge groove of the first outer ring, which are arranged in a spring hole on one side of the fixed end of the first positive control block or the fixed end of the first reverse control block; one end of the first spring outside the spring hole contacts the first roller and elastically pushes toward the positive wedge groove or the reverse wedge groove of the first outer ring, which are arranged on one side of the movable end of the first positive control block or the movable end of the first reverse control block, so that the first roller contacts the outer surface of the first inner ring and the movable end of the first positive control block or the movable end of the first reverse control block, thereby locking the clockwise rotation and counterclockwise rotation of the first inner ring respectively;

[0032] Preferably, the second controllable one-way clutch comprises the second inner ring, the second outer ring, a plurality of second rollers, a plurality of second springs, a plurality of second forward control blocks, and a plurality of second reverse control blocks; the first controllable one-way clutch and the second controllable one-way clutch share the same control mechanism;

[0033] Among them, there is a certain gap between the second outer ring and the second inner ring; the second inner ring is fixedly connected to the second planet carrier; the second controllable one-way clutch adopts an outer planetary roller one-way clutch, the second outer ring is a planetary wheel, its outer surface is fixedly connected to the transmission housing, and its inner surface has a plurality of positive wedge grooves and reverse wedge grooves, the positive wedge grooves and the reverse wedge grooves are in opposite directions, and each of the positive wedge grooves and the reverse wedge grooves accommodates one of the second rollers; each of the positive wedge grooves and the reverse wedge grooves is respectively installed with the second positive control block fixed end and the second reverse control block fixed end through a pin shaft, and the installation directions of the second positive control block and the second reverse control block are opposite; the second positive control block The movable end of the second outer ring and the movable end of the second reverse control block are both fixed with a control pin; the plurality of second springs are installed in pairs in the positive wedge groove or the reverse wedge groove of the second outer ring, which are arranged in the spring hole on one side of the fixed end of the second positive control block or the fixed end of the second reverse control block; one end of the second spring outside the spring hole contacts the second roller and elastically pushes toward the positive wedge groove or the reverse wedge groove of the second outer ring, which are arranged on one side of the movable end of the second positive control block or the movable end of the second reverse control block, so that the second roller contacts the outer surface of the second inner ring and the movable end of the second positive control block or the movable end of the second reverse control block, thereby locking the clockwise rotation and counterclockwise rotation of the second inner ring respectively;

[0034] Preferably, the control mechanism comprises: a first control disc, a second control disc, a control motor, a first control driving gear, a second control driving gear, a first control driven gear, and a second control driven gear;

[0035] The first control disk is installed on the right side of the first inner ring and the first outer ring, and is rotatably supported on the outer surface of the first outer ring; the second control disk is installed on the left side of the second inner ring and the second outer ring, and is rotatably supported on the outer surface of the second outer ring; the first control disk and the outer surface second control disk are both processed with multiple groups of control grooves of two different shapes arranged alternately in a circumference, and the control grooves are respectively matched with the control pins of the first positive control block and the second positive control block, and the control pins of the first reverse control block and the second reverse control block, and the spatial position of each control pin is constrained according to the constraint relationship;

[0036] The constraint relationship is designed as follows:

[0037] When the first control disk and the second control disk are located at the middle position, the control pin of the first positive control block and the control pin of the second positive control block are respectively restricted by the control groove of the first control disk and the control groove of the second control disk, so that the movable end of the first positive control block and the movable end of the second positive control block swing radially outward, away from the outer surfaces of the first inner ring and the second inner ring respectively, and the cross-sectional width of the positive wedge groove on the first outer ring and the second outer ring at the movable end of the control block is increased. At this time, the first roller and the second roller in the positive wedge groove do not contact the movable ends of the first positive control block and the second positive control block; at the same time, the control pin of the first reverse control block and the control pin of the second reverse control block are respectively restricted by the control groove of the first control disk and the control groove of the second control disk, so that the movable end of the first reverse control block and the movable end of the second reverse control block swing radially inward, The first and second inner rings are respectively close to the outer surfaces of the first inner ring and the second inner ring, and the cross-sectional width of the reverse wedge groove on the first and second outer rings at the movable end of the control block is reduced. At this time, the first roller and the second roller in the reverse wedge groove are respectively in contact with the movable ends of the first reverse control block and the second reverse control block. If the first inner ring and the second inner ring rotate counterclockwise, the first roller and the second roller in the reverse wedge groove are respectively stuck with the movable ends of the first inner ring and the first reverse control block and the movable ends of the second inner ring and the second reverse control block at the narrower end of the reverse wedge groove under the push of the first spring and the second spring and the friction with the first inner ring and the second inner ring. At this time, the first controllable one-way clutch is in a one-way locked state in which the first inner ring is locked in counterclockwise rotation, and the second controllable one-way clutch is in a one-way locked state in which the second inner ring is locked in counterclockwise rotation;

[0038] When the first control disk and the second control disk rotate counterclockwise by a certain angle from the middle position, the control pin of the first forward control block and the control pin of the first reverse control block are restricted by the control groove of the first control disk, and the movable end of the first forward control block and the movable end of the first reverse control block both swing radially inward, close to the outer surface of the first inner ring; the control pin of the second forward control block and the control pin of the second reverse control block are restricted by the control groove of the second control disk, and the movable end of the second forward control block and the movable end of the second reverse control block also swing radially inward, close to the outer surface of the second inner ring. The cross-sectional widths of the positive wedge groove and the reverse wedge groove on the first outer ring at the movable end of the control block are reduced, and the cross-sectional widths of the positive wedge groove and the reverse wedge groove on the second outer ring at the movable end of the control block are also reduced, the first roller and the second roller in the positive wedge groove are respectively in contact with the movable ends of the first positive control block and the second positive control block, and the first roller and the second roller in the reverse wedge groove are respectively in contact with the movable ends of the first reverse control block and the second reverse control block, at which time the first controllable one-way clutch and the second controllable one-way clutch are both in a two-way locked state;

[0039] When the first control disk and the second control disk rotate clockwise from the middle position by a certain angle, the control pin of the first forward control block and the control pin of the first reverse control block are restricted by the control groove of the first control disk, and the movable end of the first forward control block and the movable end of the first reverse control block both swing radially outward, away from the outer surface of the first inner ring; the control pin of the second forward control block and the control pin of the second reverse control block are restricted by the control groove of the second control disk, and the movable end of the second forward control block and the movable end of the second reverse control block also swing radially outward, away from the outer surface of the second inner ring. The cross-sectional widths of the positive wedge groove and the reverse wedge groove on the first outer ring at the movable end of the control block are increased, and the cross-sectional widths of the positive wedge groove and the reverse wedge groove on the second outer ring at the movable end of the control block are also increased. The first roller and the second roller in the positive wedge groove do not contact the movable ends of the first positive control block and the second positive control block, and the first roller and the second roller in the reverse wedge groove do not contact the movable ends of the first reverse control block and the second reverse control block. At this time, the first controllable one-way clutch and the second controllable one-way clutch are both in a two-way overrunning state.

[0040] Preferably, the control motor is fixedly connected to the inner cavity of the transmission housing; the first control driving gear is splined to the left end of the rotor shaft of the control motor and is rotatably supported on the transmission housing; the first control driven gear is a fan gear, which is fixedly connected to the first control disk, and the first control driven gear is meshed with the first control driving gear for transmission, and the output torque of the control motor is reduced in speed and torque increased to achieve control of the first control disk; the second control driving gear is splined to the right end of the rotor shaft of the control motor and is rotatably supported on the transmission housing; the second control driven gear is a fan gear, which is fixedly connected to the second control disk, and the second control driven gear is meshed with the second control driving gear for transmission, and the output torque of the control motor is reduced in speed and torque increased to achieve control of the second control disk.

[0041] Preferably, the first hydraulic multi-plate friction clutch comprises the first hydraulic multi-plate friction clutch housing, a first piston, a first pressure plate, a first friction plate group, a first steel plate group, a first pressure plate, a first piston cover, a first return spring, and a cylinder body;

[0042] The cylinder body is processed on the transmission housing, and has a control oil passage inside, and piston chambers on the left and right sides, which are connected to the control oil passage; the first piston is arranged in the left piston chamber of the cylinder body; the first hydraulic multi-plate friction clutch housing and the first secondary driving gear are made into one body; the first piston cover is spline-connected with the first intermediate shaft; the first steel plate group is spline-slidingly connected with the first hydraulic multi-plate friction clutch housing; the first friction plate group and the first steel plate group are staggered and mutually abutted, and are spline-slidingly connected with the first piston cover; the first pressure plate is fixedly connected with the first piston cover, and the right side is connected with the The left side of the first friction plate group is set in conflict with the first piston; the right side of the first pressure plate is set in conflict with the first piston through a thrust needle bearing, and is splined with the first piston cover, and the left side is set in conflict with the right side of the first friction plate group; the first return spring is set in the first piston cover, the left side of which is set in conflict with the first piston cover, and the right side is set in conflict with the first pressure plate; the oil enters the left piston chamber through the control oil channel in the cylinder body, so that the first pressure plate is pressed against the first pressure plate, and the first friction plate group and the first steel plate group are pressed against each other, thereby engaging the first hydraulic multi-plate friction clutch.

