Dual-rotor motor and control method thereof

Abstract

The invention relates to a dual-rotor motor, a control method thereof, a vehicle comprising the dual-rotor motor and a control method of the vehicle. According to the present application, the dual-rotor motor comprises: a housing; the power output shaft is rotatably supported on the shell and outputs rotating power; the inner rotor assembly is fixed on the power output shaft; a stator assembly surrounding the inner rotor assembly and fixed relative to the housing; the outer rotor assembly is arranged around the stator assembly and can rotate relative to the stator assembly; the clutch assembly is configured to be switched between a joint position and a disengagement position, in the joint position, the outer rotor assembly is jointed with the power output shaft, so that the inner rotor assembly and the outer rotor assembly synchronously rotate and output rotation through the power output shaft, and in the disengagement position, the outer rotor assembly and the inner rotor assembly are separated from each other. And the outer rotor assembly is separated from the power output shaft, so that rotation is output only by the inner rotor assembly through the power output shaft.

Description

Technical Field

[0001] This disclosure relates to a drive motor for electric vehicles and a control method thereof, and more particularly to a dual-rotor motor and a control method thereof. Background Technology

[0002] With the increasing severity of the global energy crisis and environmental pollution, electric vehicles, as a clean and efficient mode of transportation, have received widespread attention and application. As the core drive component, the performance of the electric vehicle motor directly affects the vehicle's power, economy, and reliability. Therefore, developing efficient, compact, and lightweight electric vehicle motors is of great significance for promoting the development of the electric vehicle industry.

[0003] In traditional electric vehicles, motors typically employ a single-rotor structure, such as radial magnetic field motors or axial magnetic field motors. While significant progress has been made in the structural design and performance optimization of these motors, some inherent problems remain. For example, while radial magnetic field motors have a simple structure, their torque and power densities are relatively low; and while axial magnetic field motors offer higher torque and power densities, their complex structure, high manufacturing costs, and poor heat dissipation performance are significant drawbacks.

[0004] In recent years, multi-rotor motors, as a novel motor structure, have gradually attracted the attention of researchers. Chinese patent CN102810955A proposes a multi-rotor motor comprising multiple rotors with clutches between adjacent rotors. However, the axial arrangement of multiple rotors increases the overall size of the motor, and the complex structure of the clutches makes them unsuitable for controlling the engagement and disengagement of the rotors.

[0005] Chinese patent CN202602497U proposes a multi-rotor motor, but the rotors of this multi-rotor motor are connected by a planetary gear set mechanism, which makes the whole structure complex and increases the size of the whole motor. Summary of the Invention

[0006] This invention is proposed to solve the above-mentioned problems, and the purpose of this invention is to provide an improved multi-rotor motor in which multiple rotors are arranged radially and the rotors are engaged or disengaged by a clutch, thereby controlling the engagement or disengagement rate of the clutch according to different operating conditions of the vehicle, thereby reducing the torque shock or fluctuation during rotor engagement / disengagement, and enabling the vehicle to operate smoothly between various operating conditions.

[0007] According to one aspect of this disclosure, a dual-rotor motor is provided, comprising: a housing; a power output shaft rotatably supported on the housing and outputting rotation; an inner rotor assembly fixed to the power output shaft; a stator assembly surrounding the inner rotor assembly and fixed relative to the housing; an outer rotor assembly disposed around the stator assembly and rotatable relative to the stator assembly; and a clutch assembly configured to switch between an engaged position and a disengaged position, wherein in the engaged position, the outer rotor assembly engages with the power output shaft such that the inner rotor assembly and the outer rotor assembly rotate synchronously and output rotation via the power output shaft, and in the disengaged position, the outer rotor assembly disengages from the power output shaft so that rotation is output solely by the inner rotor assembly via the power output shaft.

[0008] Therefore, by using the clutch assembly to engage the rotor assembly, the overall output torque of the motor is increased. At the same time, by placing the outer rotor assembly on the radially outer side of the inner rotor assembly, the overall size of the motor is reduced, the structure is made more compact, and the arrangement of various components is facilitated.

[0009] In one embodiment, the stator assembly includes an inner stator winding that cooperates with the inner rotor assembly and an outer stator winding that cooperates with the outer rotor assembly, wherein the inner stator winding and the outer stator winding are decoupled. Thus, the inner stator winding and the inner rotor assembly cooperate to form a first motor section, and the outer stator winding and the outer stator assembly cooperate to form a second motor section. These two sections are independent of each other and, under certain conditions, can be in different operating states; for example, the second motor section can be in a power generation state, while the first motor section is in a driving state. This makes the control of vehicles employing this dual-rotor motor flexible.

[0010] In one embodiment, the clutch assembly includes a driving portion fixedly connected to one of the outer rotor assembly or the power output shaft, a driven portion fixedly connected to the other of the outer rotor assembly or the power output shaft, a pawl that drives the driving portion to move between an engaged position and a disengaged position, and a driver that drives the pawl. The driving portion and the driven portion are arranged radially such that they can move radially to switch between the engaged and disengaged positions.

[0011] By placing the clutch assembly within the radial member between the outer rotor assembly and the power output shaft, the overall axial dimension of the motor is reduced, and space utilization is improved.

[0012] According to another aspect of this disclosure, a vehicle including the aforementioned dual-rotor motor and a control method for the vehicle are provided.

[0013] In one embodiment, the vehicle includes a controller that controls the engagement or disengagement of the clutch assembly of the dual-rotor motor according to the vehicle's operating conditions.

[0014] In one embodiment, the controller can calculate the required speed and required torque of the dual-rotor motor; when the required speed is lower than a first predetermined speed and the required torque is greater than a first predetermined torque, the controller controls the clutch assembly to engage. The required speed and required torque can be calculated based on the vehicle's operating conditions, which may include, for example, vehicle speed, road conditions, etc., without limitation in this disclosure. These operating conditions can be obtained, for example, through corresponding sensors installed on the vehicle.

[0015] In another aspect of this disclosure, a method for controlling the aforementioned dual-rotor motor is provided, the method comprising: calculating the required speed and required torque of the dual-rotor motor; and controlling the clutch assembly to engage when the required speed is lower than a first predetermined speed and the required torque is greater than a first predetermined torque.

[0016] In another aspect of this disclosure, a program product or storage medium is provided, on which corresponding code or program is stored, which, when executed by, for example, a controller, performs the aforementioned control method.

[0017] Therefore, by utilizing the technical solution of this application, a dual-rotor motor with a compact structure, small space occupation, and flexible control, as well as a corresponding vehicle, are provided. Attached Figure Description

[0018] To more clearly illustrate the technical solutions of the various embodiments of this disclosure, the accompanying drawings of the embodiments of the present invention will be briefly described below. The drawings are merely illustrative of some embodiments of the present invention and are not intended to limit the invention to all embodiments therein.

[0019] Figure 1 This is a simplified structural diagram of an electric vehicle;

[0020] Figure 2 This is a simplified structural diagram illustrating a dual-rotor motor according to one embodiment of the present disclosure;

[0021] Figure 3 This is a simplified diagram illustrating the structure of one embodiment of a clutch suitable for a dual-rotor motor according to the present disclosure;

[0022] Figure 4 This is a simplified diagram illustrating the structure of another embodiment of the clutch suitable for a dual-rotor motor according to the present disclosure;

[0023] Figure 5 This is a flowchart illustrating a control method for a dual-rotor motor according to an embodiment of the present disclosure; and

[0024] Figure 6 This is a graph showing the torque variation during clutch engagement according to an embodiment of the present disclosure. Detailed Implementation

[0025] The technical solutions of this disclosure are described in detail below with reference to specific embodiments. It should be noted that the specific numerical values ​​mentioned in the following description and in the claims are not intended to be precise values, but rather include reasonable deviations.

