Motor, driving assembly, vehicle and in-situ turning control method

Abstract

The invention discloses a motor, a driving assembly, a vehicle and an in-situ turning control method, relates to the technical field of vehicles, and aims to solve the problem of how to realize in-situ turning at low cost. The thermal management system comprises a motor, the motor comprises a rotor, a first output shaft, a second output shaft and a clutch structure, the clutch structure is connected to the rotor, the clutch structure can enable the first output shaft and the rotor to be coupled or decoupled, and / or the clutch structure can enable the second output shaft and the rotor to be coupled or decoupled.

Description

Technical Field

[0001] The present application relates to the technical field of vehicles, and particularly to an electric motor, a drive assembly, a vehicle, and a method for controlling a U-turn in place. Background Art

[0002] With the continuous development of vehicle technology, some vehicles are equipped with the function of making a U-turn in place, which can effectively shorten the turning radius, enabling the vehicle to make a U-turn conveniently in scenarios such as narrow streets or parking lots with dense obstacles, without the need for multiple adjustments.

[0003] In the related art, the function of making a U-turn in place of a vehicle generally needs to be realized by four in-wheel motors. The rotation direction, rotation speed, and torque of the four wheels in the vehicle are independently controlled by the four motors. The rotation directions of the left and right two motors located on the same axis are opposite, driving the two wheels to rotate in opposite directions, so as to generate two frictional forces in opposite directions between the two wheels on the same axis and the road surface, forming a torque for driving the vehicle to rotate.

[0004] However, the drive assembly in the above vehicle with the function of making a U-turn in place is composed of four electric motors, making the structure of the drive assembly relatively complex and the cost relatively high. Summary of the Invention

[0005] The purpose of the present application is to provide an electric motor, a drive assembly, a vehicle, and a method for controlling a U-turn in place, aiming to solve the problem of how to achieve a U-turn in place at low cost.

[0006] In a first aspect, an electric motor is provided. The electric motor includes a rotor, a first output shaft, a second output shaft, and a clutch structure. The clutch structure is connected to the rotor, and the clutch structure can couple or decouple the first output shaft from the rotor, and / or the clutch structure can couple or decouple the second output shaft from the rotor.

[0007] It can be understood that under the control of the clutch structure, the torque of the rotor can be selectively transmitted to the first output shaft and / or the second output shaft. When the rotor is coupled to one of the first output shaft and the second output shaft and decoupled from the other, the rotor can directly output torque to one of the first output shaft and the second output shaft and cannot directly output torque to the other, generating a torque difference between the first output shaft and the second output shaft, resulting in a torque difference between the first wheel on the right and the second wheel on the left, thereby forming a torque for driving the vehicle to rotate. In this way, a single electric motor can be used to control two wheels simultaneously, reducing the number of electric motors used and realizing the function of making a U-turn in place of the vehicle at low cost.

[0008] Optionally, in some embodiments of the present application, the clutch structure includes a first clutch. The first clutch is disposed between the rotor and the first output shaft, and the first clutch is adapted to control the coupling or decoupling between the rotor and the first output shaft.

[0009] Optionally, in some embodiments of the present application, the first clutch includes a first part and a second part. The first part is connected to the rotor, and the second part is connected to the first output shaft. Wherein, when the first part and the second part are engaged, the rotor is coupled to the first output shaft; when the first part and the second part are separated, the rotor is decoupled from the first output shaft.

[0010] Optionally, in some embodiments of the present application, the first part includes a first friction plate, and the second part includes a second friction plate. The first friction plate and the second friction plate can move relative to each other along the axial or radial direction of the first output shaft.

[0011] Optionally, in some embodiments of the present application, the clutch structure further includes a second clutch. The second clutch is disposed between the rotor and the second output shaft, and the second clutch is adapted to control the coupling or decoupling between the rotor and the second output shaft.

[0012] Optionally, in some embodiments of the present application, there is an installation space inside the rotor, and the first clutch and the second clutch are disposed in the installation space.

[0013] Optionally, in some embodiments of the present application, the second clutch includes a third part and a fourth part. The third part is connected to the rotor, and the fourth part is connected to the second output shaft. Wherein, when the third part and the fourth part are engaged, the rotor is coupled to the second output shaft; when the third part and the fourth part are separated, the rotor is decoupled from the second output shaft.

[0014] Optionally, in some embodiments of the present application, the third part includes a third friction plate, and the fourth part includes a fourth friction plate. The third friction plate and the fourth friction plate can move relative to each other along the axial or radial direction of the second output shaft.

