Dual-clutch dual-motor redundancy safety control method

Abstract

The invention relates to the technical field of driving force of bestriding type vehicles, and discloses a dual-clutch dual-motor redundancy safety control method, which is characterized in that torque is converted into displacement of clutch push rods through matching of dual motors and a special transmission assembly, so that gear shifting is realized; displacement changes of the special transmission assembly during gear shifting of the clutch are collected in a targeted mode to achieve timely and accurate judgment of the working state of the motors, the main motor and the auxiliary motor can drive the electronic clutch assembly to act through the transmission assembly, when the main motor breaks down, the auxiliary motor can take over a driving task immediately, and if necessary, the auxiliary motor can take over the driving task immediately. The main motor and the auxiliary motor can work at the same time, and the single-point failure risk of a traditional single-motor system is eliminated.

Description

Technical Field

[0001] This invention relates to the field of drive technology for motorcycle-type vehicles, and more particularly to a dual-clutch dual-motor redundant safety control method. Background Technology

[0002] In modern motion control systems operating under complex conditions, improving system reliability—that is, ensuring system operation even in the event of a fault—is a crucial issue. Increasing system redundancy is a primary method to enhance reliability. This involves using two motors as drive motors in the motion control system to achieve position servo control. When a fault is detected in one motor, the system switches to a single-motor operation mode, thus improving reliability.

[0003] According to available information, a clutch is usually installed between the engine and the transmission. It has two functions: firstly, the clutch is used to start the car. After the initial disengagement of the clutch during the slippage phase when the car receives power, it gradually engages, thus transmitting more and more torque until the clutch is fully engaged and all the engine's torque is transferred to the transmission.

[0004] The existing technology of using a single motor to control the clutch push rod to achieve gear shifting displacement has significant drawbacks. When the motor fails, the entire shifting system will malfunction, preventing the vehicle from shifting gears and seriously affecting driving safety. Moreover, the reliability of single-motor control is low. Once the motor fails, there is no backup power source to continue the shifting operation, resulting in high maintenance costs and long repair times, causing great inconvenience to users.

[0005] Chinese patent document CN105697586B discloses a "clutch control mechanism based on dual-motor drive". It employs a dual-motor drive method, and the control mechanism includes two drive motors, a reducer, a cam, a tappet, and a housing. The two drive motors are connected to the cam via the reducer, and the rotation of the cam drives the tappet to move, realizing the disengagement and engagement of the clutch. However, the above technical solution lacks effective identification and switching capabilities for dual-clutch dual-motor structures in motorcycles. Summary of the Invention

[0006] This invention primarily addresses the technical problem of existing solutions lacking effective identification and switching capabilities for dual-clutch, dual-motor motorcycle structures. It provides a dual-clutch, dual-motor redundant safety control method. This method uses dual motors in conjunction with a special transmission component to convert torque into the displacement of the clutch push rod, thereby achieving gear shifting. It specifically collects the displacement changes of the special transmission component during clutch shifting to achieve timely and accurate judgment of the motor's operating status. Furthermore, both the main motor and the auxiliary motor can drive the electronic clutch component through the transmission component. When the main motor fails, the auxiliary motor can immediately take over the driving task. If necessary, the main motor and auxiliary motor can also work simultaneously, eliminating the single-point failure risk of traditional single-motor systems.

[0007] The above-mentioned technical problems of the present invention are mainly solved by the following technical solution: The present invention includes the following steps: S1. Construct a special transmission path to convert the motor output into clutch arm torque, and control the clutch push rod to achieve shifting displacement; S2. Collect the standard position of the clutch push rod after shifting gears under normal operation, as well as the standard angle of rotation of the clutch lever; S3. Collect the current clutch push lever position and compare it with the standard position of the current gear; S4. If the condition is not met, the current motor is determined to be malfunctioning and another motor is switched to it.