[0026] In the following description and claims, directional terms such as "axial," "radial," and "circumferential" are used. It should be noted that "axial" refers to the direction in which each component extends about its axis of rotation or the length direction of the axis of rotation; "radial" refers to the direction perpendicular to the axis of rotation; and "circumferential" refers to the direction about the axis of rotation. In the following description and claims, ordinal numbers such as "first" and "second" are used. However, it should be noted that these ordinal numbers are merely for distinguishing features and are not intended to indicate or imply the importance or necessity of any feature.

[0027] As indicated in this application and claims, unless the context clearly indicates otherwise, the words "a," "an," "an," and / or "the" are not specifically singular and may include plural forms. Generally speaking, the terms "comprising" and "including" only indicate the inclusion of explicitly identified steps and elements, which do not constitute an exclusive list, and the method or apparatus may also include other steps or elements.

[0028] In this application and specification, specific numerical values ​​or ranges are used. It should be noted that this invention is not intended to include the endpoints of such precise numerical ranges, but rather that the values ​​encompass a tolerance range that can be understood by those skilled in the art. For example, the value A is also included in the range A 5%. Furthermore, the specific numerical range A to B should be understood to include not only the range A to B, but also any subranges therein, although not all of them are listed.

[0029] To reduce pollutant emissions, electric vehicles are gradually developing and becoming more widespread, replacing traditional internal combustion engine vehicles. In electric vehicles, the electric motor, or motor, serves as the core drive component, responsible for converting electrical energy into mechanical energy to propel the vehicle forward. The performance of the electric motor directly affects the electric vehicle's power, economy, and reliability. Specifically, the motor's torque and power output determine the electric vehicle's acceleration performance and top speed; the motor's efficiency affects the electric vehicle's range and energy consumption; and the motor's reliability and durability directly relate to the electric vehicle's lifespan and maintenance costs.

[0030] like Figure 1 As shown, Figure 1A schematic diagram of an electric vehicle is shown. An electric vehicle mainly includes: an electric drive and control system: This is the core of the electric vehicle, including the drive motor and motor control unit. The drive motor is responsible for converting electrical energy into mechanical energy to drive the wheels, while the motor control unit controls the motor's voltage or current to achieve functions such as speed change and direction change; a mechanical system: This includes the transmission, chassis, and body. The transmission transmits the torque generated by the electric motor to the wheels, enabling the vehicle to move; the chassis and body constitute the basic structure of the vehicle, ensuring its overall rigidity and safety; a power system: Primarily composed of a high-voltage battery, responsible for providing electrical energy to the electric vehicle. The high-voltage battery has a control unit for battery management and is equipped with a necessary charger to replenish the energy; auxiliary systems: These include the braking system, in-vehicle high-pressure air conditioning, and energy recovery system. The braking system ensures safe stopping of the vehicle; the in-vehicle high-pressure air conditioning provides a comfortable riding environment for passengers; the energy recovery system converts some kinetic energy into electrical energy during braking, improving energy efficiency; and a control system, which controls the operation of all parts of the vehicle.

[0031] Traditional electric motors typically consist of a stator and a rotor. The magnetic interaction between the stator and rotor drives the rotor to rotate, thus propelling the vehicle. A motor controller is usually included, which adjusts the electrical power supplied to the motor based on the vehicle's operating conditions, enabling the motor to provide the required torque and speed. For a single-rotor motor, its torque characteristics are often limited. First, the torque output capacity of a single-rotor motor is limited, especially in applications requiring high loads, such as vehicle start-up or uphill driving, where a single rotor may not be sufficient. Second, the efficiency of a single-rotor motor may be limited due to significant reluctance and heat loss during rotation. Furthermore, the structural design and optimization of a single-rotor motor can present challenges, as it is necessary to consider factors such as motor size, weight, and heat dissipation performance while ensuring sufficient torque output.

[0032] The design of a dual-rotor motor is precisely to overcome these limitations of a single-rotor motor. By introducing two rotors, an inner rotor and an outer rotor, a dual-rotor motor can achieve higher torque and power densities, while also having a more compact structure, which is beneficial for achieving motor weight reduction and miniaturization. In addition, the design of a dual-rotor motor also has a certain degree of flexibility; the performance of the motor can be optimized by adjusting the size, engagement timing, and arrangement of the inner and outer rotors.

[0033] According to this application, a dual-rotor motor is provided, comprising an inner rotor assembly and an outer rotor assembly arranged radially, and a stator assembly disposed radially between the inner rotor assembly and the outer rotor assembly. The inner rotor assembly is non-rotatably connected to a power output shaft, such connection being achieved through various means conceivable by those skilled in the art, such as integral forming, spline connection, key connection, interference fit, etc. Thus, the inner rotor assembly and the stator assembly constitute a first power output source. In addition, the outer rotor assembly can engage with the power output shaft or the inner rotor assembly according to speed and / or torque requirements, thereby constituting a second power output source, which, together with the first output source, provides power output to the vehicle to provide high torque during vehicle operations such as uphill driving and starting.

[0034] To control the operation of the dual-rotor motor, a motor controller is also provided. This motor controller can be a standalone controller or integrated with the vehicle controller. The motor controller can communicate with various parts of the vehicle to obtain information such as the vehicle's operating status. The motor controller can control the operation of the dual-rotor motor according to a program, such as controlling the engagement of the outer rotor assembly. This program can be stored locally on the motor controller, locally on the vehicle, or remotely obtained, for example, from the cloud. Alternatively, the motor controller can receive instructions from other local or remote controllers to execute control operations.

[0035] The following reference Figure 2 The structure of the dual-rotor motor according to this disclosure is described in detail.

[0036] like Figure 2 As shown, the dual-rotor motor 100 according to this disclosure includes a housing (not shown), a power output shaft 110 extending from the housing and rotatable relative to the housing, an inner rotor assembly 120 fixedly disposed on the power output shaft 110 and rotating together with the power output shaft 110, a stator assembly 130 surrounding the inner rotor 120 and fixed relative to the housing, an outer rotor assembly 140 surrounding the stator assembly 130 and rotatable relative to the stator assembly 130, and a clutch assembly 150 configured to engage or disengage the inner rotor assembly 120 and the outer rotor assembly 140.

[0037] like Figure 2As shown, the stator assembly 130 may include a stator winding 131 and a stator support 132, through which the stator assembly 130 is fixed relative to the housing. The stator support 132 includes an axially extending flange 133, on which the power output shaft 110 is rotatably supported by a bearing 111 on the inner circumferential surface of the axially extending flange 133. The outer rotor assembly 140 includes an outer rotor winding 141 and an outer rotor support 142 supporting the outer rotor winding 141, for example, rotatably supported by a bearing on the outer circumferential surface of the axially extending flange 133 of the stator support 132. Although not shown, the stator assembly 130 may include a first or inner stator winding (not shown) and a second or outer stator winding (not shown), such that, when powered, the inner stator winding interacts with the inner rotor assembly to achieve rotation of the inner rotor assembly; and the outer stator winding interacts with the outer rotor winding to achieve rotation of the outer rotor assembly.