[0043] Preferably, the second hydraulic multi-plate friction clutch comprises the second hydraulic multi-plate friction clutch housing, a second piston, a second pressure plate, a second friction plate group, a second steel plate group, a second pressure plate, a second piston cover, and a second return spring; the second hydraulic multi-plate friction clutch and the first hydraulic multi-plate friction clutch share the cylinder body;

[0044] The second piston is arranged in the right piston cavity of the cylinder body; the second hydraulic multi-plate friction clutch housing is made into one piece with the second secondary driving gear; the second piston cover is spline-connected with the second intermediate shaft; the second steel plate group is slidingly spline-connected with the second hydraulic multi-plate friction clutch housing; the second friction plate group and the second steel plate group are arranged to be staggered and abutted against each other, and are spline-connected and slidably connected with the second piston cover; the second pressure plate is fixedly connected with the second piston cover, and the left side is arranged to abut against the right side of the second friction plate group; the left side of the second pressure plate is arranged to abut against the second piston through a thrust needle bearing, and is spline-connected with the second piston cover, and the right side is arranged to abut against the left side of the second friction plate group; the second return spring is arranged in the second piston cover, and the right side thereof is arranged to abut against the second piston cover, and the left side thereof is arranged to abut against the second pressure plate; the oil enters the right piston cavity synchronously when entering the left piston cavity through the control oil passage in the cylinder body, so that the second pressure plate is pressed against the second pressure plate, and the second friction plate group and the second steel plate group are pressed against each other, thereby making the second hydraulic multi-plate friction clutch and the first hydraulic multi-plate friction clutch synchronously engaged.

[0045] Preferably, when the drive system is in the first gear drive mode, the first hydraulic multi-plate friction clutch and the second hydraulic multi-plate friction clutch are controlled to be in a disengaged state at the same time, the first controllable one-way clutch and the second controllable one-way clutch are in a two-way locked state at the same time, and the first drive motor and the second drive motor output drive torque in the positive direction to meet the vehicle's low-speed dynamic driving needs;

[0046] When the drive system is in the second gear drive mode, the first hydraulic multi-plate friction clutch and the second hydraulic multi-plate friction clutch are controlled to be in the engaged state at the same time, the first controllable one-way clutch and the second controllable one-way clutch are in the two-way overrunning state at the same time, and the first drive motor and the second drive motor output drive torque in the positive direction to meet the high-speed economic driving needs of the vehicle;

[0047] When the drive system is in neutral mode, the first hydraulic multi-plate friction clutch and the second hydraulic multi-plate friction clutch are controlled to be in a disengaged state at the same time, the first controllable one-way clutch and the second controllable one-way clutch are in a two-way overrunning state at the same time, and the first drive motor and the second drive motor do not output torque, so as to meet the vehicle's neutral gliding and the driving axle equipped with the drive system is a non-driven driven axle.

[0048] When the drive system is in the first gear regenerative braking mode, the first hydraulic multi-plate friction clutch and the second hydraulic multi-plate friction clutch are controlled to be in a disengaged state at the same time, the first controllable one-way clutch and the second controllable one-way clutch are in a two-way locked state at the same time, and the first drive motor and the second drive motor output electromagnetic braking torque in the positive direction to meet the high torque braking and deceleration driving requirements of the vehicle;

[0049] When the drive system is in the second gear regenerative braking mode, the first hydraulic multi-plate friction clutch and the second hydraulic multi-plate friction clutch are controlled to be in the engaged state at the same time, the first controllable one-way clutch and the second controllable one-way clutch are in the two-way overrunning state at the same time, and the first drive motor and the second drive motor output electromagnetic braking torque in the positive direction to meet the vehicle's small torque braking and deceleration driving requirements;

[0050] When the drive system is in the reverse mode, the first hydraulic multi-plate friction clutch and the second hydraulic multi-plate friction clutch are controlled to be in a disengaged state at the same time, the first controllable one-way clutch and the second controllable one-way clutch are in a two-way locked state at the same time, and the first drive motor and the second drive motor output drive torque in opposite directions to meet the reverse driving requirements of the vehicle;

[0051] When the drive system is in the parking brake mode, the first hydraulic multi-plate friction clutch and the second hydraulic multi-plate friction clutch are controlled to be in the engaged state at the same time, the first controllable one-way clutch and the second controllable one-way clutch are in the two-way locked state at the same time, the first drive motor and the second drive motor do not output torque, and the drive system is self-locking at this time, meeting the vehicle's stable parking requirement on a slope;

[0052] The one-way locking state of the first controllable one-way clutch and the second controllable one-way clutch is a transition state when the drive system switches between first gear drive and second gear drive;

[0053] The beneficial effects of the present invention are:

[0054] 1. The two-speed variable-speed wheel-side dual-motor independent drive system of the non-power interruption multiplexing actuator described in the present invention can realize seven different driving modes of the wheels on both sides, namely, first-gear driving, second-gear driving, neutral, first-gear regenerative braking, second-gear regenerative braking, reverse driving, and parking braking, through a controllable one-way clutch and a hydraulic multi-plate friction clutch, and the switching control difficulty is low;

[0055] 2. The present invention describes a two-speed transmission wheel-side dual-motor independent drive system with a non-powered interruption multiplexing actuator, which uses an outer star wheel roller type controllable one-way clutch. The roller is located on the outer ring fixed to the transmission housing, which can avoid the roller from generating additional pressure due to the centrifugal force of the inner ring rotation; the noise and impact during engagement are small, so that the drive system shifts smoothly.

[0056] 3. The present invention describes a two-speed transmission wheel-side dual-motor independent drive system with a non-powered interruption multiplexing actuator, in which the controllable one-way clutches on both sides are controlled by the same control motor, and the hydraulic multi-plate friction clutches on both sides use the same cylinder body and are controlled by the same control oil channel, thereby realizing the reuse of the control actuators on both sides, making the drive system simple in structure and highly integrated. At the same time, the hydraulic multi-plate friction clutches on both sides use the same control oil channel, and the oil pressure in the pistons on both sides is the same, which is beneficial to the consistency of the output drive torque and electromagnetic braking torque on both sides.

[0057] 4. The two-speed variable-speed wheel-side dual-motor independent drive system of the non-power interruption multiplexing actuator described in the present invention uses a double-linked planetary compound gear train, avoiding the use of an inner gear ring with the disadvantages of low transmission efficiency, complex manufacturing process, low production efficiency, etc. In addition, the double-linked planetary compound gear train used can make the ratio of the first gear transmission ratio to the second gear transmission ratio close to 2, thereby avoiding the discontinuity of the wheel end torque external characteristics caused by an excessively large transmission ratio and reducing the difficulty of shifting.

[0058] 5. The two-speed transmission wheel-side dual-motor independent drive system of a non-powered interruption multiplexing actuator described in the present invention uses a double-connected planetary compound gear system with two degrees of freedom, and connects the planetary carrier and the transmission housing with a controllable one-way clutch, and connects the primary sun gear and the secondary sun gear with a hydraulic multi-plate friction clutch, that is, the controllable one-way clutch and the hydraulic multi-plate friction clutch are not connected to the same component; this can simplify the difficulty of non-powered interruption control and improve the gear shift control effect. BRIEF DESCRIPTION OF THE DRAWINGS

[0059] Figure 1 This is a simplified structural principle diagram of a two-speed variable-speed wheel-side dual-motor independent drive system of a non-power interruption multiplexing actuator described in the present invention.

[0060] Figure 2 This is a mechanical structure diagram of a two-speed variable-speed wheel-side dual-motor independent drive system of a non-power interruption multiplexing actuator described in the present invention.

[0061] Figure 3 The present invention is a schematic structural diagram of a controllable one-way clutch in a two-speed variable-speed wheel-side dual-motor independent drive system of a power-interruption-free multiplexing actuator.

[0062] Figure 4The mechanical structure diagram of the controllable one-way clutch of the two-speed variable-speed wheel-side dual-motor independent drive system of the non-power interruption multiplexing actuator described in the present invention.

[0063] Figure 5 It is a partial structural diagram of a controllable one-way clutch in a one-way locked state of a two-speed variable-speed wheel-side dual-motor independent drive system of a non-power interruption multiplexing actuator described in the present invention.

[0064] Figure 6 It is a partial structural diagram of a controllable one-way clutch in a two-way locked state of a two-speed variable-speed wheel-side dual-motor independent drive system of a power-interruption-free multiplexing actuator described in the present invention.

[0065] Figure 7 It is a partial structural diagram of a controllable one-way clutch in a two-way overrunning state of a two-speed variable-speed wheel-side dual-motor independent drive system of a non-power interruption multiplexing actuator described in the present invention.

[0066] Figure 8 It is a schematic diagram of power transmission in a first gear driving mode of a two-speed variable-speed wheel-side dual-motor independent driving system of a power-interruption-free multiplexing actuator described in the present invention.

