Two-speed variable-speed wheel-side dual-motor independent drive system with multiplexed actuator without power interruption

Abstract

The present invention discloses a two-speed variable-speed wheel-side dual-motor independent drive system with a multiplexed actuator without power interruption, comprising a first drive motor, a first primary reducer, a first double-linked planetary compound gear train, a first intermediate shaft, a first secondary reducer, a first output shaft, a first controllable one-way clutch, a first hydraulic multi-plate friction clutch, a second drive motor, a second primary reducer, a second double-linked planetary compound gear train, a second intermediate shaft, a second secondary reducer, a second output shaft, a second controllable one-way clutch, and a second hydraulic multi-plate friction clutch. The drive system is centrally arranged but independently drives one side of the wheel, and the same shift control mechanism is reused on both sides. By controlling the controllable one-way clutch and the multi-plate friction clutch, seven drive modes can be realized: first gear drive, second gear drive, neutral gear, first gear regenerative braking, second gear regenerative braking, reverse driving, and parking brake. The drive mode switching on both sides can be completed simultaneously without power interruption.

Description

Technical Field

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

[0002] In recent years, due to the inability of traditional vehicles to meet low-carbon and environmental requirements, the impact of a series of national support policies for new energy vehicles, and the shift in the auto market brought about by the oil crisis, the proportion of new energy vehicles, especially pure electric vehicles, in the annual vehicle population has increased year by year. However, pure electric vehicles still have the problem of short driving range. At the same time, the growing market demand is also gradually increasing the requirements for the economy and comfort of pure electric vehicles. Therefore, the development of pure electric vehicles requires more advanced drive systems.

[0003] While a drive system with a single fixed-speed ratio and a drive motor offers advantages such as a simple, compact structure and ease of development, this fixed speed ratio cannot accommodate all vehicle operating conditions, causing the drive motor's operating point to move outside its optimal operating range, impacting vehicle economy and range. A two-speed transmission not only effectively improves the drive motor's overall efficiency, but also, given the limited improvement over a three-speed transmission, is a cost-effective option.

[0004] To achieve two-speed shifts in the dual-motor independent drive system, simultaneous control of the transmission systems on both sides is required. If a shift mechanism is installed on each side, the controllers on both sides must be controlled simultaneously during the shift process to ensure synchronized shifting. Reusing the same shift control mechanism for both sides improves the consistency of torque delivered to both wheels, simplifies the system architecture, and improves integration. Furthermore, a friction clutch and a controllable one-way clutch are used to enable shifting without power interruption. Summary of the Invention

[0005] The present invention provides a two-speed transmission wheel-side dual-motor independent drive system with a multiplexed actuator without power interruption. Through the controllable one-way clutches and hydraulic multi-plate friction clutches on both sides, seven different driving modes, namely first-gear drive, second-gear drive, neutral, 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 set of control mechanisms are reused, so that the switching of the drive modes on both sides can be completed synchronously without power interruption, while simplifying the structure and improving the integration of the drive system.

[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 for a non-powered interruption multiplexing actuator, characterized by comprising:

[0008] Transmission housing:

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

[0011] A first double-coupled planetary compound gear train is arranged parallel to 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 to the output end of the first primary reducer, is fixedly connected to 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 with the first primary planet gear and the first secondary planet gear, respectively. The pitch radius of the first primary sun gear is smaller than the pitch radius of the first secondary sun gear. The first primary planet gear and the first secondary planet gear are integrally formed and rotatably supported on the first planet carrier. 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 gears, reduces the speed and increases the torque before outputting it;

[0013] The first output shaft receives 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 portion is fixedly connected to the first intermediate shaft and whose driven portion is fixedly connected to the first secondary sun gear; when the hydraulic pressure pushes the compression piston, the first hydraulic multi-plate friction clutch engages; when the hydraulic pressure is unloaded, the piston is released, and the first hydraulic multi-plate friction clutch disengages;

[0015] A first controllable one-way clutch, the outer ring of which is mounted on the transmission housing and the center of which is fixedly connected to the first planetary carrier. The first controllable one-way clutch can be controlled to achieve one-way locking of the first planetary 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, coaxially arranged with the second output shaft on the right side of the drive system, and is used to output drive torque or electromagnetic braking torque to the right wheel;