[0015] Optionally, in some embodiments of the present application, the motor further includes a differential. The input end of the differential is connected to the rotor, and the output end of the differential includes a first connection part and a second connection part; the first connection part is drivingly connected between the rotor and the first output shaft; the second connection part is drivingly connected between the rotor and the second output shaft.

[0016] Optionally, in some embodiments of the present application, the motor further includes a first reducer and a first drive half shaft. The first reducer has a first input end and a first output end, and the first input end is drivingly connected to the first output shaft. One end of the first drive half shaft is connected to the first output end, and the other end of the first drive half shaft is adapted to be connected to a wheel.

[0017] Optionally, in some embodiments of the present application, the motor further includes a second speed reducer and a second drive half shaft. The second speed reducer has a second input end and a second output end, and the second input end is in transmission connection with the second output shaft. One end of the second drive half shaft is connected to the second output end, and the other end of the second drive half shaft is adapted to be connected to a wheel.

[0018] Optionally, in some embodiments of the present application, the motor further includes a housing, and the first speed reducer, the second speed reducer and the rotor are all arranged in the housing. The first speed reducer and the second speed reducer are respectively located on opposite sides of the rotor in the axial direction.

[0019] Optionally, in some embodiments of the present application, the first speed reducer and the second speed reducer are parallel shaft speed reducers or planetary gear train speed reducers.

[0020] In a second aspect, a drive assembly is further provided, and the drive assembly includes the above-mentioned motor.

[0021] Optionally, in some embodiments of the present application, the drive assembly further includes a front drive motor and a rear drive motor. The front drive motor and the rear drive motor are both the above-mentioned motors. The front drive motor is adapted to be connected to two front wheels, and the rear drive motor is adapted to be connected to two rear wheels.

[0022] In a third aspect, a vehicle is further provided, and the vehicle includes the above-mentioned motor and / or the above-mentioned drive assembly.

[0023] In a fourth aspect, a method for controlling a vehicle to turn in place is further provided. The method is applied to a vehicle, and the vehicle includes a front drive motor and a rear drive motor. The front drive motor and the rear drive motor are both the above-mentioned motors. The method for controlling the vehicle to turn in place includes: determining whether the vehicle is in a stationary state. If so, controlling the rotation directions of the front drive motor and the rear drive motor to be opposite; controlling the rotor in the front drive motor to be connected to a first target shaft, and the rotor in the rear drive motor to be connected to a second target shaft, and the first target shaft and the second target shaft are respectively located on opposite sides of the vehicle in the width direction. Wherein, the first target shaft is one of the first output shaft and the second output shaft of the front drive motor, and the second target shaft is one of the first output shaft and the second output shaft of the rear drive motor. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for the description of the embodiments will be briefly introduced below. Obviously, the drawings in the following description are only some embodiments of the present application. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0025] Figure 1 It is a schematic structural diagram of the vehicle provided by the embodiment of the present application;

[0026] Figure 2Schematic structural diagram of the motor provided by an embodiment of the present application;

[0027] Figure 3 Schematic diagram of the clutch structure provided by an embodiment of the present application;

[0028] Figure 4 Another schematic structural diagram of the motor provided by an embodiment of the present application;

[0029] Figure 5 Another schematic structural diagram of the motor provided by an embodiment of the present application;

[0030] Figure 6 Another schematic structural diagram of the motor provided by an embodiment of the present application;

[0031] Figure 7 Schematic flow diagram of the vehicle in-situ turning control method provided by an embodiment of the present application;

[0032] Figure 8 Schematic diagram of the vehicle turning in place clockwise provided by an embodiment of the present application;

[0033] Figure 9 Schematic diagram of the vehicle turning in place counterclockwise provided by an embodiment of the present application.

[0034] Reference numerals:

[0035] 1000, vehicle;

[0036] 100, drive assembly; 101, front drive motor; 102, rear drive motor; 200, wheel; 21, first wheel; 22, second wheel; 300, vehicle body;

[0037] 10, motor; 11, rotor; 12, first output shaft; 13, second output shaft; 14, clutch structure; 141, first clutch; 1411, first friction plate; 1412, second friction plate; 142, second clutch; 1421, third friction plate; 1422, fourth friction plate; 15, stator; 16, differential; 171, first speed reducer; 172, second speed reducer; 173, parallel shaft gear reducer; 174, planetary gear train reducer; 181, first drive half shaft; 182, second drive half shaft; 19, housing. Detailed implementation manners

[0038] In the embodiments of the present application, the terms "first", "second", "third", "fourth", "fifth", "sixth" are only used for descriptive purposes and cannot be construed as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, features defined with "first", "second", "third", "fourth", "fifth", "sixth" may explicitly or implicitly include one or more of such features.