[0038] Although the inner and outer rotor assemblies are described above as including rotor windings and the stator assembly as including stator windings, it is to be understood that this application is not limited thereto. In the case of a permanent magnet synchronous motor, the rotor may include permanent magnets, therefore, rotor windings are not necessary. Furthermore, since the stator is a stationary component, the arrangement of stator windings and rotor magnets simplifies the structure.

[0039] Continue to refer to Figure 1 The outer rotor support 142 includes an axially extending outer rotor flange 143 surrounding the power output shaft 110, and a clutch assembly 150 is disposed in the space between the inner circumferential surface of the outer rotor flange 143 and the outer circumferential surface of the power output shaft 110. Thus, the outer rotor support 142, and consequently the outer rotor assembly 140, is engaged and disengaged from the power output shaft 110 by means of the clutch assembly 150.

[0040] Additionally, a first speed sensor 144 for measuring the rotational speed of the outer rotor assembly and a second speed sensor 121 for measuring the rotational speed of the inner rotor assembly can be respectively disposed on the outer rotor assembly and the inner rotor assembly. Preferably, the first speed sensor 144 is disposed near the outer rotor support 142 to measure the rotational speed of the outer rotor support, and can preferably be, for example, an eddy current sensor. The second speed sensor 121 is disposed near the power output shaft to measure the rotational speed of the power output shaft. Since the inner rotor assembly is fixedly connected to the power output shaft, the second speed sensor 121 measures the rotational speed of the inner rotor assembly. Preferably, the second speed sensor 121 can be a rotational sensor, such as a Hall effect sensor, a magnetoelectric induction sensor, a capacitive sensor, and a photoelectric sensor, etc., and this application is not limited to these. Preferably, the power output shaft 110 includes a first end extending from the housing and outputting rotation to a downstream device and a second end opposite to the first end, and the speed sensor 121 is disposed near the second end of the power output shaft. Thus, the first speed sensor 144 and the second speed sensor 121 employ different types of speed sensors, thereby avoiding simultaneous electromagnetic interference to both speed sensors. Furthermore, with the outer rotor assembly engaged, the two speed sensors 144 and 121 can simultaneously measure the speeds of the power output shaft 110 and the outer rotor assembly, thereby improving measurement accuracy. Additionally, by placing the second speed sensor 121 at the end of the power output shaft 110 that is not connected to the downstream driven device, the sensor setup is simplified, and various suitable sensors can be used without being limited by space or structural constraints.

[0041] Reference Figure 2 As can be seen, the clutch assembly 150 is disposed in the radial space formed between the power output shaft 110 and the outer rotor support 142. Thus, the engagement and / or disengagement of the outer rotor assembly from the power output shaft is achieved radially. Compared with setting the clutch assembly to achieve engagement and / or disengagement of the outer rotor assembly from the inner rotor assembly or the power output shaft axially, the radial space of the motor can be fully utilized, the axial dimension of the entire motor can be shortened, and the entire motor can be made more compact.

[0042] Figure 3 and Figure 4 The following are examples of what is applicable to Figure 1 The diagram shows two structures for the clutch assembly of a dual-rotor motor.

[0043] like Figure 3As shown, the clutch assembly 150 includes: a drive component 151 axially slidable but not rotatably oriented along a power output shaft; the drive component 151 may include, for example, a solenoid or a stepper motor; a drive linkage system 152 connected to the drive component 151; an active pressure plate 154 driven by the linkage system 152 to slide radially along a guide groove 153; and a driven plate 155 disposed on the radially inner circumferential surface of the outer rotor support 142 and disposed opposite to the active pressure plate 154. The driven plate 155 may be formed separately and fixed to the radially inner circumferential surface of the outer rotor support 142, or the driven plate 155 may be directly formed on the radially inner circumferential surface or formed from the radially inner circumferential surface. Preferably, the opposing surfaces of the active pressure plate 154 and the driven plate 155 are roughened, for example by appropriate machining to a surface with a high coefficient of friction or by coating or attaching a coating or friction pad with a high coefficient of friction; however, this application is not limited to these methods.

[0044] Thus, when the drive component 151 is actuated to drive the linkage system 152, the linkage system pushes the active pressure plate 154 radially outward to contact and press against the driven plate 155 according to the drive component 151, thereby engaging the power output shaft 110 with the outer rotor support 142, or pulling the active pressure plate 154 radially inward to separate it from the driven plate 155, thereby disengaging the power output shaft 110 from the outer rotor 142.

[0045] Preferably, a spring 156, such as a helical spring, is provided between the linkage system 152 and the active pressure plate 154, thereby compressing the spring in the two-stage linkage, pushing the spring out of the pressure plate along the guide groove, and the pressure plate expanding outward and firmly fastening to the extended end of the outer rotor.

[0046] By placing a spring between the linkage system and the active pressure plate, and precisely controlling the radial relative displacement between the pressure plate and the extended end of the outer rotor using a stepper motor, the engagement / disengagement torque between the pressure plate and the outer rotor can be precisely controlled. Furthermore, the displacement of the stepper motor can be precisely controlled by a stepper motor controller. Therefore, this solution effectively avoids the need for real-time detection of the relative torque between the pressure plate and the extended end of the outer rotor using torque sensors or similar components, saving costs and effectively avoiding the reliability and measurement accuracy issues associated with using multiple sensors.

[0047] Preferably, the spring can be made of high-temperature resistant metal material (such as carbon spring steel, alloy spring steel, etc.). This ensures that the spring can reliably transmit the torque between the pressure plate and the extended end of the outer rotor even without good cooling and lubrication, which can further save the cost of cooling design and improve the reliability of the cooling system.

[0048] As an additional or alternative technical solution, a biasing spring can also be provided, which is configured to bias the active pressure plate 154 toward an engaged or disengaged position, thereby causing the clutch assembly 150 to be in an engaged or disengaged state when the drive component is not actuated. This can be configured according to the specific application, and the present invention is not limited to any situation.

[0049] Therefore, by controlling the drive component 151, for example, controlling the advance or retraction speed of the stepper motor, the engagement or disengagement speed of the clutch assembly 150 is controlled, thereby controlling the engagement or disengagement speed of the outer rotor assembly with the power output shaft or the inner rotor assembly.

[0050] Despite Figure 3 The schematic diagram shows that the linkage system 152 includes two links, but this application is not limited to this. Rather, as long as the axial movement of the drive component 151 can be converted into the radial movement of the active pressure plate 154, any number of links or other mechanisms, such as cams, can be used. This application is not limited to this, and for the sake of simplicity, these mechanisms are collectively referred to herein as linkage systems or transmission systems.

[0051] The following reference Figure 4 The second embodiment of the clutch assembly according to this application is described below, and it should be noted that the following mainly describes... Figure 3 The clutch assembly 150' shown is with Figure 3 The difference between the clutch assembly 150 in the embodiment and... Figure 3 Descriptions of identical components in the illustrated embodiments will be omitted. Figure 4 As shown, the clutch assembly 150' includes a drive component 151', which is, for example, a solenoid or a stepper motor, and drives the active pressure plate 154' via a transmission system 152', for example, a linkage system, and... Figure 2 Unlike the embodiment shown, the active pressure plate 154' is slidably and non-rotatably mounted on the power output shaft 110 via a pressure plate hub 157', for example by means of a spline. It can thus be pushed or pulled by the linkage system 152' to press against the power output shaft 110 and move axially. The active pressure plate 154' may include multiple (three shown) friction plates formed in a radially extending disc shape. The driven plate 155' includes multiple (three shown) friction plates arranged alternately with the friction plates of the active pressure plate 154'. The radially outer end of the driven plate 155' is fixed to the outer rotor support 142 via a driven plate hub 156', allowing the driven plate 155' to rotate together with the outer rotor support 142.