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

[0018] A second double-coupled planetary compound gear train is arranged parallel to the second output shaft and includes: a second-stage sun gear, a second-stage sun gear, second-stage planetary gears, second-stage planetary gears, a second planet carrier, and a second intermediate shaft. The second intermediate shaft is spline-connected to the output end of the second-stage reducer, fixedly connected to the second-stage sun gear and rotatably supporting the second-stage sun gear. The second-stage sun gear and the second-stage sun gear are meshed with the second-stage planetary gears and the second-stage planetary gears, respectively. The pitch radius of the second-stage sun gear is smaller than the pitch radius of the second-stage sun gear. The second-stage planetary gears and the second-stage planetary gears are integrally formed and rotatably supported on the second planet carrier. 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 portion is fixedly connected to the second intermediate shaft and whose driven portion is fixedly connected to the second secondary sun gear. When the hydraulic pressure pushes the compression piston, the second hydraulic multi-plate friction clutch engages; when the hydraulic pressure is unloaded, the piston is released, and the first hydraulic multi-plate friction clutch disengages.

[0022] A second controllable one-way clutch, the outer ring of which is mounted on the transmission housing and the center of which is fixedly connected to the second planetary carrier. The second controllable one-way clutch can be controlled to achieve one-way locking of the second planetary 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 common control component and operate simultaneously;

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

[0025] a transmission housing for accommodating 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 and the first-stage driven gear are meshed and transmitted; 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 includes: 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 secondary reducer includes: a first secondary driving gear and a first secondary driven gear; the first secondary driving gear and the first secondary driven gear are meshed and transmitted; the first secondary driving gear and the first secondary sun gear are integrated; the first secondary driven gear is spline-connected to the first output shaft.

[0029] Preferably, the second-stage reducer includes: a second-stage driving gear and a second-stage driven gear; the second-stage driving gear and the second-stage driven gear are meshed and transmitted; the second-stage driving gear and the second-stage sun gear are made as one body; 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 forward 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 planetary carrier; the first controllable one-way clutch adopts an outer planetary roller one-way clutch, the first outer ring is a planetary wheel, the outer surface of which is fixedly connected to the transmission housing, and the inner surface of which 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 and a movable end of the first reverse control block and a movable end of the first reverse control block are both fixed with a control pin; the multiple 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 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; 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 is 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 planetary carrier; the second controllable one-way clutch adopts an outer planetary roller one-way clutch, the second outer ring is a planetary wheel, the outer surface of which is fixedly connected to the transmission housing, and the inner surface of which 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 and a movable end of the second reverse control block and a 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 a 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 is 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 includes: 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 mounted 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 mounted 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 of the second control disk are both machined with multiple groups of control grooves of two different shapes arranged alternately in a circumference, and the control grooves respectively cooperate with the control pins of the first forward control block and the second forward control block, as well as the control pins of the first reverse control block and the second reverse control block, constraining the spatial position of each control pin according to a constraint relationship;

[0036] The constraint relationship is designed as follows:

[0037] When the first control disk and the second control disk are in the middle position, the control pin of the first forward control block and the control pin of the second forward 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 ends of the first forward control block and the movable ends of the second forward control block swing radially outward, away from the outer surfaces of the first inner ring and the second inner ring respectively, increasing the cross-sectional width of the positive wedge groove on the first outer ring and the second outer ring at the movable ends of the control blocks. At this time, the first roller and the second roller in the positive wedge groove do not contact the movable ends of the first forward control block and the second forward 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 ends of the first reverse control block and the movable ends of the second reverse control block swing radially inward. and the second inner ring are respectively close to the outer surfaces of the first inner ring and the second inner ring, reducing the cross-sectional width of the reverse wedge groove on the first outer ring and the second outer ring at the movable end of the control block. At this time, the first roller and the second roller in the reverse wedge groove are in contact with the movable ends of the first reverse control block and the second reverse control block respectively. 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, and are respectively stuck at the narrower end of the reverse wedge groove with the first inner ring, the movable end of the first reverse control block, and the second inner ring, the movable end of the second reverse control block. 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 and approach 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 and approach the outer surface of the second inner ring. The cross-sectional widths of the positive wedge groove and the negative wedge groove on one outer ring at the movable end of the control block are reduced, and the cross-sectional widths of the positive wedge groove and the negative 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 contact the movable ends of the first positive control block and the second positive control block respectively, and the first roller and the second roller in the negative wedge groove contact the movable ends of the first negative control block and the second negative control block respectively. At this 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 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 outward and 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 and away from the outer surface of the second inner ring. At this time, The cross-sectional widths of the positive wedge groove and the negative 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 negative 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 negative wedge groove do not contact the movable ends of the first negative control block and the second negative 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 sector 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 decelerated 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 sector 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 decelerated 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 channel inside, and piston chambers on the left and right sides, which are connected to the control oil channel; 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 to the first intermediate shaft; the first steel plate group is spline-slidingly connected to the first hydraulic multi-plate friction clutch housing; the first friction plate group and the first steel plate group are arranged in an interlaced and conflicting manner, and are spline-slidingly connected to the first piston cover; the first pressure plate is fixedly connected to the first piston cover, and the right side is connected to 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, and its left side is set in conflict with the first piston cover, and its 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 a 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 same cylinder body;