[0039] Figure 1 For a schematic diagram of the structure of a vehicle provided in an embodiment of the present application, see Figure 1 The present application provides a vehicle 1000, which includes a drive assembly 100, wheels 200 and a body 300. The drive assembly 100 can provide power to the wheels 200, drive the wheels 200 to rotate and drive the body 300 to move relative to the road surface.

[0040] In some embodiments of the present application, the drive assembly 100 may include a front-drive motor 101 and a rear-drive motor 102, wherein the front-drive motor 101 is suitable for connecting to two front wheels to provide driving force for the front wheels; the rear-drive motor 102 is suitable for connecting to two rear wheels to provide driving force for the rear wheels.

[0041] In the related art, in order to realize the function of turning the vehicle on the spot, the front drive motor usually includes two motors, which drive and control the left front wheel and the right front wheel separately. Correspondingly, the rear drive motor also includes two motors, which drive and control the left rear wheel and the right rear wheel separately. In this way, the two coaxial wheels can be controlled to rotate in different directions, and the two wheels on the same side can rotate in the same direction, so that the two coaxial wheels and the road surface generate friction forces in two opposite directions, forming a torque that drives the vehicle to rotate.

[0042] However, the driving assembly in the above-mentioned vehicle with the on-the-spot U-turn function is composed of four motors, which makes the structure of the driving assembly relatively complex and the cost relatively high.

[0043] In order to solve the above technical problems, the present application provides a drive assembly that can realize the vehicle's on-the-spot U-turn based on the front drive motor and the rear drive motor being one, thereby reducing the number of drive motors used, making the drive assembly provided by the present application simple in structure and low in cost. Since the front drive motor and the rear drive motor of the present application have the same structure, the motor structure of the present application and the on-the-spot U-turn control method of the vehicle are described in detail below, taking the front drive motor as an example.

[0044] Figure 2 For a schematic diagram of the structure of the motor provided in the embodiment of the present application, see Figure 2 In some embodiments of the present application, the motor 10 includes a rotor 11, a first output shaft 12, a second output shaft 13 and a clutch structure 14. The first output shaft 12 and the second output shaft 13 are respectively adapted to be drivingly connected to two wheels 200 on both sides of the axial direction of the rotor 11. The clutch structure 14 is connected to the rotor, and can couple or decouple the first output shaft 12 with the rotor 11, and / or the clutch structure 14 can couple or decouple the second output shaft 13 with the rotor 11.

[0045] Understandably, under the control of the clutch structure 14, the torque of the rotor 11 can be selectively transmitted to the first output shaft 12 and / or the second output shaft 13. When the rotor 11 is coupled to one of the first output shaft 12 and the second output shaft 13 and decoupled from the other, the rotor 11 can directly output torque to one of the first output shaft 12 and the second output shaft 13, but cannot directly output torque to the other, and a torque difference can be generated between the first output shaft 12 and the second output shaft 13, so that a torque difference is generated between the first wheel 21 on the right and the second wheel 22 on the left, thereby forming a torque for driving the vehicle 1000 to rotate. In this way, a single motor 10 can be used to control two wheels 200 at the same time, reducing the number of motors 10 used, making the structure of the drive assembly 100 simple and the cost low, and realizing the low-cost in-situ turning function of the vehicle 1000.

[0046] Continue to refer to Figure 2 , in some embodiments of the present application, the clutch structure 14 may include a first clutch 141 and a second clutch 142. The first clutch 141 is disposed between the rotor 11 and the first output shaft 12, and the first clutch 141 is adapted to control the coupling or decoupling between the rotor 11 and the first output shaft 12. The second clutch 142 is disposed between the rotor 11 and the second output shaft 13, and the second clutch 142 is adapted to control the coupling or decoupling between the rotor 11 and the second output shaft 13. In this way, the connection state between the rotor 11 and the first output shaft 12 and the connection state between the rotor 11 and the second output shaft 13 can be independently controlled by two clutches, so that a torque difference can be generated between the first output shaft 12 and the second output shaft 13.

[0047] Optionally, in some embodiments of the present application, the rotor 11 has an installation space, and the first clutch 141 and the second clutch 142 are disposed in the installation space. In this way, two clutches can be arranged by using the installation space in the rotor 11, making the overall structure of the motor 10 more compact.