[0052] Despite Figure 4In the middle, the linkage system directly pushes the active pressure plate. However, the linkage system can also push the pressure plate hub 157' of the active pressure plate through the pressure block, so that the friction plate of the active pressure plate 154' is pressed on the friction plate of the driven plate 155', so that the clutch 150' is in the engaged state, or pull the friction plate of the active pressure plate 154' away from the friction plate of the driven plate 155', so that the clutch assembly 150' is in the disengaged state.

[0053] Optionally, a biasing spring (not shown) can be provided to bias the clutch assembly 150' into a disengaged or engaged state.

[0054] Although the active pressure plate and the driven plate each include three friction plates in the above description and illustrations, this application is not limited to this and may use more or fewer friction plates to obtain the required engagement capability and power transmission capability.

[0055] By employing a disc-shaped active pressure plate and a driven plate with axial friction engagement, and with Figure 3 Compared to the radially engaged clutch assembly shown, torque transmission capability can be increased, and the number of friction plates can be increased or decreased as needed to adjust power transmission capability.

[0056] Similar to Figure 2 In the illustrated embodiment, the engagement or disengagement speed of the clutch assembly can be controlled by controlling the pushing or pulling speed of the drive component.

[0057] Preferably, torque sensors are provided on the driving plate and driven plate of the clutch assembly to detect torque changes in the driving plate and driven plate, especially during engagement or disengagement, thereby detecting the engagement or slippage state of the clutch assembly.

[0058] According to this application, the inner rotor assembly is fixed to the power output shaft and always functions as the main drive motor, while the outer rotor assembly is configured to be either connected to or disconnected from the power output shaft. This is because the outer rotor assembly has a larger moment of inertia, thus requiring a larger drive current to rotate it. Furthermore, as the rotational speed increases, the output torque of the outer rotor assembly decreases. For example, at speeds exceeding 4000 rpm, most of the output torque is used to maintain its own rotation, increasing unnecessary power loss. When the outer rotor assembly's speed reaches, for example, 7000 rpm, its torque and efficiency suddenly drop, and heat generation increases, leading to decreased durability. This also results in a lower peak speed for the outer rotor assembly, making it unsuitable for high-speed vehicle operation. By fixing the inner rotor assembly to the power output shaft and configuring it to drive the main motor, and only engaging the outer rotor assembly to the power output shaft within the range of its stable output torque, the efficiency of both the inner and outer rotor assemblies can be fully utilized, avoiding the aforementioned problems.

[0059] It may also include a motor controller (see Figure 1 The motor controller controls the operation of the motor by detecting at least one of the rotational speed of the inner rotor assembly (power output shaft), the rotational speed of the outer rotor assembly, the torque of the rotating pressure plate, the torque of the driven pressure plate, and the torque of the power output shaft. For example, it controls the rotational speed of the inner rotor assembly, controls the rotational speed of the outer rotor assembly, and controls the operation of the drive component 151 (151') of the clutch assembly 150 to engage and / or disengage the clutch assembly and the engagement and / or disengagement speed, thereby controlling the engagement or disengagement of the outer rotor assembly and the power output shaft and the engagement and / or disengagement speed, etc.

[0060] The motor controller can be a standalone controller or integrated into the vehicle controller; this application does not limit its scope. The controller may include a memory that stores programs and / or data, which are executed to cause the controller to perform corresponding control operations. Additionally, the controller may include a communication interface to receive signals from various sensors or instructions or signals from other controllers or processors, and to issue control commands to peripheral devices. The controller can be in the form of an integrated circuit or discrete components, and can be a general-purpose processor or a dedicated processor; this application does not limit its scope.

[0061] Below, refer to Figure 5 The flowchart shown describes the operation or control method of the dual-rotor motor according to this application.

[0062] During vehicle operation, various sensors detect the vehicle's operating status, such as the degree to which the driver depresses the accelerator pedal and brake pedal, and the vehicle's speed. Based on this vehicle operating information, the required motor speed and torque are determined; that is, the required motor output speed and torque. The required motor speed and torque can be obtained based on sensor measurements, for example, through a lookup table or empirical formula. This calculation or lookup can be performed by the vehicle controller and the result sent to the motor controller. Alternatively, the motor controller can directly obtain the vehicle operating information, such as the degree to which the driver depresses the accelerator pedal and the vehicle speed.

[0063] The motor controller compares the required motor speed and torque with preset first predetermined speed and torque. If it determines that the required motor speed is less than the first predetermined speed and the required motor torque is greater than the first predetermined torque (e.g., during vehicle start-up or hill climbing), it instructs the drive component 151 of the clutch assembly 150 to drive the active pressure plate to engage the driven plate, thereby engaging the clutch assembly 150. This engages the outer rotor assembly 140 with the power output shaft 110, simultaneously supplying power to the inner and outer stator coils of the stator assembly. Optionally, it also supplies power to the rotor windings of the inner and outer rotor assemblies, so that both the inner and outer rotor assemblies output rotation and torque through the power output shaft to meet the vehicle's requirements. Preferably, the first predetermined speed is in the range of 15% to 30% of the peak speed of the inner rotor, more preferably 20% of the peak speed of the inner rotor. If the peak speed of the inner rotor assembly is 15,000 rpm, the first predetermined speed can be set, for example, to 3,000 rpm. The first predetermined torque is in the range of 60% to 75% of the overall peak torque of the motor, and preferably 70% of the overall peak torque of the motor, wherein the overall peak torque of the motor is the peak torque that the motor can output when the inner rotor and outer rotor assemblies are engaged and working simultaneously.

[0064] Therefore, when the vehicle's low-speed, high-torque demand is sensed, the external rotor assembly can be quickly connected to the drive system, thereby providing the vehicle with the corresponding torque support.

[0065] As the vehicle speed gradually increases, for example, when the vehicle reaches a stable speed or when the vehicle has finished climbing a hill and the speed is gradually increasing, if the motor's required speed exceeds a first predetermined speed, the motor controller instructs the clutch assembly 150 to disengage from the outer rotor assembly. Preferably, when the motor's required speed exceeds the first predetermined speed for a first predetermined time period, such as 2 seconds, the motor controller instructs the clutch assembly 150 to disengage from the outer rotor assembly to prevent frequent engagement and disengagement operations. As the motor controller can control the cessation of power supply to the outer stator windings of the stator, the outer rotor assembly gradually stops.

[0066] Simultaneously or independently, the engagement or disengagement of the clutch assembly can be controlled according to the motor's required torque. For example, when the motor's required torque decreases, such as after climbing or starting, and the motor's required torque is less than a first predetermined torque, for example, for a first predetermined time period, such as 2 seconds, the motor controller instructs the clutch assembly 150 to disengage from the outer rotor assembly and simultaneously instructs the outer stator winding of the stator assembly to be de-energized, so that the outer rotor assembly gradually stops.

[0067] Therefore, once the vehicle enters a stable driving or high-speed driving state, the external rotor assembly is disconnected, saving the vehicle's energy consumption and improving the battery's range.

[0068] Alternatively, a reverse current can be applied to the outer stator windings of the stator while the clutch assembly is disengaged, thereby stopping the outer rotor assembly as quickly as possible.

[0069] After the outer rotor assembly is disconnected, a reverse current is applied to stop the outer rotor assembly as soon as possible, avoiding vibration or interference caused by the asynchronous rotation of the outer rotor assembly and the inner rotor assembly, thus making the vehicle run more smoothly.