[0008] By constructing a special transmission path, the motor output can be converted into the torque of the clutch lever, thereby controlling the clutch push rod to achieve shift displacement. By collecting the standard position and angle and comparing it with the current position, it can accurately determine whether the motor is malfunctioning. When the motor is malfunctioning, it can switch to another motor, thus realizing redundant safety control of dual clutch and dual motor.

[0009] Preferably, the method for constructing the special transmission path includes connecting the output end of the motor to the input end of the transmission component, and then connecting the output end of the transmission component to the clutch lever, thereby driving the clutch lever to rotate with torque and controlling the clutch push rod to achieve shifting displacement. Connecting the motor output end to the input end of the transmission component and the output end of the transmission component to the clutch lever converts the motor output into clutch lever torque, which in turn controls the clutch push rod to achieve shifting displacement.

[0010] Preferably, the clutch lever end is provided with an end-limiting structure, and the connection between the clutch push rod and the end-limiting structure is also provided with a matching limiting component. The end-limiting structure of the clutch lever is connected to the limiting component of the clutch push rod. A special transmission path is constructed to convert the motor output into clutch lever torque to control the clutch push rod to achieve shift displacement. The standard position and angle during normal operation are collected, and the motor operating status is determined by comparing the current clutch push rod position. The motor is switched in case of abnormality. At the same time, the end-limiting structure at the end of the clutch lever is connected to the limiting component of the clutch push rod, which can ensure the positional accuracy and stability of the clutch push rod during transmission, avoid displacement deviation, and improve the accuracy and reliability of shift control.

[0011] Preferably, the limiting component on the clutch push rod includes a limiting cap, which is connected to the end of the clutch push rod via a connecting shaft. The limiting cap at the end of the clutch push rod, connected to the connecting shaft, cooperates with the limiting structure at the end of the clutch lever, ensuring the stability of the connection between the clutch push rod and the clutch lever, and making shift displacement control more precise.

[0012] Preferably, the end-positioning structure of the clutch lever includes a semi-circular groove perpendicular to the side of the clutch lever. The groove is adapted to the shape of the positioning cap, is located near one side of the clutch lever, and has a clearance for the connecting shaft at the bottom. The end-positioning structure of the clutch lever is connected to the clutch push rod positioning assembly, which includes a positioning cap and a connecting shaft. The semi-circular groove of the end-positioning structure is adapted to the positioning cap, and the connection shaft at the bottom provides clearance, which makes the connection between the clutch lever and the clutch push rod more stable and ensures accurate gear shifting.

[0013] Preferably, step S3 involves using a position sensor to acquire the current clutch push rod position and simultaneously identify the current gear, comparing the current clutch push rod position with the standard position for that gear. By using a position sensor to acquire the current clutch push rod position and identify the current gear, and comparing it with the standard position, it is possible to accurately determine whether the motor is malfunctioning. This allows for timely detection and switching of the motor when the position does not conform to the standard, ensuring the safe operation of the dual-clutch dual-motor system.

[0014] Preferably, if the current clutch push rod position matches the standard position after the motor controls the clutch push rod to shift gears during operation, or if the current clutch lever rotation angle matches the standard clutch lever rotation angle, then the motor is considered to be operating normally. By comparing the current clutch push rod position with the standard position and the current clutch lever rotation angle with the standard angle, it is possible to accurately determine whether the motor is operating normally, ensuring the accuracy of the motor's operating status judgment, and thus ensuring the stable operation of the dual-clutch dual-motor system.

[0015] Preferably, the motor includes a main motor and an auxiliary motor, both of which can drive the clutch lever via a transmission assembly. This achieves redundant safety control of the motors, allowing switching to the other motor if one motor malfunctions, thus improving the system's safety and reliability.

