Powertrain and electric vehicles

Abstract

The powertrain drives the two coaxial wheels of an electric vehicle. It includes a first reducer, a second reducer, a first clutch, and a second clutch. The first and second reducers receive power from the same drive motor. The first reducer outputs power to drive one of the two wheels, and the second reducer outputs power to drive the other wheel. The first clutch adjusts the torque received or output by the first reducer, and the second clutch adjusts the torque received or output by the second reducer. By having two reducers and two clutches work together, independent torque adjustment is achieved, providing effective fault redundancy.

Description

Technical Field

[0001] This application relates to the field of electric vehicles, and more particularly to a powertrain and an electric vehicle. Background Technology

[0002] To achieve dynamic vehicle control, electric vehicles use a single reducer in conjunction with two clutches to distribute power to the left and right wheels, enabling dual-wheel torque output. However, in this architecture, the reducer is a shared component; if it fails or malfunctions, the entire power transmission path will be interrupted, causing both wheels to lose traction simultaneously, resulting in low system reliability. Summary of the Invention

[0003] This application provides a powertrain and electric vehicle that, through two reducers cooperating with two clutches respectively, achieves independent torque adjustment output and has effective fault redundancy capability.

[0004] In a first aspect, this application provides a powertrain for driving two coaxial wheels in an electric vehicle. The powertrain includes a first reducer, a second reducer, a first clutch, and a second clutch. The first and second reducers receive power from the same drive motor in the powertrain. The first reducer outputs power to drive one of the two wheels, and the second reducer outputs power to drive the other wheel. The first clutch adjusts the torque received or output by the first reducer, and the second clutch adjusts the torque received or output by the second reducer.

[0005] In this embodiment, the two coaxial wheels employ an independent "reducer + clutch" configuration. By independently adjusting the output torque of the first and second clutches, active torque distribution between the left and right wheels is achieved. Furthermore, when the reducer or clutch on one side of the wheel fails, the other side can still operate normally, thereby ensuring that the electric vehicle has effective fault redundancy capabilities.

[0006] In one embodiment, the first reducer and the second reducer are distributed on both sides of the drive motor along the axial direction of the drive motor.

[0007] In this embodiment, by setting the first reducer and the second reducer to be distributed on both sides of the drive motor, the mass of the powertrain is evenly distributed along the axial direction of the drive motor, avoiding unilateral overweight which could cause the vehicle to yaw or the suspension to become unbalanced. Based on achieving independent torque adjustment output, the handling stability and NVH performance of the electric vehicle are further improved.

[0008] In one embodiment, the first clutch and the second clutch are distributed on both sides of the drive motor along the axial direction of the drive motor.

[0009] In this embodiment, by distributing the first clutch and the second clutch on both sides of the drive motor, i.e., physically separating the first clutch and the second clutch, each independently adjusts the power output to the corresponding wheel, achieving independent torque regulation output with no interference between the left and right torques. Furthermore, the distribution of the first clutch and the second clutch on both sides of the drive motor ensures a uniform distribution of the powertrain's mass along the drive motor's axis, preventing excessive weight on one side from causing vehicle yaw or suspension imbalance. Therefore, based on achieving independent torque regulation output, the handling stability and NVH performance of the electric vehicle are further improved.

[0010] In one embodiment, the first clutch and the second clutch are distributed along the axial direction of the drive motor between the drive motor and the first reducer.

[0011] In this embodiment, the drive motor has the lowest torque and the highest speed. By setting the first clutch and the second clutch between the drive motor and the first reducer, the torque transmitted by the first clutch and the second clutch is less than the torque amplified by the first reducer or the second reducer. Therefore, the size of the first clutch and the second clutch can be greatly reduced. On the basis of realizing independent torque adjustment output, the powertrain is further lightweighted.

[0012] In one embodiment, the powertrain includes a third reduction gear, and the first and second reduction gears are used to receive power from the same drive motor through the same third reduction gear.

[0013] In this embodiment, by setting a third reducer between the drive motor and the first and second reducers to reduce speed and increase torque, the original high-speed drive motor, which was difficult for the clutches to handle, is significantly reduced before being input to the first and second clutches. This effectively solves the problem of insufficient speed-carrying capacity of the first and second clutches. This arrangement allows the first and second clutches to operate stably in the low-speed, high-torque range, enabling independent torque adjustment output while reducing the stringent requirements of the system on the high-speed clutch. This is beneficial for reducing costs and improving the durability of the powertrain.

[0014] In one embodiment, the third reducer is distributed along the axial direction of the drive motor between the first reducer and the drive motor.

[0015] In this embodiment, by placing a third reducer between the first reducer and the drive motor, the drive motor immediately enters the third reducer for speed reduction and torque increase after high-speed output. This reduces the high-speed rotating shaft end, thereby reducing vibration, noise, and component wear caused by high-speed rotation. Furthermore, this axially arranged third reducer acts as a "speed reduction buffer" between the motor and the first and second reducers, establishing a better speed-torque matching environment for the subsequent first and second clutches.

[0016] In one embodiment, a first clutch is distributed along the axial direction of the drive motor between a first reducer and a third reducer, and a second clutch is distributed along the axial direction of the drive motor between a second reducer and a third reducer.

[0017] In this embodiment, the first clutch is distributed along the axial direction of the drive motor between the first reducer and the third reducer, and the second clutch is distributed along the axial direction of the drive motor between the second reducer and the third reducer. This allows the first clutch and the second clutch to operate under medium speed and medium torque conditions, which satisfies the practical limitation of the limited speed bearing capacity of the first clutch and the second clutch, and avoids the negative impact of the large torque at the wheel end on the size and response speed of the first clutch and the second clutch.