[0048] Continue to refer to Figure 2 , in some embodiments of the present application, the motor 10 further includes a stator 15 disposed around the outer peripheral surface of the rotor 11. When an electric current is passed through the winding of the stator 15, a magnetic field will be generated, and this magnetic field will pass through the air gap between the stator 15 and the rotor 11 and act on the rotor 11. An induced electromotive force and an induced current will be generated in the rotor 11 under the magnetic field generated by the stator 15, so that the rotor 11 is subjected to an electromagnetic force and rotates.

[0049] Optionally, in some embodiments of the present application, the first clutch 141 includes a first part and a second part. The first part is connected to the rotor 11, and the second part is connected to the first output shaft 12. When the first part and the second part are engaged, the rotor 11 is coupled to the first output shaft 12; when the first part and the second part are separated, the rotor 11 is decoupled from the first output shaft 12. In this way, the connection state between the rotor 11 and the first output shaft 12 can be controlled by the connection state of the first part and the second part in the first clutch 141.

[0050] Figure 3 FIG. is a schematic diagram of the clutch structure provided by the embodiments of the present application. In some embodiments of the present application, the first part includes a first friction plate 1411, and the second part includes a second friction plate 1412. The first friction plate 1411 and the second friction plate 1412 can move relative to each other along the axial or radial direction of the first output shaft 12.

[0051] It can be understood that, due to the first friction plate 1411 and the second friction plate 1412 being able to move relative to each other along the axial or radial direction of the first output shaft 12, there are three states between the first friction plate 1411 and the second friction plate 1412: In the first state, when the first friction plate 1411 and the second friction plate 1412 are fully engaged and there is no relative sliding between them, the first clutch 141 is in the coupled state at this time, and the torque of the rotor 11 can be fully transmitted to the first output shaft 12; in the second state, when the first friction plate 1411 and the second friction plate 1412 are partially engaged and there is relative sliding between them, the first clutch 141 is in the semi-coupled state at this time, and the torque of the rotor 11 can be partially transmitted to the first output shaft 12; in the third state, when the first friction plate 1411 and the second friction plate 1412 are separated, the first clutch 141 is in the disengaged state at this time, and the torque of the rotor 11 cannot be directly transmitted to the first output shaft 12 through the first clutch 141.

[0052] Continue to refer to Figure 2 and Figure 3 Accordingly, the second clutch 142 includes a third part and a fourth part. The third part is connected to the rotor 11, and the fourth part is connected to the second output shaft 13. When the third part and the fourth part are engaged, the rotor 11 is connected to the second output shaft 13; when the third part and the fourth part are separated, the rotor 11 is decoupled from the second output shaft 13. In this way, the connection state between the rotor 11 and the second output shaft 13 can be controlled by the connection state of the third part and the fourth part in the second clutch 142.

[0053] Optionally, in some embodiments of the present application, the third part includes a third friction plate 1421, and the fourth part includes a fourth friction plate 1422. The third friction plate 1421 and the fourth friction plate 1422 can move relative to each other along the axial or radial direction of the second output shaft 13, so that the above three states also exist between the third friction plate 1421 and the fourth friction plate 1422.

[0054] In this way, by controlling the relative movement of the first friction plate 1411 and the second friction plate 1412, and the relative movement of the third friction plate 1421 and the fourth friction plate 1422, the operating states of the first clutch 141 and the second clutch 142 can be controlled, and the torque vector distribution function of the rotor 11 can be realized. Exemplarily, when one of the first clutch 141 and the second clutch 142 is in a coupled state or a semi-coupled state, and the other of the first clutch 141 and the second clutch 142 is in a disengaged state, a torque difference can be generated between the first output shaft 12 and the second output shaft 13, so that a torque difference is generated between the two wheels 200 on both sides of the motor 10, forming a torque for driving the vehicle 1000 to rotate.

[0055] In addition, the present application can also realize the differential function and differential lock function of the vehicle 1000 by controlling the states of the first clutch 141 and the second clutch 142.

[0056] Exemplarily, when the first clutch 141 is in a coupled state and the second clutch 142 is in a semi-coupled state, since there is no rotational speed difference between the first friction plate 1411 and the second friction plate 1412, while there is a rotational speed difference between the third friction plate 1421 and the fourth friction plate 1422. Therefore, the rotational speed of the first output shaft 12 can be synchronized with the rotational speed of the rotor 11, while the rotational speed of the second output shaft 13 is less than the rotational speed of the rotor 11, that is, the rotational speed of the first output shaft 12 is greater than the rotational speed of the second output shaft 13, so that the rotational speeds of the first wheel 21 and the second wheel 22 on both sides of the motor 10 are different, which is beneficial to ensuring the safety of the vehicle 1000 when turning.