[0016] Preferably, the transmission assembly is housed within the housing and includes a drive gear fixedly mounted on the shafts of the main motor and the auxiliary motor. The shafts of both the drive gear and the driven gear extend along the thickness of the housing. Both the drive gear on the main motor and the auxiliary motor can drive the driven gear to rotate. Housed within the housing, the transmission assembly ensures its stability and safety. The drive gear's fixed position on the shafts of the main motor and the auxiliary motor, with the shafts extending along the thickness of the housing, allows both the drive gears to drive the driven gear, achieving efficient power transmission. This also provides a transmission basis for dual-motor redundancy, ensuring that shifting can continue through the other motor even if one motor malfunctions.

[0017] Preferably, the transmission assembly further includes a transmission gear rotatably disposed within the housing, wherein the driven gear and the driving gears on the main motor and the auxiliary motor are all meshed with the transmission gear.

[0018] The beneficial effects of this invention are: by using dual motors in conjunction with a special transmission component to convert torque into the displacement of the clutch push rod, thereby achieving gear shifting; by specifically collecting the displacement changes of the special transmission component during clutch shifting, timely and accurate judgment of the motor's working status can be achieved; and both the main motor and the auxiliary motor can drive the electronic clutch component to operate through the transmission component. When the main motor fails, the auxiliary motor can immediately take over the driving task. When necessary, the main motor and the auxiliary motor can also work simultaneously, eliminating the single-point failure risk of traditional single-motor systems. Attached Figure Description

[0019] Figure 1 This is a flowchart of the present invention.

[0020] Figure 2 This is a structural schematic diagram of an assembly position according to the present invention.

[0021] Figure 3 This is a schematic diagram illustrating the principle and structure of gear shifting according to the present invention.

[0022] Figure 4 This is a schematic diagram of the structure of a transmission component according to the present invention.

[0023] In the diagram, 1 is the housing, 2 is the main motor, 3 is the auxiliary motor, 4 is the electronic clutch assembly, 41 is the clutch lever, 5 is the transmission assembly, 51 is the driven gear, 52 is the driving gear, 53 is the transmission gear, 531 is the large diameter gear, 532 is the large gear, 533 is the small diameter gear, 6 is the position sensor, and 7 is the clutch push rod. Detailed Implementation

[0024] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this application will be further described in detail below through embodiments and in conjunction with the accompanying drawings. It should be understood that the specific embodiments described herein are only one preferred embodiment of this application and are only used to explain this application. They do not limit the scope of protection of this application. All other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this invention.

[0025] The technical solution of the present invention will be further described in detail below through embodiments and in conjunction with the accompanying drawings.

[0026] Example 1 This embodiment provides a dual-clutch, dual-motor redundant safety control method, such as... Figure 1 As shown, it includes the following steps: S1. A special transmission path is constructed to convert the motor output into the torque of the clutch lever 41, controlling the clutch push rod 7 to achieve shifting displacement. The special transmission path includes connecting the output end of the motor to the input end of the transmission component 5, and then connecting the output end of the transmission component 5 to the clutch lever 41, driving the clutch lever 41 to rotate with torque, and controlling the clutch push rod 7 to achieve shifting displacement.

[0027] A special transmission path is constructed to convert the motor output into clutch arm torque, which controls the clutch push rod to achieve shifting displacement. Standard positions and angles during normal operation are collected, and the motor's operating status is determined by comparing the current clutch push rod position. In case of abnormalities, the motor is switched. Simultaneously, the end-position limiting structure of the clutch arm is connected to the clutch push rod's limiting component, ensuring the accuracy and stability of the clutch push rod's position during transmission, avoiding displacement deviations, and improving the precision and reliability of shifting control. Connecting the motor output to the transmission component's input, and the transmission component's output to the clutch arm, converts the motor output into clutch arm torque, thereby controlling the clutch push rod to achieve shifting displacement.