[0018] In one embodiment, the first reducer is a first planetary reducer, the second reducer is a second planetary reducer, and the third reducer is a third parallel shaft reducer. The speed ratio of the third parallel shaft reducer is less than the speed ratio of the first planetary reducer and the second planetary reducer. The powertrain housing is used to fix the gear rings of the first planetary reducer and the second planetary reducer. The planet carriers of the first planetary reducer and the second planetary reducer are respectively used to output power to drive two coaxial wheels. The first clutch and the second clutch are used to adjust the torque output by the third parallel shaft reducer to the first planetary reducer and the second planetary reducer, respectively.

[0019] In this embodiment, the third parallel shaft reducer bears a smaller speed ratio, keeping its output end (i.e., the driving end of the first clutch and the driving end of the second clutch) in a low torque state, thereby reducing the load pressure and adjustment difficulty of the first and second clutches. The powertrain housing simultaneously fixes the gear rings of the first and second planetary reducers. The planet carriers of the first and second planetary reducers serve as power output structures, making the first and second planetary reducers stable amplification stages with a large speed ratio and whose reaction force is absorbed by the powertrain housing. Therefore, the first and second clutches only need to complete the torque adjustment from the third parallel shaft reducer to the input ends of the first and second planetary reducers under low torque conditions. Subsequently, the first and second planetary reducers with large speed ratios smoothly amplify the adjusted torque and transmit it to the two wheels. This avoids the first and second clutches directly bearing high torque impacts and ensures the reliability of power transmission and the feasibility of independent control on both sides.

[0020] In one embodiment, the diameter of the output wheel of the third parallel shaft reducer is larger than the diameter of the input wheel of the third parallel shaft reducer, and the output wheel and input wheel of the third parallel shaft reducer are distributed on the same plane along the axis of the drive motor. The size of the output wheel of the third parallel shaft reducer along the axis of the drive motor is smaller than the sum of the gear ring size and planet carrier size of the first planetary reducer, and smaller than the sum of the gear ring size and planet carrier size of the second planetary reducer. The two end faces of the output wheel of the third parallel shaft reducer along the axis of the drive motor are used to fix the driving ends of the first clutch and the second clutch, respectively.

[0021] In this embodiment, the third parallel shaft reducer adopts a structure with a large-diameter output wheel and a small-diameter input wheel to achieve single-stage reduction and torque increase. Thanks to the fact that the axial dimension of its output wheel is smaller than the sum of the gear ring size and planetary carrier size of the first planetary reducer, and smaller than the sum of the gear ring size and planetary carrier size of the second planetary reducer, the output wheel exhibits a "thin and flat" characteristic in the axial direction of the drive motor.

[0022] In conjunction with the foregoing, leveraging this structural advantage, the two end faces of the output wheel of the third parallel shaft reducer are respectively fixed to the driving ends of the first and second clutches, and face the first and second planetary reducers distributed on both sides of the third parallel shaft reducer. This allows the output wheel of the third parallel shaft reducer to perform both power transmission and distribution functions, becoming a dual-sided power distribution element. Through the thin design of the output wheel of the third parallel shaft reducer and the dual-end face driving end fixing scheme, the first clutch and the first planetary reducer, and the second clutch and the second planetary reducer, can be compactly connected in series on the same axis, achieving independent torque adjustment of the left and right wheels without increasing the axial length.

[0023] In one embodiment, the number of simultaneously engaged teeth in both the first and second planetary reducers is greater than that in the third parallel shaft reducer. Along the axial direction of the drive motor, the first and second planetary reducers are respectively distributed on both sides of the third parallel shaft reducer and the drive motor. The first clutch is located between the third parallel shaft reducer and the first planetary reducer, and the second clutch is located between the third parallel shaft reducer and the second planetary reducer. The output wheel of the third parallel shaft reducer is used to fix the driving end of the first clutch and the driving end of the second clutch, respectively. The sun gear of the first planetary reducer is used to fix the driven end of the first clutch, and the sun gear of the second planetary reducer is used to fix the driven end of the second clutch.

[0024] In this embodiment, the first and second planetary reducers possess high load-bearing capacity due to their multi-tooth meshing structure. When the first clutch transmits power to the sun gear of the first planetary reducer and the second clutch transmits power to the second planetary reducer, they can effectively withstand the dynamic loads generated by frequent engagement and disengagement. Specifically, the distributed clutch design enables independent torque switching. Simultaneously, the multi-tooth meshing mechanism of the first and second planetary reducers evenly distributes impact loads across multiple tooth surfaces, reducing stress at single tooth surfaces. The synergistic effect of both ensures that the first and second clutches maintain high response speed and high reliability under high-frequency dynamic load conditions, effectively preventing fatigue failure.

[0025] In one embodiment, the first reducer is a first parallel shaft reducer, the second reducer is a second parallel reducer, and the third reducer is a third planetary reducer. The speed ratios of the first parallel shaft reducer and the second parallel reducer are both less than the speed ratio of the third planetary reducer. The first clutch is used to adjust the torque output by the first parallel shaft reducer to one of the wheels, and the second clutch is used to adjust the torque output by the second parallel reducer to the other wheel.

[0026] In this embodiment, the first clutch is located on the torque transmission path from the first parallel shaft reducer to one side of the wheel, and the second clutch is located on the torque transmission path from the second parallel shaft reducer to the other side of the wheel. Since the speed ratios of both the first and second parallel shaft reducers are smaller than the speed ratio of the third planetary reducer, the reduction in the input and output speeds (i.e., wheel-end speeds) of each reducer is relatively small. This configuration reduces the slippage loss of both the first and second clutches, resulting in smoother and more efficient power output while achieving independent torque regulation for both paths.