[0067] Fig. 9 The present invention is a schematic diagram of power transmission in a second-gear driving mode of a two-speed variable-speed wheel-side dual-motor independent driving system with a multiplexed actuator without power interruption described in the present invention.

[0068] Fig.10 It is a schematic diagram of power transmission of a two-speed variable-speed wheel-side dual-motor independent drive system with a power interruption-free multiplexing actuator described in the present invention in a first-gear regenerative braking mode.

[0069] Fig.11 It is a schematic diagram of power transmission in the second gear regenerative braking mode of a two-speed variable speed wheel-side dual-motor independent drive system with a power interruption-free multiplexing actuator described in the present invention. DETAILED DESCRIPTION

[0070] The present invention is further described in detail below in conjunction with the accompanying drawings so that those skilled in the art can implement it according to the description. An embodiment of the two-speed variable-speed wheel-side dual-motor independent drive system of the present invention with a multiplexed actuator without power interruption is as follows:

[0071] like Figure 1 , Figure 2As shown, the two-speed variable-speed wheel-side dual-motor independent drive system of the non-power interruption multiplexing actuator mainly includes: a first drive motor 100, a first primary reducer 200, a first double-coupled planetary compound gear train 300, a first secondary reducer 400, a first controllable one-way clutch 500, a first hydraulic multi-plate friction clutch 600, a second drive motor 700, a second primary reducer 800, a second double-coupled planetary compound gear train 900, a second secondary reducer 1000, a second controllable one-way clutch 1100, a second hydraulic multi-plate friction clutch 1200, a first left housing 1301, a second left housing 1302, a main housing 1303, a first right housing 1304, a second right housing 1305, etc.

[0072] The first drive motor 100 is used to output drive torque and electromagnetic braking torque to the left wheel, and includes a first outer stator 101, a first inner rotor 102, a first drive motor output shaft 103, and a first drive motor housing 104. The first outer stator 101 is fixedly supported on the first drive motor housing 104, and the first drive motor output shaft 103 is rotatably supported on the first drive motor housing 104 and the first left housing 1301 through bearings. The first drive motor housing 104 is fixedly connected to the left side of the first left housing 1301, and the first inner rotor 102 is fixedly connected to the first drive motor output shaft 103. In the present invention, it is considered that when the vehicle is moving forward, the first drive motor 100 rotates counterclockwise when viewed from the right side, and this is considered as positive rotation, and vice versa is considered as reverse rotation.

[0073] The first primary reducer 200 is used to reduce the torque output by the first drive motor and increase the torque before outputting it to the first double planetary compound gear train 300. The first primary reducer 200 includes: a first primary driving gear 201 and a first primary driven gear 202; the first primary driving gear 201 is meshed with the first primary driven gear 202 for transmission; the first primary driving gear 201 is spline-connected with the output shaft 103 of the first drive motor; and the first primary driven gear 202 is spline-connected with the first intermediate shaft 1401.

[0074] The first double planetary compound gear train 300 includes: a first primary sun gear 301, a first secondary sun gear 302, a first primary planet gear 303, a first secondary planet gear 304, and a first planet carrier 305. The first primary sun gear 301 and the first secondary sun gear 302 are coaxially arranged and mesh with the first primary planet gear 303 and the first secondary planet gear 304 respectively; the pitch circle radius of the first primary sun gear 301 is smaller than the pitch circle radius of the first secondary sun gear 302; the first primary sun gear 301 and the first intermediate shaft 1401 are made into one body; the first secondary sun gear 302 is rotatably supported on the first intermediate shaft 1401 through a needle bearing; the first primary planet gear 303 and the first secondary planet gear 304 are made into one body and rotatably supported on the first planet carrier 305; the first planet carrier 305 is rotatably supported on the first intermediate shaft 1401 through a bearing.

[0075] The left end of the first intermediate shaft 1401 is rotatably supported on the first left housing 1301 through a bearing, and the right end is rotatably supported on the main housing 1303 through a bearing.

[0076] The first two-stage reducer 400 is used to reduce the torque output by the first double planetary compound gear train 300 and increase the torque before outputting it to the first output shaft 1402. The first two-stage reducer 400 includes: a second first-stage driving gear 401 and a second first-stage driven gear 402; the first second-stage driving gear 401 is meshed with the first second-stage driven gear 402 for transmission; the first second-stage driving gear 401 and the first second-stage sun gear 302 are made as one body; the first second-stage driven gear 402 is spline-connected with the first output shaft 1402.

[0077] The right end of the first output shaft 1402 is rotatably supported on the second left housing 1302 through a bearing, and the left end passes through the first drive motor output shaft 103 to output the drive torque and electromagnetic braking torque of the left wheel.

[0078] The second drive motor 700 is used to output drive torque and electromagnetic braking torque to the right wheel, and includes a second outer stator 701, a second inner rotor 702, a second drive motor output shaft 703, and a second drive motor housing 704. The second outer stator 701 is fixedly supported on the second drive motor housing 704, and the second drive motor output shaft 703 is rotatably supported on the second drive motor housing 704 and the first right housing 1304 through bearings. The second drive motor housing 704 is fixedly connected to the right side of the first right housing 1304, and the second inner rotor 702 is fixedly connected to the second drive motor output shaft 703. In the present invention, it is considered that when the vehicle is moving forward, the second drive motor 700 rotates counterclockwise when viewed from the right side, and this is considered as positive rotation, and vice versa.

[0079] The second primary reducer 800 is used to reduce the torque output by the second drive motor and increase the torque before outputting it to the second double planetary compound gear train 1000. The second primary reducer 800 includes: a second primary driving gear 801 and a second primary driven gear 802; the second primary driving gear 801 is meshed with the second primary driven gear 802 for transmission; the second primary driving gear 801 is spline-connected with the output shaft 703 of the second drive motor; and the second primary driven gear 802 is spline-connected with the second intermediate shaft 1403.

[0080] The second double planetary compound gear train 900 includes: a second first-stage sun gear 901, a second second-stage sun gear 902, a second first-stage planetary gear 903, a second second-stage planetary gear 904, and a second planet carrier 905. The second first-stage sun gear 901 and the second second-stage sun gear 902 are coaxially arranged, and mesh with the second first-stage planetary gear 903 and the second second-stage planetary gear 904 for transmission respectively; the pitch circle radius of the second first-stage sun gear 901 is smaller than the pitch circle radius of the second second-stage sun gear 902; the second first-stage sun gear 901 is made into one body with the second intermediate shaft 1403; the second second-stage sun gear 902 is rotatably supported on the second intermediate shaft 1403 through a needle bearing; the second first-stage planetary gear 903 and the second second-stage planetary gear 904 are made into one body and rotatably supported on the second planet carrier 905; the second planet carrier 905 is rotatably supported on the second intermediate shaft 1403 through a bearing;

[0081] The right end of the second intermediate shaft 1403 is rotatably supported on the first right housing 1304 through a bearing, and the left end is rotatably supported on the main housing 1303 through a bearing.

[0082] The second two-stage reducer 1000 is used to reduce the torque output by the second double planetary compound gear train 900 and increase the torque before outputting it to the second output shaft 1404. The second two-stage reducer 1000 comprises: a second first-stage driving gear 1001 and a second first-stage driven gear 1002; the second second-stage driving gear 1001 and the second second-stage driven gear 1002 are meshed and driven; the second second-stage driving gear 1001 and the second second-stage sun gear 902 are made as one body; the second second-stage driven gear 1002 is spline-connected to the second output shaft 1404.

[0083] The left end of the second output shaft 1404 is rotatably supported on the second right housing 1305 through a bearing, and the right end passes through the second drive motor output shaft 703 to output the drive torque and electromagnetic braking torque of the right wheel.

[0084] The left side of the first left housing 1301 is fixedly connected to the first drive motor housing 104, the right side of the first left housing 1301 is fixedly connected to the second left housing 1302, and the right side of the second left housing is fixedly connected to the main housing 1303, for accommodating the first primary reducer 200, the first double-coupled planetary compound gear train 300, the first secondary reducer 400, the first controllable one-way clutch 500, and the first hydraulic multi-plate friction clutch 600; the right side of the first right housing 1304 is fixedly connected to the second drive motor housing 704, the left side of the first right housing 1304 is fixedly connected to the second right housing 1305, and the left side of the second right housing is fixedly connected to the main housing 1303, for accommodating the second primary reducer 800, the second double-coupled planetary compound gear train 900, the second secondary reducer 1000, the second controllable one-way clutch 1100, and the second hydraulic multi-plate friction clutch 1200.