[0028] like Figure 4 As shown, the transmission assembly 5 is disposed in the housing 1, including a drive gear 52 fixedly mounted on the rotating shafts of the main motor 2 and the auxiliary motor 3. The rotating shafts of both the drive gear 52 and the driven gear 51 extend along the thickness direction of the housing 1. The drive gears 52 on the main motor 2 and the auxiliary motor 3 can drive the driven gear 51 to rotate. It also includes a transmission gear 53 rotatably disposed within the housing 1, and the driven gear 51 and the drive gears 52 on the main motor 2 and the auxiliary motor 3 are all meshed with the transmission gear 53.

[0029] like Figure 3As shown, the clutch lever 41 has an end-limiting structure at its end, and the clutch push rod 7 also has a matching limiting component at its connection with the end-limiting structure. The end-limiting structure of the clutch lever 41 is connected to the limiting component of the clutch push rod 7. The clutch lever end-limiting structure is connected to the clutch push rod limiting component, which includes a limiting cap and a connecting shaft. The semi-circular groove of the end-limiting structure is adapted to the limiting cap, and the bottom has a connecting shaft to allow for movement, which makes the connection between the clutch lever and the clutch push rod more stable and ensures accurate gear shifting.

[0030] The limiting assembly on the clutch push rod 7 includes a limiting cap 71, which is connected to the end of the clutch push rod 7 via a connecting shaft 72. The end limiting structure of the clutch lever 41 includes a semi-circular groove 42 perpendicular to the side of the clutch lever 41. The groove 42 is shaped to match the limiting cap 71, is located near the clutch lever 41, and has clearance for the connecting shaft 72 at its bottom. The limiting cap at the end of the clutch push rod, connected by a connecting shaft, cooperates with the end limiting structure of the clutch lever, ensuring the stability of the connection between the clutch push rod and the clutch lever, and making shift displacement control more precise.

[0031] S2. Collect the standard position of the clutch push rod 7 after shifting gears when the motor controls it during normal operation, as well as the standard angle of rotation of the clutch arm 41.

[0032] S3. Acquire the current position of the clutch push lever 7 and compare it with the standard position of the current gear. Acquire the current position of the clutch push lever 7 through the position sensor 6, identify the current gear, and compare the current position of the clutch push lever 7 with the standard position of the current gear.

[0033] If the current position of the clutch push rod 7 matches the standard position after the motor controls the clutch push rod 7 to shift gears during operation, or if the current rotation angle of the clutch lever 41 matches the standard rotation angle of the clutch lever 41, then the motor is determined to be working normally.

[0034] By using a position sensor to collect the current clutch push rod position and identify the current gear, and comparing it with the standard position, it can accurately determine whether the motor is malfunctioning. This allows for timely detection of motor malfunction and switching of the motor when the position does not conform to the standard position, ensuring the safe operation of the dual-clutch dual-motor system.

[0035] S4. If the condition is not met, the current motor is determined to be malfunctioning and another motor is switched to it. The motor includes a main motor 2 and an auxiliary motor 3, both of which can drive the clutch arm 41 to move through the transmission assembly 5.

[0036] By constructing a special transmission path, the motor output can be converted into the torque of the clutch lever, thereby controlling the clutch push rod to achieve shift displacement. By collecting the standard position and angle and comparing it with the current position, it can accurately determine whether the motor is malfunctioning. When the motor is malfunctioning, it can switch to another motor, thus realizing redundant safety control of dual clutch and dual motor.

[0037] Example 2 The dual-clutch, dual-motor redundant safety control method provided in this application includes steps such as constructing a special transmission path, collecting standard data, collecting and comparing the current position, and motor switching. Specifically, by constructing a special transmission path, the motor output is converted into clutch arm torque, controlling the clutch push rod to achieve shift displacement. Standard positions and angles are collected for subsequent comparison and judgment. The current clutch push rod position is collected in real time and compared with the standard position. When the position does not conform to the standard position, the motor is switched. This ensures that the shifting system can still operate normally even in the event of a motor failure, improving the reliability and safety of the shifting system and reducing driving risks. This is because the dual-motor setup provides redundancy; when one motor fails, it can be switched to the other motor to continue working.