[0070] In one embodiment, disengaging the clutch assembly does not cause the outer rotor assembly to stop; instead, it remains in an idling state. Maintaining the outer rotor assembly in this idling state facilitates faster engagement with the power output shaft and reduces the impact or fluctuations during engagement. This can be seen, for example, in slow-moving traffic jams where vehicles are intermittently moving. In this situation, the controller detects the required motor speed. When the required motor speed is greater than a first predetermined speed but less than a second predetermined speed, and the required motor torque is greater than the second predetermined torque, the clutch assembly is disengaged, allowing the outer rotor assembly to remain in an idling state, i.e., maintaining power supply to the outer stator windings. The second predetermined speed is, for example, 40% of the peak speed of the inner rotor assembly, and the second predetermined torque is less than the first predetermined torque, for example, 50% of the peak motor torque. Calculations show that setting the second predetermined speed to 40% of the peak speed of the inner rotor assembly is the speed point that achieves the lowest energy consumption of the outer rotor. Furthermore, it should be noted that although specific values ​​for the first or second predetermined speed are described in this embodiment, it should be understood that the present invention is not limited to these specific values ​​and includes appropriate tolerance ranges that can be understood by those skilled in the art. Such tolerance ranges are, for example, 5%, and the aforementioned 40% should also be understood to include any value between 35% and 45%. Preferably, after the aforementioned motor demand speed and motor demand torque have been maintained for a first time period, the clutch assembly is disengaged and the outer rotor assembly is kept idling. While the outer rotor assembly is idling, if the motor demand torque subsequently increases and reaches, for example, the first predetermined torque, the clutch assembly immediately engages, connecting the outer rotor assembly to the power output shaft, thereby increasing the torque generated by the motor.

[0071] In one embodiment, when the clutch is engaged with the outer rotor and the rotor shaft, if the controller detects that the motor speed is increasing but has not reached the first predetermined speed, and the motor's required torque exceeds the third predetermined torque, the controller instructs the clutch to disengage at a second rate and instructs the outer stator winding to output electrical energy. The second rate is greater than the first rate, and the third predetermined torque is greater than the first predetermined torque. This mode typically corresponds to a low-speed, high-torque start-up of the vehicle. At this time, the inner rotor assembly and the outer rotor assembly are engaged and simultaneously output torque, causing the vehicle speed to increase in a very short time, but before reaching the first predetermined speed. If, under certain circumstances, such as an obstacle appearing ahead, the vehicle suddenly brakes, the controller controls the clutch assembly to disengage quickly. Simultaneously, because the outer rotor assembly is still rotating and has a large moment of inertia, the outer rotor uses the speed at the moment of disengagement as its initial speed and begins to slowly decelerate. Under the influence of frictional resistance such as bearings, the speed eventually drops to zero. At this point, the outer stator winding is switched to the charging circuit, thereby utilizing the remaining kinetic energy of the outer rotor assembly to charge the battery. Optionally, the inner stator winding can also be switched to the charging circuit at this time, simultaneously charging the battery.

[0072] In another scenario, when the vehicle is slowly climbing an incline, the clutch assembly is engaged, and both the inner and outer rotor assemblies jointly output drive torque. When the vehicle descends the incline after reaching the top, it relies on inertia. At this point, the required torque suddenly decreases, and neither the inner nor outer rotors participate in driving. Although the motor's rotor shaft is still rotating, it is not actually outputting torque. Therefore, the outer rotor disengages from the clutch, the outer stator winding stops energizing, and the outer rotor assembly uses its initial speed at the moment of disengagement as its initial speed and begins to slowly decelerate. Due to frictional resistance from bearings, its speed eventually drops to zero. At this point, the outer stator winding is switched to the charging circuit to charge the battery. Simultaneously, the inner stator winding is switched to the charging circuit to charge the battery, performing regenerative braking. At this time, both the inner rotor assembly and the inner stator winding contribute to vehicle deceleration. That is, when the required torque is less than a fourth predetermined torque (where the fourth predetermined torque is less than the second predetermined torque), the clutch assembly is disengaged, and both the inner and outer rotor assemblies simultaneously enter the power generation state.

[0073] Although two power generation modes are listed in the above embodiments, it should be understood that this application is not limited to these. When the inner rotor assembly and / or the outer rotor assembly are idling, the appropriate stator winding can be switched to the charging circuit or module according to the vehicle operation to enter the power generation mode to charge the battery for power recovery.

[0074] In one embodiment, the clutch assembly 150 includes a temperature sensor to sense the temperature of the clutch assembly and send the temperature information of the clutch assembly 150 to a motor controller. The motor controller detects the temperature of the clutch assembly and disables clutch assembly operation when the temperature exceeds a predetermined range. This predetermined temperature range is, for example, -40 degrees Celsius to 120 degrees Celsius. If the temperature of the clutch assembly is outside this temperature range, for example, below -40 degrees Celsius, the increased viscosity of the lubricating oil prevents it from effectively spraying onto the surface of the driving pressure plate of the clutch assembly, resulting in poor lubrication of the clutch assembly. Engagement under these conditions can easily damage the clutch. When the temperature of the clutch assembly exceeds, for example, 120 degrees Celsius, the high clutch pressure can easily damage the driving and driven pressure plates; therefore, clutch assembly engagement is prohibited at these temperatures.

[0075] Although the above describes an embodiment of detecting the temperature of the clutch assembly to prohibit clutch operation when the temperature of the clutch assembly exceeds a predetermined safety threshold range, this application is not limited to this, but can detect other parameters, such as torque, and prohibit the engagement and / or disengagement of the clutch assembly when the torque of the clutch assembly indicates that the clutch assembly is in a prohibited operating range, such as exceeding the rated torque of the clutch assembly, thereby avoiding damage to the clutch assembly.

[0076] During the engagement or disengagement of the outer rotor assembly with the power output shaft, the addition or disengagement of the outer rotor assembly can cause torque shocks or fluctuations during engagement. Therefore, according to this application, a method for reducing torque shocks or fluctuations during engagement is provided.

[0077] As described above, the first predetermined speed at which the outer rotor assembly begins to engage is set to 20% of the motor's peak speed or the inner rotor's peak speed. This is because this speed is the critical speed at which the outer rotor assembly can output the maximum constant torque; that is, within the range of 0 to the first predetermined speed, the outer rotor assembly can continuously output the maximum steady-state torque. When the speed of the outer rotor assembly increases beyond this first predetermined speed, the ability of the outer rotor to output torque decreases, thus disengaging the outer rotor assembly. Therefore, it can be seen that, disregarding the impact of clutch engagement / disengagement, selecting the first predetermined speed for clutch engagement / disengagement allows the outer rotor to provide stable torque to the power output shaft as much as possible within the widest speed range and maintains optimal efficiency throughout the process. However, due to the large moment of inertia of the outer rotor assembly, torque shocks or fluctuations will occur during clutch engagement / disengagement.