[0085] like Figures 1 to 4As shown, the first controllable one-way clutch 500 is used to connect the first planet carrier 305 and the first left housing 1301, and can achieve a one-way locking state, and can be directly switched from the one-way locking state to a two-way locking state or a two-way overrunning state. The first controllable one-way clutch 500 includes: a first inner ring 501, a first outer ring 502, a plurality of first rollers 503, a plurality of first springs 504, a plurality of first forward control blocks 505, a plurality of first reverse control blocks 506, a first control disk 507, a first control driven gear 508, a first control driving gear 509, a control motor output shaft 510, and a control motor 511; wherein, there is a certain gap between the first inner ring 501 and the first outer ring 502; the first inner ring 501 is fixedly connected to the first planetary carrier 305; the first outer ring 502 is fixedly connected to the first left housing 1301, and a plurality of forward wedge grooves and reverse wedge grooves are present on its inner surface, the forward wedge grooves and the reverse wedge grooves are in opposite directions, a first roller 503 is disposed in each of the forward wedge grooves and the reverse wedge grooves, and each of the forward wedge grooves and the reverse wedge grooves is respectively installed by a pin to the fixed end of the first forward control block 505 and the first reverse control The first positive control block 505 and the first reverse control block 506 are installed in opposite directions; the movable end of the first positive control block 505 and the movable end of the first reverse control block 506 are fixed with control pins 505a and 506a respectively; a plurality of first springs 504 are installed in pairs in the positive wedge groove and the reverse wedge groove of the first outer ring 502, which are arranged in the spring hole on one side of the fixed end of the first positive control block or the fixed end of the first reverse control block, and one end of the first spring 504 outside the spring hole contacts the first roller 503 and elastically pushes to the positive wedge groove and the reverse wedge groove of the first outer ring 502, which are arranged on one side of the movable end of the first positive control block or the movable end of the first reverse control block, so that they contact the outer surface of the first inner ring 501 and the movable end of the first positive control block 505 or the first reverse control block 506, thereby locking the clockwise rotation and counterclockwise rotation of the first inner ring 501 respectively.

[0086] The second controllable one-way clutch 1100 is used to connect the second planetary carrier 305 and the first right housing 1304, and can realize a one-way locking state, and can directly switch from the one-way locking state to a two-way locking state or a two-way overrunning state. The structure of the second controllable one-way clutch 1100 is chirally symmetrical with that of the first controllable one-way clutch 500, and includes: a second inner ring 1101, a second outer ring 1102, a plurality of second rollers 1103, a plurality of second springs 1104, a plurality of second forward control blocks 1105, a plurality of second reverse control blocks 1106, a second control disk 1107, a second control driven gear 1108, and a second control driving gear 1109; the second controllable one-way clutch 1100 and the first controllable one-way clutch 500 reuse the same control circuit. The second inner ring 1101 and the second outer ring 1102 have a certain gap therebetween; the second inner ring 1101 is fixedly connected to the second planetary carrier 305; the second outer ring 1102 is fixedly connected to the second right housing 1303, and a plurality of positive wedge grooves and reverse wedge grooves are present on the inner surface thereof, the positive wedge grooves and the reverse wedge grooves are in opposite directions, a second roller 1103 is disposed in each positive wedge groove and the reverse wedge groove, and each positive wedge groove and the reverse wedge groove are respectively mounted with a second positive roller 1103 through a pin shaft. The fixed end of the control block 1105 and the fixed end of the second reverse control block 1106; the second forward control block 1105 and the second reverse control block 1106 are installed in opposite directions, respectively constituting the outer surfaces of the forward wedge groove and the reverse wedge groove; the movable end of the second forward control block 1105 and the movable end of the second reverse control block 1106 are respectively fixed with control pins 1105a and 1106a; a plurality of second springs 1104 are installed in pairs in the forward control groove and the reverse control groove of the second outer ring 1102, and the second forward control block is arranged In the spring hole on the fixed end or the fixed end side of the second reverse control block, the second spring 1104 contacts the second roller 1103 at one end outside the spring hole and elastically pushes toward the forward control groove and the reverse control groove of the second outer ring 1102. It is arranged on the movable end of the second forward control block or the movable end of the second reverse control block to make it contact with the outer surface of the second inner ring 1101 and the movable end of the second forward control block 1105 or the second reverse control block 1106, thereby locking the clockwise rotation and counterclockwise rotation of the second inner ring 1101 respectively.

[0087] The first control disk 507 is installed on the right side of the first inner ring 501 and the first outer ring 502, and is rotatably supported on the outer surface of the first outer ring 502 shown; the second control disk 1107 is installed on the left side of the second inner ring 1101 and the second outer ring 1102, and is rotatably supported on the outer surface of the second outer ring 1102; the first control driven gear 508 and the first control disk 507 are made as a whole, and mesh with the first control driving gear 509 for transmission; the first control driving gear 509 is rotatably supported on the second left housing 1302 through a bearing, and is spline-connected with the control motor output shaft 510; the second control driven gear 1108 and the second control disk 1107 are made as a whole, and mesh with the second control driving gear 1109 for transmission; the second control driving gear 1109 is rotatably supported on the second right housing 1302 through a bearing, and The control motor 511 is spline-connected to the output shaft 510 of the control motor; the control motor 511 is fixedly supported in the inner cavity of the main housing 1303, and the rotation of the first control disk 507 and the second control disk 1107 are controlled respectively through the output shaft 510 of the control motor, and the first control driving gear 509, the first control driven gear 508, and the second control driving gear 1109, and the second control driven gear 1108; the first control disk 507 and the second control disk 1107 are processed with multiple groups of control grooves of two different shapes arranged alternately in circles, and the control grooves are respectively matched with the control pins of the first forward control block 505 and the second forward control block 1105, and the control pins of the first reverse control block 506 and the second reverse control block 1106, and the spatial position of each control pin is constrained according to the constraint relationship, and the specific expression of the constraint relationship is:

[0088] like Figure 5As shown in FIG. 1 , when the first control disk 507 and the second control disk 1107 are located in the middle position, the control pin 505a of the first positive control block 505 and the control pin 1105a of the second positive control block 1105 are respectively restricted by the control groove of the first control disk 507 and the control groove of the second control disk 1107, so that the movable end of the first positive control block 505 and the movable end of the second positive control block 1105 swing radially outward, away from the outer surfaces of the first inner ring 501 and the second inner ring 1101, respectively, increasing the cross-sectional width of the positive wedge groove on the first outer ring 502 at the movable end of the first positive control block 505 and the cross-sectional width of the positive wedge groove on the second outer ring 1102 at the movable end of the second positive control block 1105. At this time, the first roller 503 and the second roller 1103 in the positive wedge groove do not contact the movable ends of the first positive control block 505 and the second positive control block 1105; at the same time, the first reverse control block 506 The control pin 506a of the first control disk 507 and the control pin 1106a of the second reverse control block 1106 are respectively restricted by the control groove of the second control disk 1107, so that the movable end of the first reverse control block 506 swings radially inward and approaches the outer surface of the first inner ring 501, and the movable end of the second reverse control block 1106 approaches the outer surface of the second inner ring 1101, reducing the cross-sectional width of the positive wedge groove on the first outer ring 502 at the movable end of the first reverse control block 506 and the cross-sectional width of the reverse wedge groove on the second outer ring 1102 at the movable end of the second reverse control block 1106. At this time, the first roller 503 and the second roller 1103 in the reverse wedge groove are in contact with the movable ends of the first reverse control block 506 and the second reverse control block 1106, respectively. At this time, the first controllable one-way clutch 500 and the second controllable one-way clutch 1100 are both in a one-way locked state in which the inner ring is locked in counterclockwise rotation.

[0089] When the control motor 5011 rotates counterclockwise when viewed from the right side, the first control disk 507 and the second control disk 1107 rotate counterclockwise from the middle position by a certain angle, such as Figure 6As shown, the control pin 505a of the first forward control block 505 and the control pin 506a of the first reverse control block 506 are restricted by the control groove of the first control disk 507, and the movable ends of the first forward control block 505 and the first reverse control block 506 both swing radially inwards, close to the outer surface of the first inner ring 501, and the control pin 1105a of the second forward control block 1105 and the control pin 1106a of the second reverse control block 1106 are restricted by the control groove of the second control disk 1107, and the movable ends of the second forward control block 1105 and the second reverse control block 1106 also swing radially inwards, close to the outer surface of the second inner ring 1101; at this time, the forward wedge groove and the reverse wedge groove on the first outer ring 502 are in the first The cross-sectional width of the movable end of the forward control block 505 or the movable end of the first reverse control block 506 is reduced, and the cross-sectional width of the forward wedge groove and the reverse wedge groove on the second outer ring 1102 at the movable end of the second forward control block 1105 or the movable end of the second reverse control block 1106 is also reduced. The first roller 503 and the second roller 1103 in the forward wedge groove are in contact with the movable ends of the first forward control block 505 and the second forward control block 1105 respectively, and the first roller 503 and the second roller 1103 in the reverse wedge groove are in contact with the movable ends of the first reverse control block 506 and the second reverse control block 1106 respectively. At this time, the first controllable one-way clutch 500 and the second controllable one-way clutch 1100 are both in a two-way locked state;

[0090] When the control motor 5011 rotates clockwise as viewed from the right side, the first control disk 507 and the second control disk 1107 rotate clockwise from the middle position by a certain angle, such as Figure 7As shown in FIG. 1 , the control pin 505a of the first forward control block 505 and the control pin 506a of the first reverse control block 506 are restricted by the control groove of the first control disk 507, and the movable ends of the first forward control block 505 and the first reverse control block 506 both swing radially outward, away from the outer surface of the first inner ring 501, and the control pin 1105a of the second forward control block 1105 and the control pin 1106a of the second reverse control block 1106 are restricted by the control groove of the second control disk 1107, and the movable ends of the second forward control block 1105 and the second reverse control block 1106 also swing radially outward, away from the outer surface of the second inner ring 1101; at this time, the forward wedge groove and the reverse wedge groove on the first outer ring 502 are in the The cross-sectional width of the movable end of a forward control block 505 or the movable end of the first reverse control block 506 increases, and the cross-sectional width of the forward wedge groove and the reverse wedge groove on the second outer ring 1102 at the movable end of the second forward control block 1105 or the movable end of the second reverse control block 1106 also increases. The first roller 503 and the second roller 1103 in the forward wedge groove do not contact the movable ends of the first forward control block 505 and the second forward control block 1105, and the first roller 503 and the second roller 1103 in the reverse wedge groove do not contact the movable ends of the first reverse control block 506 and the second reverse control block 1106. At this time, the first controllable one-way clutch 500 and the second controllable one-way clutch 1100 are both in a two-way overrunning state.