[0044] The second piston is disposed in the right piston chamber of the cylinder body. The second hydraulic multi-plate friction clutch housing is integrally formed with the second secondary driving gear. The second piston cover is spline-connected to the second intermediate shaft. The second steel plate group is slidingly spline-connected to the second hydraulic multi-plate friction clutch housing. The second friction plate group and the second steel plate group are interlaced and abutted against each other and are spline-connected to the second piston cover. The second pressure plate is fixedly connected to the second piston cover, with its left side abutting against the right side of the second friction plate group. The left side of the second pressure plate abuts against the second piston via a thrust needle roller bearing and is spline-connected to the second piston cover. The right side of the second pressure plate abuts against the left side of the second friction plate group. The second return spring is disposed in the second piston cover, with its right side abutting against the second piston cover and its left side abutting against the second pressure plate. Oil enters the left piston chamber through the control oil passage in the cylinder body and simultaneously enters the right piston chamber, causing the second pressure plate to press against the second pressure plate, pressing the second friction plate group and the second steel plate group against each other, thereby synchronously engaging the second hydraulic multi-plate friction clutch with the first hydraulic multi-plate friction clutch.

[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 simultaneously controlled to be in a disengaged state, the first controllable one-way clutch and the second controllable one-way clutch are simultaneously in a two-way locked state, 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 simultaneously controlled to be in the engaged state, the first controllable one-way clutch and the second controllable one-way clutch are simultaneously in the two-way overrunning state, and the first drive motor and the second drive motor output drive torque in the positive direction to meet the vehicle's high-speed economic driving needs;

[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 simultaneously controlled to be in a disengaged state, the first controllable one-way clutch and the second controllable one-way clutch are simultaneously in a two-way overrunning state, and the first drive motor and the second drive motor do not output torque, thereby meeting the vehicle's neutral coasting requirements and the driving axle equipped with the drive system serving as 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 simultaneously controlled to be in the disengaged state, the first controllable one-way clutch and the second controllable one-way clutch are simultaneously in the bidirectional locked state, and the first drive motor and the second drive motor output electromagnetic braking torque in the positive direction to meet the vehicle's high-torque braking and deceleration requirements;

[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 simultaneously controlled to be in the engaged state, the first controllable one-way clutch and the second controllable one-way clutch are simultaneously in the two-way overrunning state, and the first drive motor and the second drive motor output electromagnetic braking torque in the positive direction to meet the vehicle's low-torque braking and deceleration requirements;

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

[0051] When the drive system is in parking brake mode, the first hydraulic multi-plate friction clutch and the second hydraulic multi-plate friction clutch are simultaneously controlled to be in an engaged state, the first controllable one-way clutch and the second controllable one-way clutch are simultaneously in a bidirectional locked state, and the first drive motor and the second drive motor do not output torque. At this time, the drive system is self-locking, 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 present invention discloses a two-speed, in-wheel, dual-motor independent drive system with a power-interruption-free multiplexing actuator. Through a controllable one-way clutch and a hydraulic multi-plate friction clutch, it can achieve seven different driving modes: first-gear drive, second-gear drive, neutral, first-gear regenerative braking, second-gear regenerative braking, reverse driving, and parking brake for both wheels, with low switching control difficulty.

[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 planetary 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, making the drive system shift 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. 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 structure simple 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 conducive to the consistency of the output drive torque and electromagnetic braking torque on both sides.