[0038] Specifically, the step of constructing a special transmission path involves connecting the motor's output end to the input end of the transmission component, and then connecting the output end of the transmission component to the clutch lever, thereby driving the clutch lever to rotate with torque and controlling the clutch push rod to achieve gear shifting. The transmission component is housed within a housing and includes a drive gear fixedly mounted on the shafts of the main and auxiliary motors. The shafts of both the drive and driven gears extend along the thickness of the housing, and the drive gears on both the main and auxiliary motors can drive the driven gears to rotate. The transmission component also includes a transmission gear rotatably mounted within the housing, with the driven gear and the drive gears on both the main and auxiliary motors meshing with the transmission gear. The drive gear is typically made of metal and is usually circular in shape. Its tooth profile design must meet transmission requirements, and involute tooth profiles, etc., can be used. The drive gear is fixed to the motor shaft via a key connection or other means to ensure reliable power transmission from the motor. The driven gear is also a circular metal gear that meshes with the drive and transmission gears to transmit power through tooth-to-tooth engagement. The transmission gear, also a circular gear, is mounted on bearings within the housing and can rotate freely. Its function is to transmit and distribute power between the main motor and the auxiliary motor. The driving gear, driven gear, and transmission gear of the main and auxiliary motors cooperate to form a complete transmission system. The rotation of the driving gear is transmitted to the driven gear through the transmission gear, and the driven gear then drives the clutch lever to rotate, thereby converting the motor output into the torque of the clutch lever, realizing the shifting displacement of the clutch push rod. The advantage of this transmission system is that it can effectively transmit the motor's power to the clutch lever, ensuring the accuracy and stability of the shifting operation.

[0039] Specifically, the clutch lever has an end-limiting structure at its end, and a matching limiting component is also provided at the connection between the clutch push rod and the end-limiting structure. The end-limiting structure of the clutch lever is connected to the limiting component of the clutch push rod. The end-limiting structure of the clutch lever includes a semi-circular groove perpendicular to the side of the clutch lever. The groove is adapted to the shape of the limiting cap, and the groove is close to one side of the clutch lever. The bottom of the groove has a clearance for the connecting shaft. The limiting component on the clutch push rod includes a limiting cap, which is connected to the end of the clutch push rod via a connecting shaft. The limiting cap is generally made of metal or high-strength plastic, and its shape is circular to fit the semi-circular groove, ensuring a tight fit. The connecting shaft is usually a cylindrical metal shaft. One end is fixed to the limiting cap, and the other end is connected to the clutch push rod. The connection method can be welding or threaded connection, etc. The semi-circular groove of the clutch lever can limit the limiting cap. When the clutch lever rotates, the limiting cap and the connecting shaft drive the clutch push rod to move, realizing the shift displacement. This limiting structure design ensures that the clutch push rod moves within a reasonable range, avoiding shifting failures caused by excessive movement and improving the accuracy and reliability of shifting.

[0040] Specifically, the step of collecting the standard position of the clutch push rod after shifting gears during normal operation, as well as the standard angle of rotation of the clutch lever, requires the use of high-precision position and angle sensors. Position sensors can be photoelectric or magnetoelectric, which can accurately measure the position of the clutch push rod. Angle sensors can be rotary encoders, which can accurately measure the rotation angle of the clutch lever. The sensors are installed in suitable locations, such as near the clutch push rod and on the rotation axis of the clutch lever. During normal gear shifting, the position data of the clutch push rod and the angle data of the clutch lever are recorded as standards for subsequent comparison. Collecting standard data provides a basis for subsequent judgment of the motor's operating status; only with accurate standard data can it be determined whether the motor is operating normally in actual operation.