[0091] like Figure 1 , Figure 2As shown, the first hydraulic multi-plate friction clutch 600 is used to connect the first intermediate shaft 1401 and the first and second driving gears 401, and includes a first hydraulic multi-plate friction clutch housing 601, a first piston 602, a first pressure plate 603, a first friction plate group 604, a first steel plate group 605, a first pressure plate 606, a first piston cover 607, a first return spring 608, and a cylinder body 609; wherein the cylinder body 609 is made integrally with the main housing 1303; the first piston 602 is arranged in the left piston cavity of the cylinder body 609; the first hydraulic multi-plate friction clutch housing 601 is made integrally with the first and second driving gears 401; the first piston cover 607 is spline-connected with the first intermediate shaft 1401; the first The steel 605 plate group is slidingly connected to the first hydraulic multi-plate friction clutch housing 601 by a spline; the first friction plate group 604 and the first steel plate group 605 are arranged to be staggered and in conflict with each other, and are slidingly connected to the first piston cover 607 by a spline; the first pressure plate 606 is fixedly connected to the first piston cover 607, and the right side is arranged to be in conflict with the left side of the first friction plate group 604; the right side of the first pressure plate 603 is arranged to be in conflict with the first piston 602 through a thrust needle roller bearing, and is slidingly connected to the first piston cover 607 by a spline, and the left side is arranged to be in conflict with the right side of the first friction plate group 604; the first return spring 608 is arranged in the first piston cover 607, and its left side is arranged to be in conflict with the first piston cover 607, and its right side is arranged to be in conflict with the first pressure plate 603.

[0092] The second hydraulic multi-plate friction clutch 1200 is used to connect the second intermediate shaft 1403 and the second secondary driving gear 1001, and includes a second hydraulic multi-plate friction clutch housing 1201, a second piston 1202, a second pressure plate 1203, a second friction plate group 1204, a second steel plate group 1205, a second pressure plate 1206, a second piston cover 1207, and a second return spring 1208; the second hydraulic multi-plate friction clutch 1200 and the first hydraulic multi-plate friction clutch 600 share the cylinder body 609 processed on the main housing 1303; wherein the second piston 1202 is arranged in the right piston cavity of the cylinder body 609; the second hydraulic multi-plate friction clutch housing 1201 and the second secondary driving gear 1001 are made as a whole; the second piston cover 1207 and the second intermediate shaft 1403 are made into a whole; the second piston cover 1207 and the second intermediate shaft 1403 are made into a whole; the second piston cover 1207 and the second secondary driving gear 1001 ... intermediate shaft 1403 are made into a second secondary driving gear 1 The shaft 1403 is spline connected; the second steel plate group 1205 is spline-slidingly connected to the second hydraulic multi-plate friction clutch housing 1201; the second friction plate group 1204 and the second steel plate group 1205 are arranged in an interlaced manner and in contact with each other, and are spline-slidingly connected to the second piston cover 1207; the second pressure plate 1206 is fixedly connected to the second piston cover 1207, and the left side is arranged in contact with the right side of the second friction plate group 1204; the left side of the second pressure plate 1203 is arranged in contact with the second piston 1202 through a thrust needle roller bearing, and is spline-slidingly connected to the second piston cover 1207, and the right side is arranged in contact with the left side of the second friction plate group 1204; the second return spring 1208 is arranged in the first piston cover 1207, and its right side is arranged in contact with the first piston cover 1207, and its left side is arranged in contact with the second pressure plate 1203.

[0093] When the drive system is in the first gear drive mode, the first hydraulic multi-plate friction clutch 600 and the second hydraulic multi-plate friction clutch 1200 are controlled to be in a disengaged state at the same time, the first controllable one-way clutch 500 and the second controllable one-way clutch 1100 are in a two-way locked state at the same time, and the first drive motor 100 and the second drive motor 700 rotate forward to output the drive torque. At this time, the torque flow transmission route of the drive system is as follows: Figure 8 As shown, the transmission ratio (i1 is the transmission ratio of the first primary reducer 200 and the second primary reducer 800, i2 is the transmission ratio of the first secondary reducer 400 and the second secondary reducer 1000, k1 is the gear ratio of the first primary planetary gear 303 to the first primary sun gear 301 and the gear ratio of the second primary planetary gear 903 to the second primary sun gear 901, k2 is the gear ratio of the first secondary planetary gear 304 to the first secondary sun gear 302 and the gear ratio of the second secondary planetary gear 904 to the second secondary sun gear 902, k1>k2), which meets the low and medium speed dynamic driving needs of the vehicle;

[0094] When the drive system is in the second gear drive mode, the first hydraulic multi-plate friction clutch 600 and the second hydraulic multi-plate friction clutch 1200 are controlled to be in the engaged state at the same time, the first controllable one-way clutch 500 and the second controllable one-way clutch 1100 are in the two-way overrunning state at the same time, and the first drive motor 100 and the second drive motor 700 rotate forward to output the drive torque. At this time, the torque flow transmission route of the drive system is as follows: Fig. 9 As shown, the transmission ratio i g2 =i1i2, meeting the needs of high-speed economical driving of vehicles;

[0095] When the drive system is in neutral mode, the first hydraulic multi-plate friction clutch 600 and the second hydraulic multi-plate friction clutch 1200 are controlled to be in a disengaged state at the same time, the first controllable one-way clutch 500 and the second controllable one-way clutch 1100 are in a two-way overrunning state at the same time, the first drive motor 100 and the second drive motor 700 do not output torque, and the first output shaft 1402 and the second output shaft 1404 can rotate freely, meeting the neutral gliding requirements of the vehicle and the driving axle equipped with the drive system is a non-driven driven axle.

[0096] When the drive system is in the first gear regenerative braking mode, the first hydraulic multi-plate friction clutch 600 and the second hydraulic multi-plate friction clutch 1200 are controlled to be in a disengaged state at the same time, the first controllable one-way clutch 500 and the second controllable one-way clutch 1100 are in a two-way locked state at the same time, and the first drive motor 100 and the second drive motor 700 rotate forward to output electromagnetic braking torque. At this time, the torque flow transmission route of the drive system is as follows: Fig.10 As shown, the vehicle's high torque braking and deceleration requirements are met;

[0097] When the drive system is in the second gear regenerative braking mode, the first hydraulic multi-plate friction clutch 600 and the second hydraulic multi-plate friction clutch 1200 are controlled to be in the engaged state at the same time, the first controllable one-way clutch 500 and the second controllable one-way clutch 1100 are in the two-way overrunning state at the same time, and the first drive motor 100 and the second drive motor 700 rotate forward to output electromagnetic braking torque. At this time, the torque flow transmission route of the drive system is as follows: Fig.11 As shown, the vehicle's small torque braking and deceleration requirements are met;

[0098] When the drive system is in the reverse mode, the first hydraulic multi-plate friction clutch 600 and the second hydraulic multi-plate friction clutch 1200 are controlled to be in a disengaged state at the same time, the first controllable one-way clutch 500 and the second controllable one-way clutch 1100 are in a two-way locked state at the same time, and the first drive motor 100 and the second drive motor 700 rotate in opposite directions to output drive torque to meet the vehicle's reverse driving requirements;

[0099] When the drive system is in the parking brake mode, the first hydraulic multi-plate friction clutch 600 and the second hydraulic multi-plate friction clutch 1200 are controlled to be in the engaged state at the same time, the first controllable one-way clutch 500 and the second controllable one-way clutch 1100 are in the two-way locked state at the same time, the first drive motor 100 and the second drive motor 700 do not output torque, and the first output shaft 1402 and the second output shaft 1404 are locked, meeting the vehicle's stable parking requirements on a slope.