[0057] Exemplarily, when the first wheel 21 gets stuck in a muddy pit and slips, while the second wheel 22 is still on a normal road surface, since the second wheel 22 is running on a road surface with a high friction coefficient, the second wheel 22 can drive the fourth friction plate 1422 to move towards the third friction plate 1421, improving the degree of engagement between the third friction plate 1421 and the fourth friction plate 1422. The degree of engagement can be adjusted by the electronic control system according to factors such as rotational speed difference and road conditions, so as to lock the third friction plate 1421 and the fourth friction plate 1422. In this way, the torque from the rotor 11 can be transmitted to the second wheel 22 through the third friction plate 1421 and the fourth friction plate 1422, and the differential lock function helps the vehicle 1000 get out of trouble.

[0058] Figure 4 Another structural schematic diagram of the motor provided by the embodiment of the present application. Refer to Figure 4 , in some embodiments of the present application, the motor 10 may further include a differential 16 disposed in the installation space. The input end of the differential 16 is connected to the rotor 11. The output end of the differential 16 includes a first connection portion and a second connection portion. The first connection portion is drivingly connected between the rotor 11 and the first output shaft 12, and the second connection portion is connected between the rotor 11 and the second output shaft 13.

[0059] Since the differential 16 is respectively connected to the first output shaft 12 through the first connection portion and to the second output shaft 13 through the second connection portion, the first output shaft 12 and the second output shaft 13 connected to the differential 16 can have different torques respectively, so as to form a torque difference between the first output shaft 12 and the second output shaft 13, which is convenient for the vehicle 1000 to turn.

[0060] Since the first clutch 141 and the second clutch 142 can control the coupling and decoupling of the rotor 11 with the first output shaft 12 and the second output shaft 13 to form a torque difference between the first output shaft 12 and the second output shaft 13, it is thus convenient for the vehicle 1000 to turn.

[0061] By the combination of the differential 16 with the first clutch 141 and the second clutch 142, it is beneficial to reduce the turning radius of the vehicle 1000 and the inter-wheel torque vector control, thereby improving the dynamic performance of the vehicle 1000.

[0062] Exemplarily, when the first clutch 141 is coupled and the second clutch 142 is decoupled, the torque of the rotor 11 can be completely transmitted to the first output shaft 12, and the torque of the rotor 11 cannot be directly transmitted to the second output shaft 13 through the second clutch 142. Since the differential 16 is also connected to the second output shaft 13, the rotor 11 can output part of the torque to the second output shaft 13 through the second connection portion of the differential 16, reducing the torque difference between the first output shaft 12 and the second output shaft 13, and controlling the rotational speed difference between the first wheel 21 and the second wheel 22 within a certain range to ensure the normal driving of the vehicle 1000.

[0063] Thus, after the differential 16 is combined with the first clutch 141 and the second clutch 142,

[0064] Continue to refer to Figure 4 , in some embodiments of the present application, the motor 10 further includes a first speed reducer 171 and a first drive half shaft 181. The first speed reducer 171 has a first input end and a first output end. The first input end is drivingly connected to the first output shaft 12. One end of the first drive half shaft 181 is connected to the first output end, and the other end of the first drive half shaft 181 is adapted to be connected to the wheel 200.

[0065] In this way, the torque of the first output shaft 12 can be transmitted to the first drive half shaft 181 after the speed reduction and torque increase effect of the first speed reducer 171, and then the first drive half shaft 181 conveys the torque to the left wheel 200.

[0066] Optionally, in some embodiments of the present application, the motor 10 further includes a second speed reducer 172 and a second drive half shaft 182. The second speed reducer 172 has a second input end and a second output end, and the second input end is in transmission connection with the second output shaft 13. One end of the second drive half shaft 182 is connected to the second output end, and the other end of the second drive half shaft 182 is adapted to be connected to the wheel 200.

[0067] In this way, the torque of the second output shaft 13 can be transmitted to the second drive half shaft 182 after the speed reduction and torque increase effect of the second speed reducer 172, and then the second drive half shaft 182 conveys the torque to the right wheel 200.

[0068] Continue to refer to Figure 4 , in some embodiments of the present application, the motor 10 further includes a housing 19. The first speed reducer 171, the second speed reducer 172 and the rotor 11 are all arranged inside the housing 19, and the first speed reducer 171 and the second speed reducer 172 are respectively located on opposite sides of the rotor 11 in the axial direction.

[0069] In this way, the first speed reducer 171 and the second speed reducer 172 can be integrated into the motor 10 housing 19 to form a geared motor 10, making the structure of the drive assembly 100 more compact.