[0041] Specifically, the step of acquiring the current clutch push lever position and comparing it with the standard position for the current gear involves using a position sensor to acquire the current clutch push lever position, simultaneously identifying the current gear, and comparing the current clutch push lever position with the standard position for that gear. The position sensor monitors the clutch push lever position in real time and transmits the data to the control system, which then compares the current position with the previously acquired standard position. For example, when the vehicle is in a certain gear, the control system will retrieve the standard clutch push lever position corresponding to that gear. If the currently acquired position deviates from the standard position by more than a certain range, it is considered to be non-compliant with the standard position. This comparison method can promptly detect abnormalities in the clutch push lever position, providing crucial information for determining the motor's operating status.

[0042] Specifically, if the position does not conform to the standard position, the current motor is deemed malfunctioning and switched to another motor. When the control system determines that the current clutch push lever position does not meet the standard position, it indicates that the currently operating motor may have malfunctioned. At this time, the control system will quickly issue a command to switch to another motor to continue working. For example, if the main motor fails, the control system will cut off the power to the main motor and simultaneously start the auxiliary motor. The auxiliary motor drives the clutch lever to rotate through the transmission components, controlling the clutch push lever to achieve the shifting displacement, ensuring that the vehicle can continue to shift gears normally. This dual-motor redundancy design greatly improves the reliability and safety of the shifting system, avoiding situations where the vehicle cannot shift gears due to a single motor failure.

[0043] The implementation principle of this embodiment is as follows: By constructing a special transmission path, this embodiment utilizes dual motors and transmission components to convert the motor output into clutch lever torque, controlling the clutch push rod to achieve shift displacement. Simultaneously, standard position and angle data are collected, and the current clutch push rod position is monitored in real time and compared with the standard position. When one motor malfunctions, causing an abnormal clutch push rod position, it can promptly switch to the other motor to continue operation. This dual-motor redundancy design improves the reliability and safety of the shifting system, reduces driving risks caused by motor failures, reduces maintenance costs and time, and provides users with a more reliable driving experience. It represents a significant improvement over traditional single-motor controlled shifting systems.

[0044] Example 3 Reference Figure 3 and Figure 4 The dual-clutch dual-motor redundant safety device includes a housing 1, a main motor 2 and an auxiliary motor 3 mounted on the housing 1, an electronic clutch assembly 4, and a transmission assembly 5 located inside the housing 1. Both the main motor 2 and the auxiliary motor 3 can drive the electronic clutch assembly 4 through the transmission assembly 5.

[0045] Reference Figure 4 The electronic clutch assembly 4 includes a clutch arm 41, which is cylindrical in shape. The shafts of the main motor 2 and the auxiliary motor 3, as well as the clutch arm 41, extend along the thickness direction of the housing 1, and the ends of the shafts of the main motor 2 and the auxiliary motor 3, as well as the clutch arm 41, are inserted into the inner cavity of the housing 1. The auxiliary motor 3, the main motor 2, and the clutch arm 41 are arranged along the length direction of the housing 1.

[0046] Reference Figure 4 The transmission assembly 5 includes a drive gear 52 that is fixedly mounted on the shafts of the main motor 2 and the auxiliary motor 3.

[0047] Reference Figure 4The transmission assembly 5 also includes a transmission gear 53 rotatably mounted within the housing 1. Multiple transmission gears 53 are provided, and the multiple transmission gears 53 are arranged along the length direction of the housing 1, meaning that the projections of the multiple transmission gears 53 in the thickness direction of the housing 1 are arranged along the length direction of the housing 1. In other embodiments, only one transmission gear 53 may be provided, with both driving gears 52 meshing with this transmission gear 53. In other embodiments, the transmission gear 53 may be omitted, and the two driving gears 52 may directly mesh with the driven gear 51.

[0048] Reference Figure 3 One of the drive gears 53 is a large gear 532, and the other is a small gear 533. The large gear 532 and the small gear 533 are coaxially arranged and rotate synchronously. The diameter of the large gear 532 is larger than the diameter of the small gear 533. The large gear 532 is located between the two drive gears 52, and the large gear 532 meshes with the drive gear 52 on the auxiliary motor 3.