[0078] To avoid such torque shocks or fluctuations, according to this application, instead of a first predetermined speed, a speed range is adopted. For example, the clutch assembly engages or disengages within a range of 1.1 to 1.3 of the aforementioned critical speed. Taking a critical speed of 3000 rpm as an example, the switching range is 3300 rpm to 3900 rpm. Thus, when the motor speed falls into this speed range, the motor controller begins to instruct the clutch assembly to engage or disengage. Simultaneously, the motor controller receives torque change information from the clutch assembly. This torque change information can be obtained by a torque sensor configured to detect the torque of the driving plate and the driven plate of the clutch assembly. For example, the torque change rate can be calculated by calculating the difference between the torque of the driving plate and the torque of the driven plate over time. The torque change rate is obtained and the engagement or disengagement rate of the clutch assembly is controlled based on this torque change rate. That is, the drive rate of the drive component of the clutch assembly is controlled, and in the case of a stepper motor, the advance or retraction rate of the stepper motor is controlled. This keeps the torque change rate during the engagement or disengagement of the clutch assembly within a predetermined range. This predetermined range can be determined, for example, by the ratio of the peak torque of the outer rotor to the time required to complete the aforementioned switching interval. For example, if the peak torque of the outer rotor is 150 Nm and the shift time from 3000 rpm to 3300 rpm is 0.25 s, and the shift time from 3000 rpm to 3900 rpm is approximately 0.5 s, then the predetermined range of the torque change rate is set to 300 Nm / s to 600 Nm / s. For example, if the torque change rate is below 300 Nm / s, it indicates that the clutch assembly is engaging or disengaging slowly. In this case, the controller will control the drive components and increase their speed, thereby accelerating the clutch assembly engagement. If the torque change rate is above 600 Nm / s, it indicates that the clutch engagement / disengagement speed is too fast, which can easily lead to torque fluctuations or shocks. Therefore, the controller will slow down the drive components, such as the stepper motor. By engaging or disengaging within a predetermined range and maintaining the torque change rate of the clutch assembly within a predetermined range during engagement or disengagement, torque fluctuations or shocks during clutch assembly engagement or disengagement can be minimized, thereby improving vehicle smoothness and driver or passenger comfort.

[0079] Figure 6 A torque variation diagram according to the control method of this application is shown, wherein the dashed line is a schematic diagram of torque variation during gear shifting at the critical speed, and the torque variation diagram is implemented using the control method according to this application. Figure 6 As shown, the clutch assembly begins to engage or disengage at, for example, 3500 rpm. Thus, the engagement or disengagement of the clutch assembly is completed while keeping the torque change rate of the clutch assembly within a predetermined range, so that the torque changes along the curve shown in the arc, avoiding sudden changes or fluctuations in torque.

[0080] According to one embodiment of this application, a dual-rotor motor is provided, comprising a housing, a power output shaft for output rotation, an inner rotor assembly fixed to and rotating together with the power output shaft, a stator assembly surrounding the outer periphery of the inner rotor assembly and fixed to the housing, an outer rotor assembly surrounding the outer periphery of the stator assembly and rotatable relative to the housing, and a clutch assembly configured to switch between an engaged state in which the outer rotor assembly is engaged with the power output shaft and a disengaged state in which the outer rotor assembly is disengaged from the power output shaft, wherein, in the engaged state, the outer rotor assembly and the inner rotor assembly rotate synchronously.

[0081] According to one embodiment of this application, a control method for the aforementioned dual-rotor motor is provided. The control method includes: acquiring information representing the operating status of a vehicle in which the dual-rotor motor is installed; calculating the required speed and required torque of the dual-rotor motor based on the information; comparing the required speed and required torque with predetermined speed and predetermined torque; and, when the comparison result indicates that the required speed is lower than a first predetermined speed and the required torque is higher than a first predetermined torque, instructing a clutch assembly to engage the outer rotor assembly with the power output shaft. The first predetermined speed is, for example, 20% of the peak speed of the inner rotor assembly, and the first predetermined torque is, for example, 70% of the total output torque of the motor.

[0082] In one embodiment, the control method further includes: sensing the rotational speed of the motor, and initiating operation of the clutch assembly when the motor's rotational speed falls within a predetermined range. The predetermined range is 1.1 to 1.3 times the first predetermined rotational speed.

[0083] In one embodiment, the control method further includes: detecting the rate of change of torque of the clutch assembly during operation of the clutch assembly, and changing the engagement or disengagement speed of the clutch assembly when the rate of change of torque of the clutch assembly falls outside a predetermined range. Preferably, changing the engagement or disengagement speed of the clutch assembly is achieved by controlling the drive speed of the drive component of the clutch assembly.

[0084] According to one embodiment of this application, a dual-rotor motor control system for executing the above control method is provided. The control system includes a sensing unit or module configured to sense parameters representing the operating condition of a vehicle equipped with the dual-rotor motor and parameters representing the operating condition of the dual-rotor motor. The parameters representing the vehicle's operating condition include, for example, the vehicle speed, the degree to which the driver depresses the accelerator pedal, and the degree to which the driver depresses the brake pedal. The parameters representing the operating condition of the dual-rotor motor include, for example, at least one or more of the following: the rotational speed of the inner rotor assembly, the torque of the inner rotor assembly, the output torque of the inner rotor assembly, the output torque of the outer rotor assembly, the temperature of the clutch assembly, the torque of the driving pressure plate in the clutch assembly, and the torque of the driven plate in the clutch assembly. A control unit or module is also provided. The system is configured to receive parameters from the sensing unit and execute the control method described above; an execution unit or module configured to receive instructions from the control unit or module to instruct the operation of the clutch unit of the dual-rotor motor, for example, instructing the drive component of the clutch unit to operate to perform engagement and / or disengagement of the clutch unit; a communication unit or module configured to enable communication between the units or modules, such as through various communication protocols including vehicle CAN bus, Bluetooth, Wi-Fi, and 5G; and a storage unit or module configured to store programs or data, which can be executed by the control unit or module to perform the control method described above, and the data may include initial data, data generated during program execution, data received by the sensing unit, etc.

[0085] The multiple modules of the aforementioned control system may be discrete modules that are interconnected or communicate with each other, or the multiple modules may be integrated into a single chip, implemented in the form of a general-purpose chip or a dedicated chip. This application does not impose any restrictions.

[0086] According to one embodiment of this application, a program product is provided, such as a storage medium, on which readable instructions are stored, which, when read and executed by a control unit, can perform the control method as described above.

[0087] The program portion of a technology can be considered a "product" or "artifact" existing in the form of executable code and / or related data, and is involved in or implemented through a computer-readable medium. Tangible, permanent storage media can include memory or storage used by any computer, processor, or similar device or related module. For example, various semiconductor memories, tape drives, disk drives, or any similar device capable of providing storage functionality for software.

[0088] All software, or parts thereof, may sometimes communicate via networks, such as the Internet or other communication networks. Such communication can load software from one computer device or processor to another. Therefore, another medium capable of transmitting software elements can also be used as a physical connection between local devices, such as light waves, radio waves, electromagnetic waves, etc., propagated through cables, fiber optic cables, or air. Physical media used for carrier waves, such as cables, wireless connections, or fiber optic cables, can also be considered as media carrying software. In this context, unless limited to tangible "storage" media, the term "readable medium" for a computer or machine refers to the medium involved in the execution of any instructions by the processor.

[0089] According to this application, the following solution is provided:

[0090] Option 1. A dual-rotor motor, comprising:

[0091] case;

[0092] A power output shaft that is rotatably supported on the housing and outputs rotational power;

[0093] An inner rotor assembly fixed to the power output shaft;

[0094] A stator assembly surrounding the inner rotor assembly and fixed relative to the housing;

[0095] An outer rotor assembly disposed around the stator assembly and rotatable relative to the stator assembly;

[0096] A clutch assembly configured to switch between an engaged position and a disengaged position, wherein in the engaged position, the outer rotor assembly engages with the power output shaft, causing the inner rotor assembly and the outer rotor assembly to rotate synchronously and output rotation via the power output shaft; and in the disengaged position, the outer rotor assembly disengages from the power output shaft, so that only the inner rotor assembly outputs rotation via the power output shaft.