[0070] Figure 5 It is another structural schematic diagram of the motor provided by the embodiment of the present application. Figure 6 It is still another structural schematic diagram of the motor provided by the embodiment of the present application. Referring in combination to Figure 4 , Figure 5 and Figure 6 , in some embodiments of the present application, the first speed reducer 171 and the second speed reducer 172 are a parallel shaft gear speed reducer 173 or a planetary gear speed reducer 174.

[0071] That is to say, the first speed reducer 171 and the second speed reducer 172 can both use the parallel shaft gear speed reducer 173, or both use the planetary gear speed reducer 174. It is also possible that the first speed reducer 171 uses the planetary gear speed reducer 174 and the second speed reducer 172 uses the parallel shaft gear speed reducer 173, or the first speed reducer 171 uses the parallel shaft gear speed reducer 173 and the second speed reducer 172 uses the planetary gear speed reducer 174. The planetary gear speed reducer has a compact structure and a large transmission ratio range, and the parallel shaft gear speed reducer has a low cost, a simple and reliable structure. The specific selection can be made according to the specific requirements of the motor 10.

[0072] The motor structure of the present application has been described above. Next, the in-situ turning control method of the vehicle of the present application will be described. The front drive motor 101 and the rear drive motor 102 of the vehicle 1000 are both the motor 10 described above.

[0073] Figure 7 It is a schematic flow chart of the in-situ turning control method of the vehicle provided by the embodiment of the present application. Refer to Figure 7 , the in-situ turning control method of the vehicle of the present application includes:

[0074] Step S1: Determine whether the vehicle is in a stationary state. If so, control the rotation directions of the front drive motor and the rear drive motor to be opposite.

[0075] Step S2: Control the rotor in the front drive motor to be connected to the first target shaft, and the rotor in the rear drive motor to be connected to the second target shaft, and the first target shaft and the second target shaft are respectively located on opposite sides in the vehicle width direction.

[0076] Among them, the first target shaft is one of the first output shaft and the second output shaft of the front drive motor, and the second target shaft is one of the first output shaft and the second output shaft of the rear drive motor.

[0077] In this way, it can be ensured that the torque direction formed by the torque difference between the left front wheel and the right front wheel acting on the front drive motor 101 is consistent with the torque direction formed by the torque difference between the left rear wheel and the right rear wheel acting on the rear drive motor 102. Thus, under the cooperation of the front drive motor 101 and the rear drive motor 102, the vehicle 1000 is jointly driven to rotate clockwise or counterclockwise, realizing the in-situ turning function.

[0078] There are two implementation methods for both the clockwise in-situ turning and the counterclockwise in-situ turning of the vehicle 1000 of the present application. Specifically:

[0079] Figure 8 It is a schematic diagram of the clockwise in-situ turning of the vehicle provided by the embodiment of the present application. Refer to Figure 8 , in some embodiments of the present application, the clockwise in-situ turning can be achieved by the following method: control the front drive motor 101 to rotate forward and the rear drive motor 102 to rotate backward, disconnect the first output shaft 12 of the front drive motor 101 from the rotor 11, and connect the second output shaft 13 to the rotor 11. Connect the first output shaft 12 of the rear drive motor 102 to the rotor 11 and disconnect the second output shaft 13 from the rotor 11. At this time, the left front wheel of the vehicle 1000 rotates forward, the right rear wheel rotates backward, and the torque direction of the whole vehicle is clockwise, thereby driving the vehicle 1000 to make a clockwise in-situ turn.

[0080] It should be noted that the torque magnitudes of the front drive motor 101 and the rear drive motor 102 can be adjusted according to the deviation of the front and rear loads of the vehicle 1000 and the slip ratio of the vehicle 1000. This application does not further limit this. Exemplarily, when the ratio of the front wheel load to the rear wheel load of the vehicle 1000 is 1:1 and other interference factors are not considered, the torque magnitude of the front drive motor 101 can be kept consistent with the torque magnitude of the rear drive motor 102 to achieve a U-turn of the vehicle 1000 in place.

[0081] In addition, the vehicle 1000 can achieve a U-turn by only controlling the front drive motor 101 to rotate forward. The first output shaft 12 of the front drive motor 101 is disconnected from the rotor 11, and the second output shaft 13 is connected to the rotor 11, so that a torque difference is formed between the left front wheel and the right front wheel. The torque direction of the vehicle 1000 is clockwise, so that the vehicle 1000 can achieve a clockwise U-turn. At this time, the rear drive motor 102 can remain stationary, and the vehicle is driven to turn around only by the torque of the front drive motor 101; the rear drive motor 102 can also rotate in the reverse direction, and the first output shaft 12 of the rear drive motor 102 is connected to the rotor 11, and the second output shaft 13 is disconnected from the rotor 11. In this way, the rear drive motor 102 can also provide a clockwise torque, which can make the turning radius of the vehicle 1000 smaller.