[0057] 4. The present invention's two-speed, in-wheel, dual-motor independent drive system for a power-interrupt-free multiplexed actuator utilizes a double-linked planetary compound gear train, eliminating the use of an internal ring gear, which suffers from low transmission efficiency, complex manufacturing processes, and low production efficiency. Furthermore, the double-linked planetary compound gear train enables the ratio of the first-gear to second-gear ratio to approach 2, thereby avoiding the discontinuity in the wheel-end torque characteristics caused by excessively large gear ratios and reducing shifting difficulty.

[0058] 5. The present invention describes a two-speed shift wheel-side dual-motor independent drive system for a non-powered interruption multiplexing actuator, which uses a dual-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 power-free 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 power-interruption-free multiplexing actuator described in the present invention.

[0061] Figure 3 This is a structural schematic 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 described in the present invention.

[0062] Figure 4This is a mechanical structure diagram of a controllable one-way clutch 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.

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

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

[0066] Figure 8 This is a schematic diagram of power transmission in the first gear drive mode 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.

[0067] Figure 9 The present invention provides a schematic diagram of power transmission in a second-gear drive mode for a two-speed variable-speed wheel-side dual-motor independent drive system with a power interruption-free multiplexing actuator.

[0068] Figure 10 This is a schematic diagram of power transmission in a first-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.

[0069] Figure 11 The figure 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 will be further described in detail below with reference to the accompanying drawings so that those skilled in the art can implement the invention with reference to the description. An embodiment of the present invention's two-speed variable-speed wheel-side dual-motor independent drive system 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 forward rotation, and vice versa is considered as reverse rotation.

[0073] The first primary reducer 200 is used to reduce and increase the torque output by the first drive motor before outputting it to the first double-coupled 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 and the first primary driven gear 202 are meshed and driven. The first primary driving gear 201 is spline-connected to the output shaft 103 of the first drive motor. The first primary driven gear 202 is spline-connected to the first intermediate shaft 1401.

[0074] The first double-linked planetary compound gear train 300 includes: a first-stage sun gear 301, a first-stage second sun gear 302, a first-stage planet gear 303, a first-stage second planet gear 304, and a first planet carrier 305. The first-stage sun gear 301 and the first-stage second sun gear 302 are coaxially arranged and mesh with the first-stage planet gear 303 and the first-stage second planet gear 304, respectively. The pitch radius of the first-stage sun gear 301 is smaller than the pitch radius of the first-stage second sun gear 302. The first-stage sun gear 301 is integrally formed with the first intermediate shaft 1401. The first-stage second sun gear 302 is rotatably supported on the first intermediate shaft 1401 via a needle bearing. The first-stage planet gear 303 and the first-stage second planet gear 304 are integrally formed with each other and rotatably supported on the first planet carrier 305. The first planet carrier 305 is rotatably supported on the first intermediate shaft 1401 via bearings.

[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 and second reduction gear 400 is used to reduce and increase the torque output by the first double-coupled planetary compound gear train 300 before outputting it to the first output shaft 1402. The first and second reduction gear 400 includes a second-stage driving gear 401 and a second-stage driven gear 402. The first and second driving gears 401 mesh with the first and second driven gears 402. The first and second driving gears 401 are integrally formed with the first and second sun gears 302. The first and second driven gears 402 are spline-connected to 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 driving 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 forward rotation, and vice versa is considered as reverse rotation.

[0079] The second primary reducer 800 is used to reduce and increase the torque output by the second drive motor before outputting it to the second double-coupled 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 and the second primary driven gear 802 are meshed and driven. The second primary driving gear 801 is spline-connected to the second drive motor output shaft 703. The second primary driven gear 802 is spline-connected to the second intermediate shaft 1403.

[0080] The second double-linked planetary compound gear train 900 includes: a second-stage sun gear 901, a second-stage sun gear 902, a second-stage planet gear 903, a second-stage planet gear 904, and a second planet carrier 905. The second-stage sun gear 901 and the second-stage sun gear 902 are coaxially arranged and mesh with the second-stage planet gear 903 and the second-stage planet gear 904, respectively. The pitch circle radius of the second-stage sun gear 901 is smaller than the pitch circle radius of the second-stage sun gear 902. The second-stage sun gear 901 is integrally formed with the second intermediate shaft 1403. The second-stage sun gear 902 is rotatably supported on the second intermediate shaft 1403 via a needle bearing. The second-stage planet gear 903 and the second-stage planet gear 904 are integrally formed and rotatably supported on the second planet carrier 905. The second planet carrier 905 is rotatably supported on the second intermediate shaft 1403 via bearings.