[0027] In one embodiment, the diameter of the output wheel of the first parallel shaft reducer is larger than the diameter of the input wheel of the first parallel shaft reducer, and the diameter of the output wheel of the second parallel reducer is larger than the diameter of the input wheel of the second parallel reducer. Along the axial direction of the drive motor, the output wheel and input wheel of the first parallel shaft reducer are distributed in the same plane, as are the output wheel and input wheel of the second parallel reducer. Along the axial direction of the drive motor, the dimensions of the output wheel of both the first and second parallel shaft reducers are smaller than the sum of the dimensions of the ring gear and the planet carrier of the third planetary reducer. Along the axial direction of the drive motor, the end face of the output wheel of the first parallel shaft reducer facing one of the wheels is used to fix the driving end of the first clutch, and the end face of the output wheel of the second parallel shaft reducer facing the other wheel is used to fix the driving end of the second clutch.

[0028] In this embodiment, both the first and second parallel shaft reducers adopt a "large-diameter output wheel with a small-diameter input wheel" structure (i.e., the output wheel diameter is larger than the input wheel diameter) to achieve two-stage reduction and torque increase. Thanks to the fact that the axial dimensions of the output wheels of both the first and second parallel shaft reducers are smaller than the sum of the gear ring and planetary carrier dimensions of the third planetary reducer, the output wheels of the first and second parallel shaft reducers exhibit a "thin and flat" characteristic in the axial direction of the drive motor. This allows the driving ends of the first and second clutches to be fixed to the end faces of the output wheels of the first and second parallel shaft reducers facing the wheels, respectively, achieving a compact distributed layout.

[0029] Based on the aforementioned speed ratio settings, it can be seen that since the speed ratios of the first and second parallel shaft reducers are both smaller than that of the third planetary reducer, the rotational speeds reaching the positions of the first and second clutches (i.e., the output wheel ends of the first and second parallel shaft reducers) are significantly reduced after deceleration by the third planetary reducer. The operation of the first and second clutches at low speeds effectively reduces slippage losses, ensuring smooth torque regulation.

[0030] In summary, this "large diameter, short axial" output wheel design not only meets the needs of speed reduction and torque increase, but also provides ample radial installation space for the driving ends of the first and second clutches without increasing the overall axial length. This allows for the distributed arrangement of the first and second clutches within a compact axial space, ensuring smoother and more efficient independent adjustment of the torque output to the wheels.

[0031] In one embodiment, the powertrain housing is used to fix the gear ring of the third planetary reducer, and the planet carrier of the third planetary reducer is used to output torque to the input gears of the first parallel shaft reducer and the second parallel shaft reducer, respectively. The number of teeth engaged simultaneously in the third planetary reducer is greater than the number of teeth engaged simultaneously in the first parallel shaft reducer and the second parallel shaft reducer.

[0032] In this embodiment, the third planetary reducer adopts a transmission mode of "fixed gear ring and planetary carrier output". The gear ring is fixed in the powertrain housing, which effectively suppresses the vibration amplitude of the third planetary reducer, thereby creating a stable low-frequency torque input environment for the first clutch and the second clutch.

[0033] Thanks to its multi-tooth meshing characteristics, the third planetary reducer provides continuous and smooth output torque, reducing output fluctuations and providing a stable power source for the subsequent first and second parallel shaft reducers. The vibration reduction effect of the fixed gear ring and the high rigidity provided by the multi-tooth meshing work together to ensure that the first and second clutches can engage and disengage accurately and reliably under low-speed and low-vibration conditions, thereby achieving efficient torque vectoring adjustment from the drive motor to the left and right wheels, while maintaining both structural compactness and smooth control.

[0034] In one embodiment, the first reducer is a first parallel reducer, the second reducer is a second parallel reducer, and the third reducer is a third parallel shaft reducer. Along the axial direction of the drive motor, the first and second parallel reducers are respectively distributed on both sides of the third parallel shaft reducer and the drive motor. Along a direction perpendicular to the axial direction of the drive motor, the input wheel of the third parallel shaft reducer is positioned above its output wheel, the input wheel of the first parallel reducer is positioned below its output wheel, and the input wheel of the second parallel reducer is positioned below its output wheel. A first clutch and a second clutch are used to adjust the torque output by the third parallel shaft reducer to the first and second parallel reducers, respectively.

[0035] In this embodiment, the first parallel reducer and the second parallel reducer (two-stage reducer) are symmetrically distributed on both sides. This layout allows the inertial forces and gear meshing impacts on both sides to cancel each other out, effectively eliminating yaw moment deviation and creating a low-interference adjustment environment for the first and second clutches. Simultaneously, through a staggered center-of-gravity design: the third parallel shaft reducer (first-stage reducer) has an "upper input, lower output" layout, while the two first-stage reducers (the first and second parallel reducers) on both sides have a "lower input, upper output" layout. This reverse transmission and staggered configuration effectively balances the bending moment and centrifugal force in the vertical direction, reducing the overall vibration amplitude.

[0036] Under the aforementioned low vibration and torque balance conditions, the first and second clutches only need to operate in the low torque range after the third parallel shaft reducer has completed its initial speed reduction and torque increase, but before entering the second-stage amplification phase. This makes the slippage process of the first and second clutches more uniform, improving torque adjustment accuracy. It not only achieves independent output of dual-path torque but also enhances the stability and reliability of torque vector adjustment.