[0082] In some other embodiments of the present application, control the front drive motor 101 to rotate in the reverse direction and the rear drive motor 102 to rotate forward. The first output shaft 12 of the front drive motor 101 is connected to the rotor 11, and the second output shaft 13 is disconnected from the rotor 11. The first output shaft 12 of the rear drive motor 102 is disconnected from the rotor 11, and the second output shaft 13 is connected to the rotor 11. At this time, the right front wheel of the vehicle 1000 rotates in the reverse direction, and the left rear wheel rotates forward. The torque direction of the vehicle 1000 is also clockwise, driving the vehicle 1000 to make a U-turn in place clockwise.

[0083] Figure 9 Schematic diagram of the counterclockwise U-turn in place of the vehicle provided by the embodiment of the present application. Refer to Figure 9 In some embodiments of the present application, a counterclockwise U-turn in place can be achieved in the following manner: control the front drive motor 101 to rotate in the reverse direction and the rear drive motor 102 to rotate forward. The first output shaft 12 of the front drive motor 101 is disconnected from the rotor 11, and the second output shaft 13 is connected to the rotor 11. The first output shaft 12 of the rear drive motor 102 is connected to the rotor 11, and the second output shaft 13 is disconnected from the rotor 11. At this time, the left front wheel of the vehicle 1000 rotates in the reverse direction, and the right rear wheel rotates forward. The torque direction of the vehicle 1000 is counterclockwise, driving the vehicle 1000 to make a counterclockwise U-turn in place.

[0084] In some other embodiments of the present application, the front drive motor 101 is controlled to rotate forward, and the rear drive motor 102 is controlled to rotate in the reverse direction. The first output shaft 12 of the front drive motor 101 is connected to the rotor 11, and the second output shaft 13 is disconnected from the rotor 11. The first output shaft 12 of the rear drive motor 102 is disconnected from the rotor 11, and the second output shaft 13 is connected to the rotor 11. At this time, the right front wheel of the vehicle 1000 rotates forward, and the left rear wheel rotates in the reverse direction. The direction of the torque of the vehicle 1000 is also counterclockwise, driving the vehicle 1000 to turn around in place counterclockwise. In the embodiments of the present application, the term "comprising", "including" or any other variation thereof is intended to cover a non-exclusive inclusion, such that a process, method, article or device comprising a series of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article or device. Without further limitation, an element defined by the phrase "comprising a..." does not exclude the presence of additional identical elements in the process, method, article or device comprising the element.

[0085] In the embodiments of the present application, "parallel", "perpendicular", and "equal" include the described situations and situations similar to the described situations, and the range of the similar situations is within an acceptable deviation range, where the acceptable deviation range is determined by those of ordinary skill in the art considering the measurements being discussed and the errors associated with the measurements of specific quantities (i.e., the limitations of the measurement system). For example, "parallel" includes absolute parallelism and approximate parallelism, and the acceptable deviation range of approximate parallelism can be, for example, within 5° deviation; "perpendicular" includes absolute perpendicularity and approximate perpendicularity, and the acceptable deviation range of approximate perpendicularity can also be, for example, within 5° deviation. "Equal" includes absolute equality and approximate equality, and the acceptable deviation range of approximate equality can be, for example, that the difference between the two equal ones is less than or equal to 5% of either one.

[0086] In the description of the embodiments of the present application, specific features, structures, materials or characteristics may be combined in any one or more embodiments or examples in a suitable manner.

[0087] The above are only the specific embodiments of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art within the technical scope disclosed by the present application can easily think of changes or substitutions, which should all be covered by the protection scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.

Claims

1. A motor, characterized in that: include: Rotor (11); A first output shaft (12) and a second output shaft (13); as well as A clutch structure (14), wherein the clutch structure (14) is connected to the rotor (11), and the clutch structure (14) is capable of coupling or decoupling the first output shaft (12) with the rotor (11), and / or the clutch structure (14) is capable of coupling or decoupling the second output shaft (13) with the rotor (11).

2. The motor according to claim 1, characterized in that The clutch structure (14) comprises: A first clutch (141), wherein the first clutch (141) is disposed between the rotor (11) and the first output shaft (12), and the first clutch (141) is suitable for controlling the coupling or decoupling between the rotor (11) and the first output shaft (12).