[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 speed reducer 1000 is used to reduce and increase the torque output by the second double-coupled planetary compound gear train 900 before outputting it to the second output shaft 1404. The second two-stage speed reducer 1000 includes a second-stage driving gear 1001 and a second-stage driven gear 1002. The second-stage driving gear 1001 and the second-stage driven gear 1002 mesh with each other for transmission. The second-stage driving gear 1001 and the second-stage sun gear 902 are integrally formed. The 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 driving 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, which 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. A certain gap exists 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. A plurality of forward wedge grooves and reverse wedge grooves are formed on the inner surface of the first inner ring. The forward wedge grooves and the reverse wedge grooves are in opposite directions. A first roller 503 is disposed in each forward wedge groove and each reverse wedge groove. Each forward wedge groove and each reverse wedge groove are respectively connected to the fixed end of the first forward control block 505 and the first reverse control block 506 by a pin. The fixed end of the control block 506, the first forward control block 505 and the first reverse control block 506 are installed in opposite directions; the movable end of the first forward control block 505 and the movable end of the first reverse control block 506 are respectively fixed with control pins 505a and 506a; a plurality of first springs 504 are installed in pairs in the forward wedge groove and the reverse wedge groove of the first outer ring 502, which are arranged in the spring hole on the side of the fixed end of the first forward control block or the fixed end of the first reverse control block. One end of the first spring 504 outside the spring hole contacts the first roller 503 and elastically pushes toward the forward wedge groove and the reverse wedge groove of the first outer ring 502, which are arranged on the side of the movable end of the first forward control block or the movable end of the first reverse control block, so that it contacts the outer surface of the first inner ring 501 and the movable end of the first forward 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 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 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 output shaft 510 of the machine and the control motor 511 are connected; there is a certain gap between the second inner ring 1101 and the second outer ring 1102; 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, and 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 installed 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 installation directions of the second forward control block 1105 and the second reverse control block 1106 are opposite, respectively forming 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, which arrange the second forward control block In the spring hole on the fixed end or the side of the fixed end 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 reverse control groove of the second outer ring 1102. It is arranged on the side of the movable end of the second forward control block or the movable end of the second reverse control block, so that it contacts 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 into one body, meshing 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 to the control motor output shaft 510; the second control driven gear 1108 and the second control disk 1107 are made into one body, meshing 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, as well as the first control driving gear 509, the first control driven gear 508, 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 both machined with multiple groups of control grooves of two different shapes arranged alternately on the circumference, 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 as follows:

[0088] like Figure 5As shown, 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 forward control block 505 and the control pin 1105a of the second forward 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 forward control block 505 and the movable end of the second forward 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 forward 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 forward 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 forward control block 505 and the second forward control block 1105; at the same time, the first reverse control block 506 The control pin 506a of the first reverse control block 506 and the control pin 1106a of the second reverse control block 1106 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 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, thereby 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 contact 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, approaching the outer surface of the first inner ring 501. 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, approaching 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. 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, 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, 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 and away from the outer surface of the first inner ring 501. 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 and 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, which 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 into one piece with the main housing 1303; the first piston 602 is arranged in the left piston chamber of the cylinder body 609; the first hydraulic multi-plate friction clutch housing 601 and the first and second driving gears 401 are made into one piece; the first piston cover 607 is spline-connected to the first intermediate shaft 1401; the first The steel 605 plate group is spline-slidingly connected to the first hydraulic multi-plate friction clutch housing 601; the first friction plate group 604 and the first steel plate group 605 are arranged in an interlaced and conflicting manner, and are spline-slidingly connected to the first piston cover 607; the first pressure plate 606 is fixedly connected to the first piston cover 607, and the right side is arranged in conflict with the left side of the first friction plate group 604; the right side of the first pressure plate 603 is arranged in conflict with the first piston 602 through a thrust needle roller bearing, and is spline-slidingly connected to the first piston cover 607, and the left side is arranged 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 in conflict with the first piston cover 607, and its right side is arranged 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 chamber of the cylinder body 609; the second hydraulic multi-plate friction clutch housing 1201 and the second secondary driving gear 1001 are made into one body; the second piston cover 1207 and the second intermediate 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 staggered and in conflict 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 in conflict with the right side of the second friction plate group 1204; the left side of the second pressure plate 1203 is in conflict 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 in conflict 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 in conflict with the first piston cover 1207, and its left side is in conflict 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 the disengaged 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, 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 vehicle's low- and medium-speed dynamic driving needs;