[0037] In one embodiment, the diameter of the output wheel of the third parallel shaft reducer is larger than the diameter of the input wheel of the third parallel shaft reducer. The output wheel and input wheel of the third parallel shaft reducer are located on the same plane along a direction perpendicular to the axial direction of the drive motor. Along the axial direction of the drive motor, the two end faces of the output wheel of the third parallel shaft reducer are used to fix the driving ends of the first clutch and the second clutch, respectively.

[0038] In this embodiment, the third parallel shaft reducer employs a configuration of a large-diameter output wheel and a small-diameter input wheel. While achieving speed reduction and torque increase, it provides sufficient end-face area to fix the driving ends of the first and second clutches. Furthermore, the output and input wheels of the third parallel shaft reducer are distributed in the same plane, ensuring that the axial sides of the output wheel are unobstructed and preventing interference between the input wheel and the output wheel end face. By integrating power transmission and torque distribution functions into one unit, and within a compact space, the two end faces of the output wheel of the third parallel shaft reducer respectively fix the driving ends of the first and second clutches, achieving a compact layout for dual-path independent torque adjustment.

[0039] In one embodiment, a first clutch is distributed between a first parallel reducer and a third parallel shaft reducer along the axial direction of the drive motor, and a second clutch is distributed between a second parallel reducer and a third parallel shaft reducer. The input and output wheels of the first parallel reducer mesh, and the input and output wheels of the second parallel reducer mesh. The diameter of the output wheel of the first parallel reducer is larger than the diameter of the input wheel, and the diameter of the output wheel of the second parallel reducer is larger than the diameter of the input wheel. The output wheel of the third parallel shaft reducer is used to fix the driving end of the first clutch and the driving end of the second clutch, respectively. The input wheel of the first parallel reducer is used to fix the driven end of the first clutch, and the input wheel of the second parallel reducer is used to fix the driven end of the second clutch.

[0040] In this embodiment, both the first and second parallel reducers adopt a "large-diameter output wheel, small-diameter input wheel" structural design to meet the transmission requirements of two-stage speed reduction and torque increase. When the wheel is driven in the opposite direction by an external force (such as downhill or backward dragging), the power is transmitted in reverse from the large-diameter output wheel to the small-diameter input wheel. Since the speed ratio is greater than 1 (the output wheel diameter is greater than the input wheel diameter), this process causes the input end speed to increase but the torque to decrease. Given that the driven ends of the first and second clutches are fixed to the input wheels of the first and second parallel reducers respectively, the driven ends of the first and second clutches are always in a low-torque condition. This setting attenuates the reverse impact torque during deceleration, avoiding direct impact of high torque on the first and second clutches. This not only effectively reduces the reverse slippage load and damage risk of the first and second clutches, but also improves the reliability and durability of the powertrain under dual-path independent torque regulation and reverse drag conditions.

[0041] In one embodiment, the first reducer is a first parallel reducer, the second reducer is a second parallel reducer, and the third reducer is a third parallel shaft reducer. Along the axial direction of the drive motor, the first and second parallel reducers are respectively distributed on both sides of the third parallel shaft reducer and the drive motor. Along a direction perpendicular to the axial direction of the drive motor, the input wheel of the third parallel shaft reducer is positioned above its output wheel, the input wheel of the first parallel reducer is positioned below its output wheel, and the input wheel of the second parallel reducer is positioned below its output wheel. A first clutch is used to adjust the torque output by the first parallel reducer to one of the wheels, and a second clutch is used to adjust the torque output by the second parallel reducer to the other wheel.

[0042] In this embodiment, the first and second parallel reducers are distributed on both sides. This arrangement allows the inertial forces and gear meshing impacts on both sides to cancel each other out, effectively eliminating yaw torque deviation and creating a low-interference adjustment environment for the first and second clutches. Simultaneously, through a staggered center-of-gravity design: the third parallel shaft reducer (first-stage reducer) has an "upper input, lower output" layout, while the first-stage reducers on both sides (the first and second parallel reducers) have a "lower input, upper output" layout. This reverse transmission and staggered configuration effectively balances the bending moment and centrifugal force in the vertical direction, reducing the vibration amplitude of the first and second parallel reducers. Under these conditions of low vibration and torque balance, the first and second clutches operate with more uniform slip friction, higher torque adjustment accuracy, and independent adjustment on both sides without interference. This improves the stability and reliability of torque adjustment output while achieving independent dual torque output.

[0043] In one embodiment, the output wheel of the first parallel reducer has a diameter larger than the input wheel, and the output wheel of the second parallel reducer has a diameter larger than the input wheel. Along a direction perpendicular to the axial direction of the drive motor, the output wheel and input wheel of the first parallel reducer are distributed in the same plane, as do the output wheel and input wheel of the second parallel reducer. The end face of the output wheel of the first parallel reducer facing one of the wheels is used to fix the driving end of the first clutch, and the end face of the output wheel of the second parallel reducer facing the other wheel is used to fix the driving end of the second clutch.

[0044] In this embodiment, both the first and second parallel reducers employ large-diameter output wheels, providing ample end-face area for mounting the driving ends of the first and second clutches. Simultaneously, thanks to the coplanar meshing layout, the output wheels of the first and second parallel reducers are not obstructed axially by input wheels, avoiding end-face interference between gears. This configuration integrates power transmission and torque distribution functions, achieving speed reduction and torque increase while simultaneously fixing the driving ends of the first and second clutches to the end faces of their respective output wheels, effectively reducing the overall axial dimension and achieving compact dual-path independent torque adjustment.