[0100] The one-way locking state of the first controllable one-way clutch 600 and the second controllable one-way clutch 1200 is a transition state when the drive system switches between the first gear drive and the second gear drive; when the drive system is upgraded from the first gear drive to the second gear drive, the oil flows from the control oil channel of the cylinder body 609 into the piston chambers on both sides, so that the first pressure plate 603 is pressed against the first pressure plate 606, and the first friction plate group 604 and the first steel plate group 605 are pressed against each other, and at the same time, the second pressure plate 1203 is pressed against the second pressure plate 1206, and the second friction plate group 1204 and the second steel plate group 1205 are gradually The first hydraulic multi-plate friction clutch 600 and the second hydraulic multi-plate friction clutch 1200 are pressed, so that the first hydraulic multi-plate friction clutch 600 and the second hydraulic multi-plate friction clutch 1200 enter a slipping state; the motor 511 is controlled to rotate clockwise by a certain angle to change the first controllable one-way clutch 500 and the second controllable one-way clutch 600 from a two-way locking state to a one-way locking state; the speed difference between the first intermediate shaft 1401 and the first and second driving gears 401 is reduced, so that the speed difference between the first and second sun gears 301 and 302 is reduced, and the speeds of the first and second sun gears 301, 302 and the first planet carrier 305 satisfy the relationship (n s1 is the speed of the first stage sun gear 301, n s2 is the speed of the first and second sun gears 302, n c is the speed of the first planet carrier 305), at this time the speed of the first and second sun gears 302 So that n c>0, the first planet carrier 305 drives the first inner ring 501 to rotate clockwise, similarly, the second planet carrier 905 drives the second inner ring 1101 to rotate clockwise, the first roller 503 of the first controllable one-way clutch 500 in the one-way locking state does not contact the active end of the first positive control block 505, and the second roller 1103 of the second controllable one-way clutch 600 in the one-way locking state does not contact the active end of the second positive control block 1105, so the clockwise rotation of the first inner ring 501 and the second inner ring 1101 is not hindered ; When the first hydraulic multi-plate friction clutch 600 and the second hydraulic multi-plate friction clutch 1200 are fully clamped, the rotation speeds of the first primary sun gear 301 and the first secondary sun gear 302 are synchronized, and the torque is transmitted to the first secondary reducer 400 and the second secondary reducer 1000 respectively through the first hydraulic multi-plate friction clutch 600 and the second hydraulic multi-plate friction clutch 1200; When the first hydraulic multi-plate friction clutch 600 and the second hydraulic multi-plate friction clutch 1200 are fully clamped, the control motor 511 Rotating clockwise for a certain angle changes the first controllable one-way clutch 500 and the second controllable one-way clutch 600 from a one-way locking state to a two-way overrunning state; when the drive system is reduced from the second gear drive to the first gear drive, the oil pressure decreases, and the first pressure plate 603 moves to the right under the push of the first return spring 608, so that the first friction plate group 604 and the first steel plate group 605 are no longer pressed tightly, and the second pressure plate 1203 moves to the left under the push of the second return spring 1208, so that the second friction plate group 1204 and the second steel plate group 1205 are no longer pressed tightly. The first hydraulic multi-plate friction clutch 600 and the second hydraulic multi-plate friction clutch 1200 are no longer pressed, and enter the slipping state; the control motor 511 is controlled to rotate counterclockwise by a certain angle to change the first controllable one-way clutch 500 and the second controllable one-way clutch 600 from the two-way overrunning state to the one-way locking state; the speed difference between the first intermediate shaft 1401 and the first and second driving gears 401 increases, so that the speed difference between the first and second sun gears 301 and 302 increases. When the speed of the first and second sun gears 302 meets If the speed difference continues to increase, the speed n of the first planet carrier 305 will be c<0, at this time, the first planet carrier 305 drives the first inner ring 501 to rotate counterclockwise, and similarly, the second planet carrier 905 drives the second inner ring 1101 to rotate counterclockwise, then the first roller 503 in the reverse wedge groove is pushed by the first spring 504 and the friction with the first inner ring 501, and is stuck at the narrower end of the reverse wedge groove with the first inner ring 501 and the movable end of the first reverse control block 506, and the second roller 1103 is pushed by the second spring 1104 and the friction with the second inner ring 1101, and is stuck at the narrower end of the reverse wedge groove with the movable ends of the second inner ring 1101 and the second reverse control block 1106, so that the first The inner ring 501 and the second inner ring 1101 cannot rotate counterclockwise, so the first planet carrier 305 and the second planet carrier 905 are fixed to the first left housing 1301 and the first right housing 1304 respectively, and the torque is transmitted to the first and second driving gears 401 and 1001 respectively through the first double-coupled planetary compound gear train 300 and the second double-coupled planetary compound gear train 900; when the first hydraulic multi-plate friction clutch 600 and the second hydraulic multi-plate friction clutch 1200 are completely separated, the control motor 511 rotates counterclockwise by a certain angle to change the first controllable one-way clutch 500 and the second controllable one-way clutch 600 from a one-way locked state to a two-way locked state.

[0101] Although the embodiments of the present invention have been disclosed as above, they are not limited to the applications listed in the specification and the implementation modes, and they can be fully applied to various fields suitable for the present invention. For those familiar with the art, additional modifications can be easily implemented. Therefore, without departing from the general concept defined by the claims and the scope of equivalents, the present invention is not limited to the specific details and the illustrations shown and described herein.

Claims

1. A two-speed variable-speed wheel-side dual-motor independent drive system with a non-power interruption multiplexing actuator, characterized in that: include: Transmission housing; The first drive motor is a hollow rotor shaft motor, which is coaxially arranged with the first output shaft on the left side of the drive system and is used to output a drive torque or an electromagnetic braking torque to the left wheel; A first stage speed reducer is used to reduce the speed of the torque output by the first drive motor and then increase the torque for output; The first double-coupled planetary compound gear train is arranged in parallel with the first output shaft, and includes: a first primary sun gear, a first secondary sun gear, a first primary planet gear, a first secondary planet gear, a first planet carrier, and a first intermediate shaft. The first intermediate shaft is spline-connected with the output end of the first primary reducer, the first intermediate shaft is fixedly connected with the first primary sun gear and rotatably supports the first secondary sun gear, the first primary sun gear and the first secondary sun gear are meshed and driven with the first primary planet gear and the first secondary planet gear respectively, the pitch circle radius of the first primary sun gear is smaller than the pitch circle radius of the first secondary sun gear, the first primary planet gear and the first secondary planet gear are made as one body, and are rotatably supported on the first planet carrier; the first intermediate shaft is rotatably supported on the transmission housing; The first and second stage speed reducer receives the torque from the first and second stage sun gear, reduces the speed and increases the torque before outputting it; The first output shaft receives the torque from the first secondary reducer, passes through the hollow rotor shaft of the first drive motor and is connected to the left wheel; A first hydraulic multi-plate friction clutch, whose active part is fixedly connected to the first intermediate shaft, and whose driven part is fixedly connected to the first secondary sun gear; A first controllable one-way clutch is mounted on the transmission housing, and its center is fixedly connected to the first planet carrier. The first controllable one-way clutch can be controlled to achieve one-way locking of the first planet carrier, and can be controlled to switch from a one-way locking state to a two-way locking state and a two-way overrunning state; The second drive motor is a hollow rotor shaft motor, which is coaxially arranged with the second output shaft on the right side of the drive system and is used to output a drive torque or an electromagnetic braking torque to the right wheel; A second primary reducer, which decelerates and increases the torque output by the second drive motor before outputting it; The second double-coupled planetary compound gear train is arranged in parallel with the second output shaft, and includes: a second primary sun gear, a second secondary sun gear, a second primary planet gear, a second secondary planet gear, a second planet carrier, and a second intermediate shaft. The second intermediate shaft is spline-connected to the output end of the second primary reducer, the second intermediate shaft is fixedly connected to the second primary sun gear and rotatably supports the second secondary sun gear, the second primary sun gear and the second secondary sun gear are meshed and driven with the second primary planet gear and the second secondary planet gear respectively, the second primary sun gear pitch circle radius is smaller than the second secondary sun gear pitch circle radius, the second primary planet gear and the second secondary planet gear are manufactured as one body and rotatably supported on the second planet carrier, and the second intermediate shaft is rotatably supported on the transmission housing; The second secondary speed reducer receives the torque from the second secondary sun gear and outputs it after reducing the speed and increasing the torque; The second output shaft receives the torque from the second secondary reducer, passes through the hollow rotor shaft of the second drive motor and is connected to the right wheel; A second hydraulic multi-plate friction clutch, whose active part is fixedly connected to the second intermediate shaft, and whose driven part is fixedly connected to the second secondary sun gear; A second controllable one-way clutch is mounted on the transmission housing, and its center is fixedly connected to the second planet carrier. The second controllable one-way clutch can be controlled to achieve one-way locking of the second planet carrier, and can be controlled to switch from a one-way locking state to a two-way locking state and a two-way overrunning state; The first controllable one-way clutch and the second controllable one-way clutch share a control component and operate simultaneously; The first hydraulic multi-plate friction clutch and the second hydraulic multi-plate friction clutch share a control component and operate simultaneously; The first hydraulic multi-plate friction clutch and the second hydraulic multi-plate friction clutch share a cylinder body, and the cylinder body is processed on the transmission housing; The two-speed shift wheel-side dual-motor independent drive system with a power-interruption-free multiplexing actuator described in the present invention can realize seven different driving modes: first gear drive, second gear drive, neutral, first gear regenerative braking, second gear regenerative braking, reverse driving, and parking brake to adapt to different driving needs of the vehicle, and can realize synchronous power-interruption-free shifting on both sides of the drive system.