[0097] Option 2. The dual-rotor motor as described in Option 1, wherein the stator assembly includes an inner stator winding that cooperates with the inner rotor assembly and an outer stator winding that cooperates with the outer rotor assembly, and the inner stator winding is decoupled from the outer stator winding.

[0098] Option 3. The dual-rotor motor as described in Option 1 or 2, wherein the clutch assembly includes an active portion fixedly connected to one of the outer rotor assembly or the power output shaft, a driven portion fixedly connected to the other of the outer rotor assembly or the power output shaft, a pawl that drives the active portion to move between an engaged position engaged with the driven portion and a disengaged position disengaged from the driven portion, and a driver that drives the pawl.

[0099] Option 4. The dual-rotor motor as described in Option 3, wherein the driver is a stepper motor or a solenoid.

[0100] Option 5. A dual-rotor motor as described in Option 3 or 4, wherein the driving portion and the driven portion are arranged radially such that the driving portion and the driven portion can move radially to switch between an engaged position and a disengaged position.

[0101] Option 6. A dual-rotor motor as described in Option 3 or 4, wherein the active part includes one or more active friction plates, the driven part includes one or more driven friction plates corresponding to the active part, and the active friction plates and the driven friction plates are arranged alternately along the axial direction.

[0102] Option 7. A dual-rotor motor as described in at least one of Options 3 to 6, wherein the clutch assembly further includes a biasing device configured to bias the driving portion and the driven portion toward the disengaged position.

[0103] Option 8. A dual-rotor motor as described in any one of Options 1 to 7, further comprising an inner rotor speed sensor and an outer rotor speed sensor, wherein the inner rotor speed sensor is configured to measure the speed of the inner rotor, and the outer rotor speed sensor is configured to measure the speed of the outer rotor.

[0104] Option 9. The dual-rotor motor as described in Option 8, wherein the power output shaft includes a first end extending from the housing to output rotation and a second end opposite to the first end, the inner rotor speed sensor includes a resolver sensor disposed near the second end, and the outer rotor speed sensor includes an eddy current sensor disposed near the first end.

[0105] Option 10. A vehicle comprising:

[0106] The dual-rotor motor as described in any one of embodiments 1 to 9 above, wherein the dual-rotor motor is capable of driving the vehicle; and

[0107] A controller configured to control the operation of the dual-rotor motor.

[0108] Option 11. The vehicle as described in Option 10, wherein the controller is configured to:

[0109] Calculate the required speed and required torque of the dual-rotor motor;

[0110] When the required speed is lower than a first predetermined speed and the required torque is greater than a first predetermined torque, the clutch assembly is controlled to engage.

[0111] Option 12. The vehicle as described in Option 11, wherein the controller is configured to:

[0112] In the engaged position, when the required rotational speed exceeds the first predetermined rotational speed for a first time period and / or the required torque is lower than the first predetermined torque for a first predetermined time period, the controller controls the clutch assembly to switch to the disengaged position at a first rate and stop supplying power to the outer stator winding.

[0113] Option 13. The vehicle as described in Option 11, wherein the controller is configured to: when the clutch assembly is in the engaged position, when the required speed is greater than a first predetermined speed but less than a second predetermined speed and the required torque is greater than a second predetermined torque, and the required speed and required torque are sustained for a first time period, the controller controls the clutch assembly to switch to the disengaged position at a first rate and maintains power supply to the outer stator winding, wherein the second predetermined torque is less than the first predetermined torque.

[0114] Option 14. The vehicle as described in Option 13, wherein the controller is configured to: when the required speed decreases to less than a first predetermined speed and the required torque increases from a second predetermined torque to the first predetermined torque while the outer stator winding is powered, the controller controls the clutch assembly to switch to the engaged position.

[0115] Option 15. The vehicle of any one of Options 11 to 14, wherein the controller is configured to: when the clutch is engaged with the outer rotor and the rotor shaft, and the motor demand torque exceeds a third predetermined torque, the controller instructs the clutch to disengage at a second rate and instructs the outer stator winding to output electrical energy, wherein the second rate is greater than the first rate and the third predetermined torque is greater than the first predetermined torque.

[0116] Option 16. The vehicle as described in any one of Options 11 to 14, wherein the controller is configured to: when the clutch is engaged with the outer rotor and the rotor shaft, and the required torque of the motor is less than a fourth predetermined torque, the controller commands the clutch to disengage and commands the outer stator winding and the inner stator winding to simultaneously output electrical energy.

[0117] Option 17. The vehicle as described in any one of Options 11 to 16, wherein the first speed and the second speed are achieved by the drive.

[0118] Option 18. The vehicle as described in any one of Options 11 to 16, wherein the first predetermined speed is 20% of the peak speed of the dual-rotor motor, and the first predetermined torque is 70% of the peak torque of the dual-rotor motor.

[0119] Option 19. The vehicle as described in any one of Options 13 to 18, wherein the second predetermined speed is 40% of the peak speed of the dual-rotor motor, and the second predetermined torque is 50% of the peak torque.

[0120] Option 20. The vehicle as described in any one of Options 11 to 17, wherein the first predetermined speed is in the range of 1.1 to 1.3 times the critical speed of the dual-rotor motor, and the critical speed is 20% of the peak speed of the dual-rotor motor.

[0121] Option 21. The vehicle of any one of Options 11 to 20, wherein the controller is configured to: during the switching process, control the torque change rate of the clutch assembly to remain within a predetermined range.

[0122] Option 22. The vehicle as described in Option 21, wherein the predetermined range is 300 Nm / s to 600 Nm / s.

[0123] Option 23. The vehicle as described in any one of Options 11 to 22, wherein the controller is configured to: receive information indicating the operating status of the vehicle, and calculate the required speed and required torque of the dual-rotor motor based on the information.

[0124] Option 24. A control method for a dual-rotor motor, wherein the dual-rotor motor is a dual-rotor motor as described in any one of Options 1 to 9, and the control method includes:

[0125] Calculate the required speed and required torque of the dual-rotor motor;

[0126] When the required speed is lower than a first predetermined speed and the required torque is greater than a first predetermined torque, the clutch assembly is controlled to engage.

[0127] Option 25. The control method as described in Option 24 further includes:

[0128] When the clutch assembly is in the engaged position, when the required rotational speed exceeds the first predetermined rotational speed for a first time period and / or the required torque is lower than the first predetermined torque for a first predetermined time period, the clutch assembly is controlled to switch to the disengaged position at a first rate and the power supply to the outer stator winding is stopped.

[0129] Option 26. The control method as described in Option 24 further includes:

[0130] When the clutch is in the engaged position, if the required speed is greater than the first predetermined speed but less than the second predetermined speed and the required torque is greater than the second predetermined torque, and the required speed and required torque are maintained for a first time period, the clutch assembly is controlled to switch to the disengaged position at a first rate, and the power supply to the outer stator winding is maintained, wherein the second predetermined torque is less than the first predetermined torque.

[0131] Option 27. The control method as described in Option 26 further includes:

[0132] When the external stator winding is powered, and the required speed decreases to less than a first predetermined speed and the required torque increases from the second predetermined torque to the first predetermined torque, the controller controls the clutch assembly to switch to the engaged position.