[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 driving torque. At this time, the torque flow transmission route of the drive system is as follows: Figure 9 As shown, the transmission ratio i g2 =i1i2, meeting the vehicle's high-speed economical driving needs;

[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 simultaneously controlled to be in a disengaged state, the first controllable one-way clutch 500 and the second controllable one-way clutch 1100 are simultaneously in a two-way overrunning state, 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 vehicle's neutral coasting requirements 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 the disengaged 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, 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: Figure 10 As shown, it meets the vehicle's high torque braking and deceleration requirements;

[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: Figure 11 As shown, it meets the vehicle's small torque braking and deceleration requirements;

[0098] When the drive system is in reverse mode, the first hydraulic multi-plate friction clutch 600 and the second hydraulic multi-plate friction clutch 1200 are simultaneously controlled to be in a disengaged state, the first controllable one-way clutch 500 and the second controllable one-way clutch 1100 are simultaneously in a bidirectional locked state, 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 pressed against each other. 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 the 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 the two-way locking state to the 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 meet 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 planetary carrier 305 drives the first inner ring 501 to rotate clockwise. Similarly, the second planetary 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 locked state does not contact the movable end of the first positive control block 505. The second roller 1103 of the second controllable one-way clutch 600 in the one-way locked state does not contact the movable end of the second positive control block 1105. Therefore, 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 by 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 drops, 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. No longer pressed, the first hydraulic multi-plate friction clutch 600 and the second hydraulic multi-plate friction clutch 1200 enter the slipping state; the control motor 511 is rotated 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 locked 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 planetary carrier 305 drives the first inner ring 501 to rotate counterclockwise, and similarly, the second planetary 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 end 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 secondary driving gears 401 and 1001 respectively through the first double-linked planetary compound gear train 300 and the second double-linked 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 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 a unidirectional locked state to a bidirectional locked state.

[0101] Although the embodiments of the present invention have been disclosed above, they are not limited to the applications listed in the description and implementation methods. 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 illustrations shown and described herein.

Claims

1. A two-speed variable-speed wheel-side dual-motor independent drive system with a non-powered interruption multiplexing actuator, characterized in that: include: transmission housing; The first drive motor is a hollow rotor shaft motor, coaxially arranged with the first output shaft on the left side of the drive system, and is used to output drive torque or 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 to output; A first double-coupled planetary compound gear train is arranged parallel to the first output shaft, comprising: a first-stage sun gear, a first-stage second-stage sun gear, a first-stage planetary gear, a first-stage second-stage planetary gear, a first planet carrier, and a first intermediate shaft; the first intermediate shaft is spline-connected to the output end of the first-stage reducer, the first intermediate shaft is fixedly connected to the first-stage sun gear and rotatably supports the first-stage second-stage sun gear, the first-stage sun gear and the first-stage second-stage sun gear are meshed with the first-stage planetary gear and the first-stage second-stage planetary gear, respectively, the pitch circle radius of the first-stage sun gear is smaller than the pitch circle radius of the first-stage second-stage sun gear, the first-stage planetary gear and the first-stage second-stage planetary gear are integrally formed and 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 gears, reduces the speed and increases the torque before outputting it; The first output shaft receives 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, the active portion of which is fixedly connected to the first intermediate shaft, and the driven portion of which is fixedly connected to the first secondary sun gear; a first controllable one-way clutch, mounted on the transmission housing and fixedly connected at its center to the first planetary carrier; the first controllable one-way clutch can be controlled to achieve one-way locking of the first planetary 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, coaxially arranged with the second output shaft on the right side of the drive system, and is used to output drive torque or electromagnetic braking torque to the right wheel; A second primary speed reducer, which decelerates and increases the torque output by the second drive motor before outputting the torque; a second double-coupled planetary compound gear train, arranged parallel to the second output shaft, comprising: a second-stage sun gear, a second-stage sun gear, a second-stage planetary gear, a second-stage planetary gear, a second planetary carrier, and a second intermediate shaft; the second intermediate shaft being spline-connected to the output end of the second-stage reducer, the second intermediate shaft being fixedly connected to the second-stage sun gear and rotatably supporting the second-stage sun gear, the second-stage sun gear and the second-stage sun gear being meshed with the second-stage planetary gear and the second-stage planetary gear, respectively; the pitch circle radius of the second-stage sun gear being smaller than the pitch circle radius of the second-stage sun gear; the second-stage planetary gear and the second-stage planetary gear being integrally formed and rotatably supported on the second planetary carrier; and the second intermediate shaft being 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, the active portion of which is fixedly connected to the second intermediate shaft, and the driven portion of which is fixedly connected to the second secondary sun gear; a second controllable one-way clutch, mounted on the transmission housing and fixedly connected at its center to the second planetary carrier; the second controllable one-way clutch can be controlled to achieve one-way locking of the second planetary 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 common control component and operate simultaneously; The first hydraulic multi-plate friction clutch and the second hydraulic multi-plate friction clutch share a common 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 described two-speed shift wheel-side dual-motor independent drive system with a power-interruption-free multiplexing actuator 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 for a non-powered 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 and the first stage driven gear are meshed and driven; the first stage driving gear is spline-connected to the hollow rotor shaft of the first drive motor; the first stage driven gear is spline-connected to the first intermediate shaft; The second-stage reducer includes: 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. The non-powered interruption multiplexing actuator two-speed variable wheel-side dual-motor independent drive system according to 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; the first two-stage driving gear is integrated with the first two-stage sun gear; the first two-stage driven gear is spline-connected to the first output shaft; The second-stage reducer includes: a second-stage driving gear and a second-stage driven gear; the second-stage driving gear and the second-stage driven gear are meshed and driven; the second-stage driving gear and the second-stage sun gear are integrated; and the second-stage driven gear is spline-connected to the second output shaft.