[0049] Reference Figure 4 The large-diameter gear 532 and the small-diameter gear 533 are arranged from bottom to top. One of the transmission gears 53 is a large-diameter gear 531, which is coaxially mounted with and rotates synchronously with the drive gear 52 on the main motor 2. The large-diameter gear 531 is located above the drive gear 52 on the main motor 2, and it meshes with the small-diameter gear 533. The diameter of the large-diameter gear 531 is larger than the diameter of the drive gear 52.

[0050] In other embodiments, the large gear 532 and the small gear 533 can be replaced with a gear of equal diameter, with both driving gears 52 meshing with this gear. In other embodiments, the diameter of the large gear 531 can be less than or equal to the diameter of the driving gear 52.

[0051] Reference Figure 4 The transmission assembly 5 also includes a driven gear 51 fixedly mounted on the clutch arm 41. The driven gear 51 is positioned above the two driving gears 52 in the horizontal direction. A plurality of transmission gears 53 are also meshed between the major diameter gear 531 and the driven gear 51. In other embodiments, the driven gear 51 and the two driving gears 52 may be located on the same horizontal plane, thus eliminating the need for the major diameter gear 531 and minor diameter gear 533. In other embodiments, the driven gear 51 may be positioned below the two driving gears 52 in the horizontal direction.

[0052] Reference Figure 3 and Figure 2 The length of housing 1 is greater than its thickness. Housing 1 is stepped in the length direction to accommodate the layout of the motorcycle engine assembly.

[0053] The dual-clutch dual-motor redundancy safety device also includes a detection sensor (not shown in the figure). The detection sensor is used to monitor the status of the main motor 2 and the auxiliary motor 3, determine whether the main motor 2 and the auxiliary motor 3 are faulty, and switch the motors in advance.

[0054] Reference Figure 3 The dual-clutch dual-motor redundant safety device also includes a position sensor 6 fixedly installed on the housing 1. The position sensor 6 is used to collect the rotation angle of the clutch arm 41 to determine whether the current working motor is working normally and whether to switch motors.

[0055] The implementation principle of the dual-clutch dual-motor redundant safety device in this application embodiment is as follows: Real-time monitoring is achieved by detection sensors and position sensors 6. Under normal operating conditions, the main motor 2 operates, driving the large-diameter gear 531 through the rotation of the drive gear 52, which in turn drives the driven gear 51 through several transmission gears 53, thereby causing the clutch arm 41 to rotate. The rotation of the clutch arm 41 causes the shift shaft to shift, achieving gear shifting. When the main motor malfunctions, or when dual-motor operation is required in actual working conditions, the auxiliary motor 3 operates. The drive gear 52 rotates, driving the large gear 532, which in turn drives the small-diameter gear 533, which in turn drives the large-diameter gear 531. This, in turn, drives the driven gear 51 through several transmission gears 53, thereby causing the clutch arm 41 to rotate. The rotation of the clutch arm 41 causes the shift shaft to shift, achieving gear shifting.

[0056] Vehicle verification tests have been conducted, including extreme cold (-40℃), high temperature (50℃), and high altitude (5000m) tests, accumulating 100,000 kilometers of durability testing (including 500 rapid acceleration cycles). The technical solution proposed in this application is expected to achieve the following after implementation: 1. System efficiency improvement of 8-15%; 2. Fault response time reduction of 40%; 3. Overall driving range increase of 8%; 4. Lifespan extension of key components by 30%. The device structure in this application is reasonable and reliable, primarily addressing the single-point failure risk and shutdown / uncontrolled operation risk associated with high-frequency engine operation and single-motor operation.