3. The motor according to claim 2, characterized in that The first clutch (141) It comprises a first part and a second part, the first part is connected to the rotor (11), and the second part is connected to the first output shaft (12); When the first part is engaged with the second part, the rotor (11) is coupled with the first output shaft (12); when the first part is separated from the second part, the rotor (11) is decoupled from the first output shaft (12).

4. The motor according to claim 3, characterized in that The first part includes a first friction plate (1411), and the second part includes a second friction plate (1412). The first friction plate (1411) and the second friction plate (1412) are capable of relative movement along the axial direction or radial direction of the first output shaft (12).

5. The motor according to any one of claims 2 to 4, characterized in that: The clutch structure (14) further comprises: A second clutch (142), wherein the second clutch (142) is disposed between the rotor (11) and the second output shaft (13), and the second clutch (142) is suitable for controlling the coupling or decoupling between the rotor (11) and the second output shaft (13).

6. The motor according to claim 5, characterized in that The rotor (11) has an installation space therein, and the first clutch (141) and the second clutch (142) are arranged in the installation space.

7. The motor according to claim 5, characterized in that The second clutch (142) comprises a third part and a fourth part, the third part is connected to the rotor (11), and the fourth part is connected to the second output shaft (13); When the third part is engaged with the fourth part, the rotor (11) is coupled with the second output shaft (13); when the third part is separated from the fourth part, the rotor (11) is decoupled from the second output shaft (13).

8. The motor according to claim 7, characterized in that The third part includes a third friction plate (1421), and the fourth part includes a fourth friction plate (1422). The third friction plate (1421) and the fourth friction plate (1422) are capable of relative movement along the axial direction or radial direction of the second output shaft (13).

9. The motor according to any one of claims 1 to 4, characterized in that: Also includes: A differential (16), wherein an input end of the differential (16) is connected to the rotor (11), and an output end of the differential (16) comprises a first connecting portion and a second connecting portion; the first connecting portion is drivingly connected between the rotor (11) and the first output shaft (12); and the second connecting portion is drivingly connected between the rotor (11) and the second output shaft (13).

10. The motor according to any one of claims 1 to 4, characterized in that: Also includes: A first reducer (171), the first reducer (171) having a first input end and a first output end, the first input end being in driving connection with the first output shaft (12); and A first transmission half shaft (181), one end of the first transmission half shaft (181) is connected to the first output end, and the other end of the first transmission half shaft (181) is suitable for connecting to a wheel (200).

11. The motor according to claim 10, characterized in that Also includes: A second reducer (172), the second reducer (172) having a second input end and a second output end, the second input end being in driving connection with the second output shaft (13); as well as A second transmission half shaft (182), one end of the second transmission half shaft (182) is connected to the second output end, and the other end of the second transmission half shaft (182) is suitable for connecting to a wheel (200).

12. The motor according to claim 11, characterized in that Also includes: A housing (19), the first reducer (171), the second reducer (172) and the rotor (11) are all arranged in the housing (19), and the first reducer (171) and the second reducer (172) are respectively located on two opposite sides of the rotor (11) in an axial direction.

13. The motor according to claim 11, characterized in that The first reducer (171) and the second reducer (172) are parallel shaft reducers or planetary reducers.

14. A drive assembly, characterized in that: The invention comprises at least one electric motor (10) according to any one of claims 1 to 13.

15. The drive assembly according to claim 14, characterized in that: Also includes: A front-drive motor (101), wherein the front-drive motor (101) is the motor (10) according to any one of claims 1 to 13, and the front-drive motor (101) is suitable for being connected to two front wheels; and A rear-drive motor (102), wherein the rear-drive motor (102) is the motor (10) according to any one of claims 1 to 13, and the rear-drive motor (102) is suitable for being connected to two rear wheels.

16. A vehicle, characterized in that: It comprises the motor (10) according to any one of claims 1 to 13 and / or the drive assembly (100) according to claim 14 or 15.

17. A method for controlling a U-turn in situ, applied to a vehicle, wherein the vehicle comprises a front drive motor and a rear drive motor, wherein the front drive motor and the rear drive motor are the motors according to any one of claims 1 to 13; characterized in that: The on-site U-turn control method comprises: Determine whether the vehicle is stationary, and if so, control the front drive motor and the rear drive motor to rotate in opposite directions; Controlling the rotor in the front drive motor to be connected to the first target shaft, and the rotor in the rear drive motor to be connected to the second target shaft, wherein the first target shaft and the second target shaft are respectively located on opposite sides in the vehicle width direction; The first target shaft is one of the first output shaft and the second output shaft of the front drive motor, and the second target shaft is one of the first output shaft and the second output shaft of the rear drive motor.

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