4. The non-powered interruption multiplexing actuator two-speed variable wheel-side dual-motor independent drive system according to 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 forward 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 planetary 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 provided on the inner surface thereof, 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, and 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 movable end of the first positive control block and the movable end of the first reverse control block are respectively installed with the first positive control block fixed end and the first reverse control block movable end. A control pin is fixed to each movable end; 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; 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 planetary 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 one second roller, and 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 movable end of the second positive control block and the movable end of the second reverse control block are respectively installed with the second positive control block fixed end and the second reverse control block fixed end. 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 for a non-powered interruption multiplexing actuator as claimed in claim 4, characterized in that: The control mechanism includes: 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; 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 respectively cooperate with the control pins of the first forward control block and the second forward control block, as well as the control pins of the first reverse control block and the second reverse control block, to constrain the spatial position of each control pin according to the constraint relationship.

6. A two-speed variable-speed wheel-side dual-motor independent drive system for a non-powered 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 in the middle position, the control pin of the first forward control block and the control pin of the second forward 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 ends of the first forward control block and the movable ends of the second forward control block swing radially outward, away from the outer surfaces of the first inner ring and the second inner ring respectively, increasing the cross-sectional width of the positive wedge groove on the first outer ring and the second outer ring at the movable ends of the control blocks. At this time, the first roller and the second roller in the positive wedge groove do not contact the movable ends of the first forward control block and the second forward 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 ends of the first reverse control block and the movable ends of the second reverse control block swing radially inward. and the second rollers in the reverse wedge grooves are respectively close to the outer surfaces of the first inner ring and the second inner ring, reducing the cross-sectional width of the reverse wedge grooves on the first outer ring and the second outer ring at the movable end of the control block. At this time, the first roller and the second roller in the reverse wedge grooves are in contact with the movable ends of the first reverse control block and the second reverse control block respectively. If the first inner ring and the second inner ring rotate counterclockwise, the first roller and the second roller in the reverse wedge grooves are pushed by the first spring and the second spring and the friction with the first inner ring and the second inner ring, and are respectively stuck at the narrower end of the reverse wedge groove with the first inner ring, the movable end of the first reverse control block, and the second inner ring, the movable end of the second reverse control block. 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. 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 and approach 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 and approach the outer surface of the second inner ring. At this time, The cross-sectional widths of the positive wedge groove and the negative 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 negative 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 in contact with the movable ends of the first positive control block and the second positive control block respectively, and the first roller and the second roller in the negative wedge groove are in contact with the movable ends of the first negative control block and the second negative control block respectively. At this 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 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 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 cross-sectional widths of the positive wedge groove and the negative 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 negative 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 negative wedge groove do not contact the movable ends of the first negative control block and the second negative 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 for a multiplexed actuator without power interruption 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 with the first control driving gear for transmission. The output torque of the control motor 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. The control motor outputs torque that is decelerated and torque-increased to achieve control of the second control disk.