2. A two-speed variable-speed wheel-side dual-motor independent drive system of a non-power interruption multiplexing actuator as claimed in claim 1, characterized in that: The first stage reducer comprises: a first stage driving gear and a first stage driven gear; the first stage driving gear is meshed with the first stage driven gear for transmission; the first stage driving gear is spline-connected with the hollow rotor shaft of the first drive motor; the first stage driven gear is spline-connected with the first intermediate shaft; The second-stage reducer comprises: a second-stage driving gear and a second-stage driven gear; the second-stage driving gear is meshed with the second-stage driven gear for transmission; the second-stage driving gear is spline-connected to the hollow rotor shaft of the second drive motor; and the second-stage driven gear is spline-connected to the second intermediate shaft.

3. A two-speed variable-speed wheel-side dual-motor independent drive system of a non-power interruption multiplexing actuator as claimed in claim 1, characterized in that: The first two-stage reducer comprises: a first two-stage driving gear and a first two-stage driven gear; the first two-stage driving gear is meshed with the first two-stage driven gear for transmission; the first two-stage driving gear is integrated with the first two-stage sun gear; the first two-stage driven gear is spline-connected with the first output shaft; The second-stage reducer comprises: a second-stage driving gear and a second-stage driven gear; the second-stage driving gear is meshed with the second-stage driven gear for transmission; the second-stage driving gear is integrated with the second-stage sun gear; and the second-stage driven gear is spline-connected with the second output shaft.

4. A two-speed variable-speed wheel-side dual-motor independent drive system of a non-power interruption multiplexing actuator as claimed in claim 1, characterized in that: The first controllable one-way clutch comprises the first inner ring, the first outer ring, a plurality of first rollers, a plurality of first springs, a plurality of first positive control blocks, and a plurality of first reverse control blocks; The second controllable one-way clutch comprises the second inner ring, the second outer ring, a plurality of second rollers, a plurality of second springs, a plurality of second forward control blocks, and a plurality of second reverse control blocks; The first controllable one-way clutch and the second controllable one-way clutch share the same control mechanism; There is a certain gap between the first outer ring and the first inner ring; the first inner ring is fixedly connected to the first planet carrier; the outer surface of the first outer ring is fixedly connected to the transmission housing, and a plurality of positive wedge grooves and reverse wedge grooves are present on its inner surface, the positive wedge grooves and the reverse wedge grooves are in opposite directions, each of the positive wedge grooves and the reverse wedge grooves accommodates one of the first rollers, each of the positive wedge grooves and the reverse wedge grooves is respectively installed with the first positive control block fixed end and the first reverse control block fixed end through a pin shaft, and the first positive control block and the first reverse control block are installed in opposite directions; the movable end of the first positive control block and the movable end of the first reverse control block The movable ends are all fixed with control pins; the plurality of first springs are installed in pairs in the positive wedge groove or the reverse wedge groove of the first outer ring, which are arranged in spring holes on one side of the fixed end of the first positive control block or the fixed end of the first reverse control block; one end of the first spring outside the spring hole contacts the first roller and elastically pushes toward the positive wedge groove or the reverse wedge groove of the first outer ring, which are arranged on one side of the movable end of the first positive control block or the movable end of the first reverse control block, so that the first roller contacts the outer surface of the first inner ring and the movable end of the first positive control block or the movable end of the first reverse control block, thereby respectively locking the clockwise rotation and counterclockwise rotation of the first inner ring; There is a certain gap between the second outer ring and the second inner ring; the second inner ring is fixedly connected to the second planet carrier; the outer surface of the second outer ring is fixedly connected to the transmission housing, and a plurality of positive wedge grooves and reverse wedge grooves are provided on its inner surface, the positive wedge grooves and the reverse wedge grooves are in opposite directions, each of the positive wedge grooves and the reverse wedge grooves accommodates a second roller, each of the positive wedge grooves and the reverse wedge grooves is respectively installed with the second positive control block fixed end and the second reverse control block fixed end through a pin shaft, and the second positive control block and the second reverse control block are installed in opposite directions; the movable end of the second positive control block and the movable end of the second reverse control block A control pin is fixed to each moving end; the multiple second springs are installed in pairs in the positive wedge groove or the reverse wedge groove of the second outer ring, which are arranged in the spring hole on one side of the fixed end of the second positive control block or the fixed end of the second reverse control block; one end of the second spring outside the spring hole contacts the second roller and elastically pushes toward the positive wedge groove or the reverse wedge groove of the second outer ring, which are arranged on one side of the movable end of the second positive control block or the movable end of the second reverse control block, so that the second roller contacts the outer surface of the second inner ring and the movable end of the second positive control block or the movable end of the second reverse control block, thereby locking the clockwise rotation and counterclockwise rotation of the second inner ring respectively.

5. A two-speed variable-speed wheel-side dual-motor independent drive system of a non-power interruption multiplexing actuator as claimed in claim 4, characterized in that: The control mechanism comprises: a first control disk, a second control disk, a control motor, a first control driving gear, a second control driving gear, a first control driven gear, and a second control driven gear. The first control disk is installed on the right side of the first inner ring and the first outer ring, and is rotatably supported on the outer surface of the first outer ring; the second control disk is installed on the left side of the second inner ring and the second outer ring, and is rotatably supported on the outer surface of the second outer ring; the first control disk and the second control disk are both processed with multiple groups of control grooves of two different shapes arranged alternately in a circumference, and the control grooves are respectively matched with the control pins of the first positive control block and the second positive control block, and the control pins of the first reverse control block and the second reverse control block, and the spatial position of each control pin is constrained according to the constraint relationship; 6. A two-speed variable-speed wheel-side dual-motor independent drive system of a non-power interruption multiplexing actuator as claimed in claim 5, characterized in that: The constraint relationship is designed as follows: When the first control disk and the second control disk are located at the middle position, the control pin of the first positive control block and the control pin of the second positive control block are respectively restricted by the control groove of the first control disk and the control groove of the second control disk, so that the movable end of the first positive control block and the movable end of the second positive control block swing radially outward, away from the outer surfaces of the first inner ring and the second inner ring respectively, and the cross-sectional width of the positive wedge groove on the first outer ring and the second outer ring at the movable end of the control block is increased. At this time, the first roller and the second roller in the positive wedge groove do not contact the movable ends of the first positive control block and the second positive control block; at the same time, the control pin of the first reverse control block and the control pin of the second reverse control block are respectively restricted by the control groove of the first control disk and the control groove of the second control disk, so that the movable end of the first reverse control block and the movable end of the second reverse control block swing radially inward, The first and second inner rings are respectively close to the outer surfaces of the first inner ring and the second inner ring, and the cross-sectional width of the reverse wedge groove on the first and second outer rings at the movable end of the control block is reduced. At this time, the first roller and the second roller in the reverse wedge groove are respectively in contact with the movable ends of the first reverse control block and the second reverse control block. If the first inner ring and the second inner ring rotate counterclockwise, the first roller and the second roller in the reverse wedge groove are pushed by the first spring and the second spring and the friction with the first inner ring and the second inner ring. At the narrower end of the reverse wedge groove, the first controllable one-way clutch is in a one-way locked state in which the first inner ring is locked in counterclockwise rotation, and the second controllable one-way clutch is in a one-way locked state in which the second inner ring is locked in counterclockwise rotation; When the first control disk and the second control disk rotate counterclockwise by a certain angle from the middle position, the control pin of the first forward control block and the control pin of the first reverse control block are restricted by the control groove of the first control disk, and the movable end of the first forward control block and the movable end of the first reverse control block both swing radially inward, close to the outer surface of the first inner ring; the control pin of the second forward control block and the control pin of the second reverse control block are restricted by the control groove of the second control disk, and the movable end of the second forward control block and the movable end of the second reverse control block also swing radially inward, close to the outer surface of the second inner ring. At this time, the The cross-sectional widths of the positive wedge groove and the reverse wedge groove on the first outer ring at the movable end of the control block are reduced, and the cross-sectional widths of the positive wedge groove and the reverse wedge groove on the second outer ring at the movable end of the control block are also reduced, the first roller and the second roller in the positive wedge groove are respectively in contact with the movable ends of the first positive control block and the second positive control block, and the first roller and the second roller in the reverse wedge groove are respectively in contact with the movable ends of the first reverse control block and the second reverse control block, at which time the first controllable one-way clutch and the second controllable one-way clutch are both in a two-way locked state; When the first control disk and the second control disk rotate clockwise from the middle position by a certain angle, the control pin of the first forward control block and the control pin of the first reverse control block are restricted by the control groove of the first control disk, and the movable end of the first forward control block and the movable end of the first reverse control block both swing radially outward, away from the outer surface of the first inner ring; the control pin of the second forward control block and the control pin of the second reverse control block are restricted by the control groove of the second control disk, and the movable end of the second forward control block and the movable end of the second reverse control block also swing radially outward, away from the outer surface of the second inner ring. At this time, the The cross-sectional widths of the positive wedge groove and the reverse wedge groove on the first outer ring at the movable end of the control block are increased, and the cross-sectional widths of the positive wedge groove and the reverse wedge groove on the second outer ring at the movable end of the control block are also increased. The first roller and the second roller in the positive wedge groove do not contact the movable ends of the first positive control block and the second positive control block, and the first roller and the second roller in the reverse wedge groove do not contact the movable ends of the first reverse control block and the second reverse control block. At this time, the first controllable one-way clutch and the second controllable one-way clutch are both in a two-way overrunning state.