[0133] Option 28. The control method as described in any one of Options 24 to 27, further comprising:

[0134] The controller is configured such that, when the clutch is engaged with the outer rotor and the rotor shaft, and the motor's required torque exceeds a third predetermined torque, the controller instructs the clutch to disengage at a second rate and instructs the outer stator winding to output electrical energy, wherein the second rate is greater than the first rate and the third predetermined torque is greater than the first predetermined torque.

[0135] Option 29. The control method of any one of Options 23 to 26, wherein the controller is configured to: when the clutch is engaged with the outer rotor and the rotor shaft, and the required torque of the motor is less than a fourth predetermined torque, the controller commands the clutch to disengage and commands the outer stator winding and the inner stator winding to simultaneously output electrical energy.

[0136] Option 30. The control method of any one of Options 24 to 29, wherein the first predetermined speed is 20% of the peak speed of the dual-rotor motor, and the first predetermined torque is 70% of the peak torque of the dual-rotor motor.

[0137] Option 31. The control method of any one of Options 26 to 29, wherein the second predetermined speed is 40% of the peak speed of the dual-rotor motor, and the second predetermined torque is 50% of the peak torque.

[0138] Option 32. The control method of any one of Options 24 to 29, wherein the first predetermined speed is in the range of 1.1 to 1.3 times the critical speed of the dual-rotor motor, and the critical speed is 20% of the peak speed of the dual-rotor motor.

[0139] Option 33. The control method of any one of Options 24 to 32, wherein the controller is configured to: control the torque change rate of the clutch assembly to remain within a predetermined range during the switching process.

[0140] Option 34. The control method as described in Option 33, wherein the predetermined range is 300 Nm / s to 600 Nm / s.

[0141] Option 35. A method for controlling a vehicle, the vehicle comprising a dual-rotor motor as described in Options 1 to 9, the control method comprising:

[0142] The dual-rotor motor is controlled by any one of Schemes 24 to 34.

[0143] Option 36. The control method as described in Option 35 further includes:

[0144] Receive information indicating the operating status of the vehicle.

[0145] The required speed and required torque of the dual-rotor motor are calculated based on the information provided.

[0146] Scheme 37. A storage medium storing a program that is read by a controller to cause the controller to execute the control method for a dual-rotor motor as described in claims 24 to 34 or the control method for a vehicle as described in claim 35 or 36. This application uses specific terms to describe embodiments of the application. Terms such as "first / second embodiment," "an embodiment," and / or "some embodiments" refer to a particular feature, structure, or characteristic associated with at least one embodiment of the application. Therefore, it should be emphasized and noted that "an embodiment," "an embodiment," or "an alternative embodiment" mentioned twice or more in different locations in this specification do not necessarily refer to the same embodiment. Furthermore, certain features, structures, or characteristics in one or more embodiments of the application can be appropriately combined.

[0147] Furthermore, those skilled in the art will understand that aspects of this application can be described and illustrated through several patentable types or situations, including any new and useful combination of processes, machines, products, or substances, or any new and useful improvements thereof. Accordingly, aspects of this application can be implemented entirely by hardware, entirely by software (including firmware, resident software, microcode, etc.), or by a combination of hardware and software. All of the above hardware or software may be referred to as a “data block,” “module,” “engine,” “unit,” “component,” or “system.” Furthermore, aspects of this application may manifest as a computer product located on one or more computer-readable media, the product including computer-readable program code.

[0148] Unless otherwise defined, all terms used herein (including technical and scientific terms) shall have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. It should also be understood that terms such as those defined in a common dictionary shall be interpreted as having a meaning consistent with their meaning in the context of the relevant art, and not as having an idealized or highly formalized meaning, unless expressly defined herein.

[0149] The foregoing description is illustrative of the invention and should not be construed as limiting it. Although several exemplary embodiments of the invention have been described, those skilled in the art will readily understand that many modifications can be made to the exemplary embodiments without departing from the novel teachings and advantages of the invention. Therefore, all such modifications are intended to be included within the scope of the invention as defined in the claims. It should be understood that the foregoing description is illustrative of the invention and should not be construed as limiting it to the specific embodiments disclosed, and modifications to the disclosed embodiments and other embodiments are intended to be included within the scope of the appended claims. The invention is defined by the claims and their equivalents.

Claims

1. A dual-rotor motor, comprising: case; A power output shaft that is rotatably supported on the housing and outputs rotational power; An inner rotor assembly fixed to the power output shaft; A stator assembly surrounding the inner rotor assembly and fixed relative to the housing; An outer rotor assembly disposed around the stator assembly and rotatable relative to the stator assembly; A clutch assembly configured to switch between an engaged position and a disengaged position, wherein in the engaged position, the outer rotor assembly engages with the power output shaft, causing the inner rotor assembly and the outer rotor assembly to rotate synchronously and output rotation via the power output shaft; and in the disengaged position, the outer rotor assembly disengages from the power output shaft, so that only the inner rotor assembly outputs rotation via the power output shaft.

2. The dual-rotor motor as described in claim 1, wherein, The stator assembly includes an inner stator winding that cooperates with the inner rotor assembly and an outer stator winding that cooperates with the outer rotor assembly, wherein the inner stator winding is decoupled from the outer stator winding.

3. The dual-rotor motor as described in claim 1 or 2, wherein, The clutch assembly also includes a biasing device configured to bias the clutch assembly toward the disengaged position.

4. The dual-rotor motor as described in any one of claims 1 to 3, wherein, It also includes an inner rotor speed sensor and an outer rotor speed sensor, the inner rotor speed sensor being configured to measure the speed of the inner rotor, and the outer rotor speed sensor being configured to measure the speed of the outer rotor.

5. A control method for a dual-rotor motor, wherein, The dual-rotor motor is a dual-rotor motor as described in any one of claims 1 to 4, and the control method includes: Calculate the required speed and required torque of the dual-rotor motor; When the required speed is lower than a first predetermined speed and the required torque is greater than a first predetermined torque, the clutch assembly is controlled to engage.

6. The control method as described in claim 5, further comprising: When the clutch assembly is in the engaged position, when the required rotational speed exceeds the first predetermined rotational speed for a first time period and / or the required torque is lower than the first predetermined torque for a first predetermined time period, the clutch assembly is controlled to switch to the disengaged position at a first rate and the power supply to the outer stator winding is stopped.

7. The control method as described in claim 5, further comprising: When the clutch is in the engaged position, if the required speed is greater than the first predetermined speed but less than the second predetermined speed and the required torque is greater than the second predetermined torque, and the required speed and required torque are maintained for a first time period, the clutch assembly is controlled to switch to the disengaged position at a first rate, and the power supply to the outer stator winding is maintained, wherein the second predetermined torque is less than the first predetermined torque.

8. The control method as described in claim 7, further comprising: When the external stator winding is powered, and the required speed decreases to less than a first predetermined speed and the required torque increases from the second predetermined torque to the first predetermined torque, the controller controls the clutch assembly to switch to the engaged position.

9. The control method according to any one of claims 5 to 8, further comprising: The controller is configured such that, when the clutch is engaged with the outer rotor and the rotor shaft, and the motor's required torque exceeds a third predetermined torque, the controller instructs the clutch to disengage at a second rate and instructs the outer stator winding to output electrical energy, wherein the second rate is greater than the first rate and the third predetermined torque is greater than the first predetermined torque.

10. The control method according to any one of claims 5 to 9, wherein, The controller is configured to maintain the torque change rate of the clutch assembly within a predetermined range during the switching process.

Images