8. The non-powered interruption multiplexing actuator two-speed variable wheel-side dual-motor independent drive system according to 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 and the first secondary driving gear are made into one body; the first piston cover is spline-connected to the first intermediate shaft; the first steel plate group is spline-slidingly connected to the first hydraulic multi-plate friction clutch housing; the first friction plate group and the first steel plate group are arranged to be staggered and in conflict with each other, and are spline-slidingly connected to the first piston cover; the first pressure plate is fixedly connected to the first piston cover, and the right side is arranged to conflict with the left side of the first friction plate group; the right side of the first pressure plate is arranged to conflict with the first piston through a thrust needle roller bearing, and is spline-slidingly connected to the first piston cover, and the left side is arranged to conflict with 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 arranged to conflict with the first piston cover, and its right side is arranged to conflict with the first pressure plate; The second piston is arranged in the right piston chamber of the cylinder body; the second hydraulic multi-plate friction clutch housing is made as one piece with the second secondary driving gear; the second piston cover is spline-connected to the second intermediate shaft; the second steel plate group is spline-slidingly connected to the second hydraulic multi-plate friction clutch housing; the second friction plate group and the second steel plate group are staggered and in conflict with each other, and are spline-slidingly connected to the second piston cover; the second pressure plate is fixedly connected to the second piston cover, and the left side is in conflict with the right side of the second friction plate group; the left side of the second pressure plate is in conflict with the second piston through a thrust needle roller bearing, and is spline-slidingly connected to the second piston cover, and the right side is in conflict 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 in conflict with the second piston cover, and its left side is in conflict with the second pressure plate.

9. A two-speed variable-speed wheel-side dual-motor independent drive system for a non-powered 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. The non-powered interruption multiplexing actuator two-speed variable wheel-side dual-motor independent drive system according to 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 simultaneously controlled to be in the disengaged state, the first controllable one-way clutch and the second controllable one-way clutch are simultaneously in the bidirectional locked state, 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 simultaneously controlled to be in the engaged state, the first controllable one-way clutch and the second controllable one-way clutch are simultaneously in the two-way overrunning state, and the first drive motor and the second drive motor output drive torque in the positive direction to meet the vehicle's high-speed economic driving needs; When the drive system is in neutral mode, the first hydraulic multi-plate friction clutch and the second hydraulic multi-plate friction clutch are simultaneously controlled to be in a disengaged state, the first controllable one-way clutch and the second controllable one-way clutch are simultaneously in a two-way overrunning state, and the first drive motor and the second drive motor do not output torque, thereby meeting the vehicle's neutral coasting requirements and the driving axle equipped with the drive system serving as 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 simultaneously controlled to be in the disengaged state, the first controllable one-way clutch and the second controllable one-way clutch are simultaneously in the bidirectional locked state, and the first drive motor and the second drive motor output electromagnetic braking torque in the positive direction to meet the vehicle's high-torque braking and deceleration requirements; 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 simultaneously controlled to be in the engaged state, the first controllable one-way clutch and the second controllable one-way clutch are simultaneously in the two-way overrunning state, and the first drive motor and the second drive motor output electromagnetic braking torque in the positive direction to meet the vehicle's low-torque braking and deceleration requirements; When the drive system is in reverse mode, the first hydraulic multi-plate friction clutch and the second hydraulic multi-plate friction clutch are simultaneously controlled to be in a disengaged state, the first controllable one-way clutch and the second controllable one-way clutch are simultaneously in a bidirectionally locked state, and the first drive motor and the second drive motor output drive torque in opposite directions to meet the vehicle's reverse driving requirements; When the drive system is in parking brake mode, the first hydraulic multi-plate friction clutch and the second hydraulic multi-plate friction clutch are simultaneously controlled to be in an engaged state, the first controllable one-way clutch and the second controllable one-way clutch are simultaneously in a bidirectional locked state, and the first drive motor and the second drive motor do not output torque. At this time, the drive system is self-locking, 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, it is possible to achieve unpowered interruption switching of the left wheel between the first gear drive mode and the second gear drive mode, and between the first gear regenerative braking mode and the second gear regenerative braking mode; By controlling the coordinated cooperation of the second controllable one-way clutch and the second hydraulic multi-plate friction clutch, it is possible to achieve unpowered interruption switching of the right wheel between the first gear drive mode and the second gear drive mode, and between 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.

Images