[0045] Secondly, this application provides an electric vehicle, which includes wheels and a powertrain as described in the first aspect, the powertrain being used to drive the wheels.

[0046] In this embodiment, the two coaxial wheels employ an independent "reducer + clutch" configuration. By independently adjusting the output torque of the first and second clutches, active torque distribution between the left and right wheels is achieved. Furthermore, when the reducer or clutch on one side of the wheel fails, the other side can still operate normally, thereby ensuring that the electric vehicle has effective fault redundancy capability. Attached Figure Description

[0047] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the embodiments of this application will be described below.

[0048] Figure 1 This is a schematic diagram of an electric vehicle provided in an embodiment of this application; Figure 2 This is a schematic diagram of a drive motor provided in an embodiment of this application; Figure 3 This is a first schematic diagram of the powertrain provided in the embodiments of this application; Figure 4 This is a second schematic diagram of the powertrain provided in the embodiments of this application; Figure 5This is a third schematic diagram of the powertrain provided in the embodiments of this application; Figure 6 This is a fourth schematic diagram of the powertrain provided in the embodiments of this application; Figure 7 This is a fifth schematic diagram of the powertrain provided in the embodiments of this application; Figure 8 This is the sixth schematic diagram of the powertrain provided in the embodiments of this application.

[0049] Explanation of reference numerals in the attached figures: Electric vehicle 1; Powertrain 10; housing 101 of powertrain 10; Drive motor 100; Motor housing 110; Motor stator 120; Stator core 121; Stator winding 122; Motor rotor 130; Rotor core 131; Shaft 132; First reducer 11; First planetary reducer 11a; ring gear 1101a of first planetary reducer 11a; planet carrier 1102a of first planetary reducer 11a; sun gear 1103a of first planetary reducer 11a; First parallel reducer 11b; input wheel 1101b of first parallel shaft reducer 11b; output wheel 1102b of first parallel shaft reducer 11b; Second reducer 12; Second planetary reducer 12a; ring gear 1201a of second planetary reducer 12a; planet carrier 1202a of second planetary reducer 12a; sun gear 1203a of second planetary reducer 12a; Second parallel reducer 12b; input wheel 1201b of second parallel reducer 12b; output wheel 1202b of second parallel reducer 12b; Third reducer 13; Third planetary reducer 13a; gear ring 1301a of third planetary reducer 13a; planet carrier 1302a of third planetary reducer 13a; Third parallel shaft reducer 13b; input wheel 1301b of third parallel shaft reducer 13b; output wheel 1302b of third parallel shaft reducer 13b; First clutch C1; Second clutch C2; Frame size 20; 30 power battery; Wheel 40; The axial direction X of the drive motor 100. Detailed Implementation

[0050] To make the objectives, technical solutions, and advantages of this application clearer, the application will now be described in further detail with reference to the accompanying drawings.

[0051] This application provides a powertrain for driving two coaxial wheels in an electric vehicle. The powertrain includes a first reducer and a second reducer. The first and second reducers receive power from the same drive motor in the powertrain. The first reducer outputs power to drive one of the two wheels, and the second reducer outputs power to drive the other wheel. A first clutch adjusts the torque received or output by the first reducer, and a second clutch adjusts the torque received or output by the second reducer.

[0052] The two coaxial wheels employ an independent "reducer + clutch" configuration. By independently adjusting the output torque of the first and second clutches, active torque distribution is achieved between the left and right wheels. Furthermore, if the reducer or clutch on one side of the wheel fails, the other side can still operate normally, thus ensuring that the electric vehicle has effective fault redundancy capabilities.

[0053] Figure 1 This is a schematic diagram of an electric vehicle 1 provided in an embodiment of this application. Figure 2 This is a schematic diagram of a drive motor 100 provided in an embodiment of this application.

[0054] In one embodiment, such as Figure 1 and Figure 2 As shown, the electric vehicle 1 includes a powertrain 10, a frame 20, a power battery 30, and wheels 40. The frame 20 is used to fix the powertrain 10 and the power battery 30. The power battery 30 is used to provide direct current to the powertrain 10, and the drive motor 100 of the powertrain 10 is used to drive the wheels 40. In this embodiment, the electric vehicle 1 refers to a wheeled device driven or towed by a power unit.

[0055] In one embodiment, such as Figure 2 As shown, the drive motor 100 includes a motor housing 110, a motor stator 120, and a motor rotor 130. The motor stator 120 includes a stator core 121 and a stator winding 122 housed within the motor housing 110. The motor rotor 130 includes a rotor core 131 and a shaft 132. The rotor core 131 is housed within the motor housing 110. One end of the shaft 132 is rotatably mounted within the motor housing 110, and the other end extends outside the motor housing 110 for transmission connection to a reducer (not shown). When the stator winding 122 is energized, the stator core 121 generates a magnetic field that drives the rotor core 131 to rotate relative to the motor stator 120. When the rotor core 131 rotates, it drives the shaft 132 to rotate, and the drive motor 100 outputs power through the shaft 132.

[0056] Figure 3 This is a first schematic diagram of the powertrain 10 provided in the embodiments of this application.

[0057] In one embodiment, a powertrain 10 drives two coaxial wheels 40 in an electric vehicle 1. The powertrain 10 includes a first reducer 11, a second reducer 12, a first clutch C1, and a second clutch C2. The first reducer 11 and the second reducer 12 receive power from the same drive motor 100 in the powertrain 10. The first reducer 11 outputs power to drive one of the two wheels 40, and the second reducer 12 outputs power to drive the other wheel 40. The first clutch C1 adjusts the torque received by the first reducer 11 or the torque output by the first reducer 11, and the second clutch C2 adjusts the torque received by the second reducer 12 or the torque output by the second reducer 12.