[0057] The specific embodiments described herein are merely illustrative examples illustrating the spirit of the invention. The above embodiments only express several implementation methods of this application, and their descriptions are relatively specific and detailed, but they should not be construed as limiting the scope of protection of this application. It should be noted that those skilled in the art to which this application pertains can make various modifications or additions to the described specific embodiments or use similar methods to replace them, but without departing from the spirit of this application or exceeding the scope defined by the appended claims. For those skilled in the art, multiple variations and improvements can be made without departing from the concept of this application. Therefore, the scope of protection of this application should be determined by the appended claims.

Claims

1. A dual-clutch, dual-motor redundant safety control method, characterized in that, Includes the following steps: S1. Construct a special transmission path to convert the motor output into the torque of the clutch lever (41) and control the clutch push rod (7) to achieve shift displacement; S2. Collect the standard position of the motor-controlled clutch push rod (7) after shifting gears during normal operation, and the standard angle of rotation of the clutch lever (41); S3. Collect the current position of the clutch push rod (7) and compare whether it conforms to the standard position of the current gear; S4. If the condition is not met, the current motor is determined to be malfunctioning and another motor is switched to it.

2. The dual-clutch dual-motor redundant safety control method according to claim 1, characterized in that, The construction of the special transmission path includes connecting the output end of the motor to the input end of the transmission component (5), and connecting the output end of the transmission component (5) to the clutch rotating arm (41) to drive the torque rotation of the clutch rotating arm (41) and control the clutch push rod (7) to achieve shift displacement.

3. A dual-clutch dual-motor redundant safety control method according to claim 1 or 2, characterized in that, The clutch lever (41) is provided with an end limiting structure at its end, and the clutch push rod (7) is also provided with a matching limiting component at the connection between the clutch lever (41) and the end limiting structure. The end limiting structure of the clutch lever (41) is connected to the limiting component of the clutch push rod (7).

4. The dual-clutch dual-motor redundant safety control method according to claim 3, characterized in that, The limiting assembly on the clutch push rod (7) includes a limiting cap (71), which is connected to the end of the clutch push rod (7) via a connecting shaft (72).

5. The dual-clutch dual-motor redundant safety control method according to claim 4, characterized in that, The end limiting structure of the clutch lever (41) includes a semi-circular groove (42) perpendicular to the side of the clutch lever (41). The groove (42) is adapted to the shape of the limiting cap (71). The groove (42) is close to the side of the clutch lever (41), and the bottom of the groove (42) is provided with a clearance for the connecting shaft (72).

6. The dual-clutch dual-motor redundant safety control method according to claim 1, characterized in that, In step S3, the current position of the clutch push rod (7) is collected by the position sensor (6), and the current gear is identified. The position of the clutch push rod (7) is compared with the standard position of the current gear.

7. The dual-clutch dual-motor redundant safety control method according to claim 1, characterized in that, If the current position of the clutch push rod (7) matches the standard position after the motor controls the clutch push rod (7) to achieve gear shifting during operation, or if the current rotation angle of the clutch lever (41) matches the standard rotation angle of the clutch lever (41), then the motor is determined to be working normally.

8. The dual-clutch dual-motor redundant safety control method according to claim 1, characterized in that, The motor includes a main motor (2) and an auxiliary motor (3), both of which can drive the clutch lever (41) to move through the transmission assembly (5).

9. The dual-clutch dual-motor redundant safety control method according to claim 8, characterized in that, The transmission assembly (5) is installed in the housing (1) and includes a drive gear (52) fixedly installed on the rotating shafts of the main motor (2) and the auxiliary motor (3). The rotating shafts of the drive gear (52) and the driven gear (51) both extend along the thickness direction of the housing (1). The drive gear (52) on the main motor (2) and the auxiliary motor (3) can both drive the driven gear (51) to rotate.

10. A dual-clutch dual-motor redundant safety control method according to claim 9, characterized in that, The transmission assembly (5) also includes a transmission gear (53) rotatably disposed in the housing (1), and the driven gear (51) and the driving gear (52) on the main motor (2) and the auxiliary motor (3) are all meshed with the transmission gear (53).

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