7. A two-speed variable-speed wheel-side dual-motor independent drive system of a non-power interruption multiplexing actuator as claimed in claim 5, characterized in that: The control motor is fixedly connected to the inner cavity of the transmission housing; The first control driving gear is spline-connected to the left end of the rotor shaft of the control motor and is rotatably supported by the transmission housing; The first control driven gear is a sector gear, fixedly connected to the first control disk, the first control driven gear is meshed and driven with the first control driving gear, and the control motor outputs torque which is decelerated and torque-increased to achieve control of the first control disk; the second control driving gear is spline-connected to the right end of the rotor shaft of the control motor, and is rotatably supported by the transmission housing; The second control driven gear is a sector gear fixedly connected to the second control disk, the second control driven gear is meshed with the second control driving gear for transmission, and the control motor outputs torque which is decelerated and torque-increased to achieve control of the second control disk.

8. A two-speed variable-speed wheel-side dual-motor independent drive system of a non-power interruption multiplexing actuator as claimed in claim 1, characterized in that: The first hydraulic multi-plate friction clutch comprises the first hydraulic multi-plate friction clutch housing, a first piston, a first pressure plate, a first friction plate group, a first steel plate group, a first pressure plate, a first piston cover, and a first return spring; the second hydraulic multi-plate friction clutch comprises the second hydraulic multi-plate friction clutch housing, a second piston, a second pressure plate, a second friction plate group, a second steel plate group, a second pressure plate, a second piston cover, and a second return spring; The second hydraulic multi-plate friction clutch and the first hydraulic multi-plate friction clutch share the cylinder block processed on the transmission housing, wherein: The first piston is arranged in the left piston chamber of the cylinder body; the first hydraulic multi-plate friction clutch housing is made into one body with the first secondary driving gear; the first piston cover is spline-connected with the first intermediate shaft; the first steel plate group is spline-connected and slidingly connected with the first hydraulic multi-plate friction clutch housing; the first friction plate group and the first steel plate group are staggered and mutually abutted, and are spline-connected and slidingly connected with the first piston cover; the first pressure plate is fixedly connected with the first piston cover, and the right side is abutted against the left side of the first friction plate group; the right side of the first pressure plate is abutted against the first piston through a thrust needle roller bearing, and is spline-connected and slidingly connected with the first piston cover, and the left side is abutted against the right side of the first friction plate group; the first return spring is arranged in the first piston cover, and its left side is abutted against the first piston cover, and its right side is abutted against the first pressure plate; The second piston is arranged in the right piston cavity of the cylinder body; the second hydraulic multi-plate friction clutch housing is made as a whole with the second secondary driving gear; the second piston cover is spline-connected with the second intermediate shaft; the second steel plate group is spline-slidingly connected with the second hydraulic multi-plate friction clutch housing; the second friction plate group and the second steel plate group are staggered and mutually abutted, and are spline-slidingly connected with the second piston cover; the second pressure plate is fixedly connected with the second piston cover, and the left side is abutted with the right side of the second friction plate group; the left side of the second pressure plate is abutted with the second piston through a thrust needle roller bearing, and is spline-slidingly connected with the second piston cover, and the right side is abutted with the left side of the second friction plate group; the second return spring is arranged in the second piston cover, and its right side is abutted with the second piston cover, and its left side is abutted with the second pressure plate.

9. A two-speed variable-speed wheel-side dual-motor independent drive system of a non-power interruption multiplexing actuator as claimed in claim 8, characterized in that: The cylinder body and the transmission housing are made as one body, and a control oil channel is formed inside; the oil enters the left piston chamber and the right piston chamber through the control oil channel in the cylinder body, so that the first pressure plate is pressed against the first pressure plate, and the first friction plate group and the first steel plate group are pressed against each other, and at the same time, the second pressure plate is pressed against the second pressure plate, and the second friction plate group and the second steel plate group are pressed against each other, thereby causing the first hydraulic multi-plate friction clutch and the second hydraulic multi-plate friction clutch to engage synchronously; after the oil pressure drops, the first pressure plate moves to the right under the push of the first return spring, so that the first friction plate group and the first steel plate group are no longer pressed, and at the same time, the second pressure plate moves to the left under the push of the second return spring, so that the second friction plate group and the second steel plate group are no longer pressed, thereby causing the first hydraulic multi-plate friction clutch and the second hydraulic multi-plate friction clutch to separate synchronously.

10. A two-speed variable-speed wheel-side dual-motor independent drive system of a non-power interruption multiplexing actuator as claimed in claim 1, characterized in that: When the drive system is in the first gear drive mode, the first hydraulic multi-plate friction clutch and the second hydraulic multi-plate friction clutch are controlled to be in a disengaged state at the same time, the first controllable one-way clutch and the second controllable one-way clutch are in a two-way locked state at the same time, and the first drive motor and the second drive motor output drive torque in the positive direction to meet the vehicle's low-speed dynamic driving needs; When the drive system is in the second gear drive mode, the first hydraulic multi-plate friction clutch and the second hydraulic multi-plate friction clutch are controlled to be in the engaged state at the same time, the first controllable one-way clutch and the second controllable one-way clutch are in the two-way overrunning state at the same time, and the first drive motor and the second drive motor output drive torque in the positive direction to meet the high-speed economic driving needs of the vehicle; When the drive system is in neutral mode, the first hydraulic multi-plate friction clutch and the second hydraulic multi-plate friction clutch are controlled to be in a disengaged state at the same time, the first controllable one-way clutch and the second controllable one-way clutch are in a two-way overrunning state at the same time, and the first drive motor and the second drive motor do not output torque, so as to meet the vehicle's neutral gliding and the driving axle equipped with the drive system is a non-driven driven axle. When the drive system is in the first gear regenerative braking mode, the first hydraulic multi-plate friction clutch and the second hydraulic multi-plate friction clutch are controlled to be in a disengaged state at the same time, the first controllable one-way clutch and the second controllable one-way clutch are in a two-way locked state at the same time, and the first drive motor and the second drive motor output electromagnetic braking torque in the positive direction to meet the high torque braking and deceleration driving requirements of the vehicle; When the drive system is in the second gear regenerative braking mode, the first hydraulic multi-plate friction clutch and the second hydraulic multi-plate friction clutch are controlled to be in the engaged state at the same time, the first controllable one-way clutch and the second controllable one-way clutch are in the two-way overrunning state at the same time, and the first drive motor and the second drive motor output electromagnetic braking torque in the positive direction to meet the vehicle's small torque braking and deceleration driving requirements; When the drive system is in the reverse mode, the first hydraulic multi-plate friction clutch and the second hydraulic multi-plate friction clutch are controlled to be in a disengaged state at the same time, the first controllable one-way clutch and the second controllable one-way clutch are in a two-way locked state at the same time, and the first drive motor and the second drive motor output drive torque in opposite directions to meet the reverse driving requirements of the vehicle; When the drive system is in the parking brake mode, the first hydraulic multi-plate friction clutch and the second hydraulic multi-plate friction clutch are controlled to be in the engaged state at the same time, the first controllable one-way clutch and the second controllable one-way clutch are in the two-way locked state at the same time, the first drive motor and the second drive motor do not output torque, and the drive system is self-locking at this time, meeting the vehicle's stable parking requirement on a slope; The one-way locking state of the first controllable one-way clutch and the second controllable one-way clutch is a transition state when the drive system switches between first gear drive and second gear drive; By controlling the coordinated cooperation of the first controllable one-way clutch and the first hydraulic multi-plate friction clutch, the left wheel can be switched between the first gear drive mode and the second gear drive mode and the first gear regenerative braking mode and the second gear regenerative braking mode without power interruption; By controlling the coordinated cooperation of the second controllable one-way clutch and the second hydraulic multi-plate friction clutch, the unpowered interruption of the right wheel can be achieved in the unpowered interruption switching between the first gear driving mode and the second gear driving mode and the first gear regenerative braking mode and the second gear regenerative braking mode; By sharing control components, the drive mode switching of the left wheel and the drive mode switching of the right wheel can be completed synchronously, reducing the number of actuators while ensuring the consistency of the left and right mode switching, meeting the vehicle's smooth and safe driving needs.

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