[0058] In this embodiment, the two coaxial wheels 40 employ an independent "reducer + clutch" configuration. By independently adjusting the output torque of the first clutch C1 and the second clutch C2, active torque distribution is achieved between the left and right wheels 40. Furthermore, when the reducer or clutch of one wheel 40 fails, the other side can still operate normally, thereby ensuring that the electric vehicle 1 has effective fault redundancy capability.

[0059] In one embodiment, the first reducer 11 and the second reducer 12 are distributed on both sides of the drive motor 100 along the axial direction X of the drive motor 100.

[0060] In this embodiment, by setting the first reducer 11 and the second reducer 12 to be distributed on both sides of the drive motor 100, the mass of the powertrain 10 is evenly distributed along the axial direction X of the drive motor 100, avoiding unilateral overweight causing vehicle yaw or suspension imbalance. Based on the realization of independent torque adjustment output, the handling stability and NVH performance of the electric vehicle 1 are further improved.

[0061] It should be noted that the NVH performance of electric vehicles refers to the combined performance of noise, vibration, and harshness generated by the vehicle during operation.

[0062] In one embodiment, the axial direction X of the drive motor 100 is the extension direction of the shaft 132.

[0063] Figure 4 This is a second schematic diagram of the powertrain 10 provided in the embodiments of this application.

[0064] In one embodiment, such as Figure 4As shown, the first clutch C1 and the second clutch C2 are distributed on both sides of the drive motor 100 along the axial direction X of the drive motor 100.

[0065] In this embodiment, by distributing the first clutch C1 and the second clutch C2 on both sides of the drive motor 100, i.e., physically separating the first clutch C1 and the second clutch C2, each independently adjusts the power output of the corresponding side wheel 40, achieving independent torque regulation output with no interference between the left and right torques. Furthermore, the distribution of the first clutch C1 and the second clutch C2 on both sides of the drive motor 100 ensures that the mass of the powertrain 10 is evenly distributed along the axial direction of the drive motor 100, preventing excessive weight on one side from causing vehicle yaw or suspension imbalance. Therefore, based on achieving independent torque regulation output, the handling stability and NVH performance of the electric vehicle 1 are further improved.

[0066] In one embodiment, such as Figure 3 As shown, the first clutch C1 and the second clutch C2 are distributed along the axial direction X of the drive motor 100 between the drive motor 100 and the first reducer 11.

[0067] In this embodiment, the drive motor 100 has the lowest torque and the highest speed. By setting the first clutch C1 and the second clutch C2 between the drive motor 100 and the first reducer 11, the torque transmitted by the first clutch C1 and the second clutch C2 is less than the torque amplified by the first reducer 11 or the second reducer 12. Therefore, the size of the first clutch C1 and the second clutch C2 can be greatly reduced. On the basis of realizing independent adjustment output of dual torque, the powertrain 10 is further lightweighted.

[0068] In one embodiment, such as Figure 3 and Figure 4 As shown, the powertrain 10 includes a third reducer 13, and a first reducer 11 and a second reducer 12 are used to receive power from the same drive motor 100 through the same third reducer 13.

[0069] In this embodiment, by setting a third reducer 13 between the drive motor 100 and the first reducer 11 and the second reducer 12 to reduce speed and increase torque, the original high speed of the drive motor 100, which is difficult for the clutch to handle, is significantly reduced before being input to the first clutch C1 and the second clutch C2, thus solving the problem of insufficient speed-carrying capacity of the first clutch C1 and the second clutch C2. This arrangement allows the first clutch C1 and the second clutch C2 to work stably in the low-speed, high-torque range, enabling independent torque adjustment output while reducing the stringent requirements of the system on the high-speed clutch, which is beneficial for reducing costs and improving the durability of the powertrain 10.

[0070] In one embodiment, such as Figure 3 and Figure 4 As shown, the third reducer is distributed along the axial direction X of the drive motor 100 between the first reducer 11 and the drive motor 100.

[0071] In this embodiment, by distributing a third reducer 13 between the first reducer 11 and the drive motor 100, the drive motor 100 immediately enters the third reducer 13 for speed reduction and torque increase after high-speed output. This reduces the high-speed rotating shaft end, thereby reducing vibration, noise, and component wear caused by high-speed rotation. Furthermore, this axially arranged third reducer 13 acts as a "speed reduction buffer" between the motor and the first reducer 11 and the second reducer 12, establishing a better speed-torque matching environment for the subsequent first clutch C1 and second clutch C2.

[0072] In one embodiment, such as Figure 4 As shown, the first clutch C1 is distributed between the first reducer 11 and the third reducer 13 along the axial direction X of the drive motor 100, and the second clutch C2 is distributed between the second reducer 12 and the third reducer 13 along the axial direction X of the drive motor 100.

[0073] In this embodiment, the first clutch C1 and the third clutch C2 are distributed along the axial direction X of the drive motor 100 between the first reducer 11 and the third reducer 13, and the second clutch C2 is distributed along the axial direction X of the drive motor 100 between the second reducer 12 and the third reducer 13. This allows the first clutch C1 and the second clutch C2 to operate under medium speed and medium torque conditions, which satisfies the practical limitation of the limited speed bearing capacity of the first clutch C1 and the second clutch C2, and avoids the negative impact of the large torque at the wheel end on the size and response speed of the first clutch C1 and the second clutch C2.

[0074] In one embodiment, such as Figure 3 and Figure 4 As shown, the first reducer 11 is a first planetary reducer 11a, the second reducer 12 is a second planetary reducer 12a, and the third reducer 13 is a third parallel shaft reducer 13b. The speed ratio of the third parallel shaft reducer 13b is less than the speed ratio of the first planetary reducer 11a and the second planetary reducer 12a. The housing 101 of the powertrain 10 is used to fix the gear ring 1101a of the first planetary reducer 11a and the gear ring 1201a of the second planetary reducer 12a. The planet carriers 1102a of the first planetary reducer 11a and the planet carriers 1202a of the second planetary reducer 12a are respectively used to output power to drive the two coaxial wheels 40. The first clutch C1 and the second clutch C2 are used to adjust the torque output by the third parallel shaft reducer 13b to the first planetary reducer 11a and the second planetary reducer 12a, respectively.

[0075] In this embodiment, the third parallel shaft reducer 13b bears a smaller speed ratio, keeping its output end (i.e., the driving end of the first clutch C1 and the driving end of the second clutch C2) in a low torque state, thereby reducing the load pressure and adjustment difficulty of the first clutch C1 and the second clutch C2. The housing 101 of the powertrain 10 simultaneously fixes the gear ring 1101a of the first planetary reducer 11a and the gear ring 1201a of the second planetary reducer 12a. The planet carriers 1102a of the first planetary reducer 11a and the planet carriers 1202a of the second planetary reducer 12a serve as power output structures, making the first planetary reducer 11a and the second planetary reducer 12a stable amplification stages with a large speed ratio and whose reaction force is absorbed by the housing 101 of the powertrain 10. Therefore, the first clutch C1 and the second clutch C2 only need to complete the torque adjustment from the third parallel shaft reducer 13b to the input ends of the first planetary reducer 11a and the second planetary reducer 12a under low torque conditions. Subsequently, the first planetary reducer 11a and the second planetary reducer 12a, which have a larger speed ratio, smoothly amplify the adjusted torque and transmit it to the two wheels 40. This avoids the first clutch C1 and the second clutch C2 directly bearing the high torque impact, and also ensures the reliability of power transmission and the feasibility of independent torque adjustment on both sides.

[0076] It should be noted that the speed ratio of a reducer is the ratio of the input speed to the output speed.

[0077] In one embodiment, such as Figure 3 As shown, the diameter of the output wheel 1302b of the third parallel shaft reducer 13b is... d 2 is greater than the diameter of the input wheel 1301b of the third parallel shaft reducer 13b. d 1. Along the axial direction of the drive motor 100, the output wheel 1302b and input wheel 1301b of the third parallel shaft reducer 13b are distributed in the same plane. The dimensions of the output wheel 1302b of the drive motor 100 along the axial direction of the third parallel shaft reducer 13b are as follows: l 1 is smaller than the size of the gear ring 1101a of the first planetary reducer 11a. l 2. Dimensions of planetary carrier 1102a l The sum of 3, and less than the size of the gear ring 1201a of the second planetary reducer 12a. l 4. Dimensions of planetary carrier 1202a l The sum of 5. Along the axial direction X of the drive motor 100, the two end faces of the output wheel 1302b of the third parallel shaft reducer 13b are used to fix the driving end of the first clutch C1 and the driving end of the second clutch C2, respectively.

[0078] In this embodiment, the third parallel shaft reducer 13b employs a structure with a large-diameter output wheel 1302b and a small-diameter input wheel 1301b to achieve single-stage speed reduction and torque increase. This is achieved thanks to the axial dimension of its output wheel 1302b. l 1 is smaller than the size of the gear ring 1101a of the first planetary reducer 11a. l 2. Dimensions of planetary carrier 1102a l The sum of 3, and less than the size of the gear ring 1201a of the second planetary reducer 12a. l 4. Dimensions of planetary carrier 1202a l The sum of 5 indicates that the output wheel 1302b exhibits a "thin" feature along the axial direction X of the drive motor 100.

[0079] In conjunction with the foregoing, utilizing this structural advantage, the two end faces of the output wheel 1302b of the third parallel shaft reducer 13b are respectively fixed to the driving ends of the first clutch C1 and the second clutch C2, and face the first planetary reducer 11a and the second planetary reducer 12a distributed on both sides of the third parallel shaft reducer 13b. This allows the output wheel 1302b of the third parallel shaft reducer 13b to have both power transmission and distribution functions, becoming a dual-sided power distribution element. Through the thin design of the output wheel 1302b of the third parallel shaft reducer 13b and the dual-end face driving end fixing scheme, the first clutch C1 and the first planetary reducer 11a, and the second clutch C2 and the second planetary reducer 12a can be compactly coaxially connected in series, achieving independent torque adjustment of the left and right wheels 40 without increasing the axial length.

[0080] Under this architecture, the power flow path is as follows: Figure 3 As shown by the dashed line: the power is output from the drive motor 100 to the third parallel shaft reducer 13b, and then the torque is split and independently adjusted by the first clutch C1 and the second clutch C2 respectively, and then transmitted to the first planetary reducer 11a and the second planetary reducer 12a respectively. The first planetary reducer 11a and the second planetary reducer 12a transmit the adjusted torque to the two wheels 40.

[0081] In one embodiment, such as Figure 4As shown, the number of teeth simultaneously engaged in the first planetary reducer 11a and the second planetary reducer 12a is greater than the number of teeth simultaneously engaged in the third parallel shaft reducer 13b. Along the axial direction X of the drive motor 100, the first planetary reducer 11a and the second planetary reducer 12a are respectively distributed on both sides of the third parallel shaft reducer 13b and the drive motor 100. The first clutch C1 is distributed between the third parallel shaft reducer 13b and the first planetary reducer 11a, and the second clutch C2 is distributed between the third parallel shaft reducer 13b and the second planetary reducer 12a. The output wheel 1302b of the third parallel shaft reducer 13b is used to fix the driving end of the first clutch C1 and the driving end of the second clutch C2, respectively. The sun gear 1103a of the first planetary reducer 11a is used to fix the driven end of the first clutch C1, and the sun gear 1203a of the second planetary reducer 12a is used to fix the driven end of the second clutch C2.

[0082] In this embodiment, the first planetary reducer 11a and the second planetary reducer 12a possess high load-bearing capacity due to their multi-tooth meshing structure. When the first clutch C1 transmits power to the sun gear 1103a of the first planetary reducer 11a and the second clutch C2 transmits power to the 1203a of the second planetary reducer 12a, they can effectively withstand the dynamic loads generated by frequent engagement and disengagement. Specifically, the distributed clutch design enables independent torque switching. Simultaneously, the multi-tooth meshing mechanism of the first planetary reducer 11a and the second planetary reducer 12a evenly distributes the impact load across multiple tooth surfaces, reducing single-point tooth surface stress. The synergistic effect of both ensures that the first clutch C1 and the second clutch C2 maintain high response speed and high reliability under high-frequency dynamic load conditions, effectively preventing fatigue failure.

[0083] It should be noted that the number of teeth in simultaneous engagement of a reducer refers to the number of gear teeth pairs that participate in transmitting load at the same instant.

[0084] Under this architecture, the power flow path is as follows: Figure 4 As shown by the dashed line: the power is output from the drive motor 100 to the third parallel shaft reducer 13b, and then the torque is split and independently adjusted by the first clutch C1 and the second clutch C2 respectively, and then transmitted to the first planetary reducer 11a and the second planetary reducer 12a respectively. The first planetary reducer 11a and the second planetary reducer 12a transmit the adjusted torque to the two wheels 40 respectively.

[0085] Figure 5 This is a third schematic diagram of the powertrain 10 provided in the embodiments of this application.

[0086] In one embodiment, such as Figure 5As shown, the first reducer 11 is a first parallel shaft reducer 11b, the second reducer 12 is a second parallel reducer 12b, and the third reducer 13 is a third planetary reducer 13a. The speed ratio of the first parallel shaft reducer 11b and the speed ratio of the second parallel reducer 12b are both smaller than the speed ratio of the third planetary reducer 13a. The first clutch C1 is used to adjust the torque output by the first parallel shaft reducer 11b to one of the wheels 40, and the second clutch C2 is used to adjust the torque output by the second parallel reducer 12b to the other wheel 40.

[0087] In this embodiment, the first clutch C1 is distributed along the torque transmission path from the first parallel shaft reducer 11b to one side wheel 40, and the second clutch C2 is distributed along the torque transmission path from the second parallel shaft reducer 12b to the other side wheel 40. Since the speed ratios of both the first parallel shaft reducer 11b and the second parallel reducer 12b are smaller than the speed ratio of the third planetary reducer 13a, the decrease in the input speed and output speed (i.e., the speed at the wheel 40 end) of each of the first parallel shaft reducer 11b and the second parallel reducer 12b is relatively small. This arrangement reduces the slippage loss of the first clutch C1 and the second clutch C2, resulting in smoother and more efficient power output while achieving independent torque regulation on both paths.

[0088] In one embodiment, such as Figure 5 As shown, the diameter of the output wheel 1102b of the first parallel shaft reducer 11b is... d 4 is greater than the diameter of the input wheel 1101b of the first parallel shaft reducer 11b. d 3. The diameter of the output wheel 1202b of the second parallel reducer 12b d 6 is greater than the diameter of the input wheel 1201b of the second parallel reducer 12b. d 5. Along the axial direction X of the drive motor 100, the output wheel 1102b of the first parallel shaft reducer 11b and the input wheel 1101b are distributed in the same plane, and the output wheel 1202b of the second parallel reducer 12b and the input wheel 1201b are distributed in the same plane. The dimensions of the output wheel 1102b of the first parallel shaft reducer 11b along the axial direction X of the drive motor 100 are... l 6. Dimensions of the output wheel 1202b of the second parallel reducer 12b l 7 are all smaller than the size of the gear ring 1301a of the third planetary reducer 13a. l 8 and planetary carrier 1302a dimensions l The sum of 9. Along the axial direction X of the drive motor 100, the end face of the output wheel 1102b of the first parallel shaft reducer 11b facing one of the wheels 40 is used to fix the driving end of the first clutch C1, and the end face of the output wheel 1202b of the second parallel shaft reducer 12b facing the other wheel 40 is used to fix the driving end of the second clutch C2.

[0089] In this embodiment, both the first parallel shaft reducer 11b and the second parallel shaft reducer 12b adopt a "large-diameter output wheel with a small-diameter input wheel" structure (i.e., the output wheel diameter is larger than the input wheel diameter) to achieve two-stage speed reduction and torque increase. This is due to the axial dimension of the output wheel 1102b of the first parallel shaft reducer 11b. l 6. Axial dimension of the output wheel 1202b of the second parallel reducer 12b l 7 are all smaller than the size of the gear ring 1301a of the third planetary reducer 13a. l 8 and planetary carrier 1302a dimensions l The sum of 9, the output wheel 1102b of the first parallel shaft reducer 11b and the output wheel 1202b of the second parallel reducer 12b have a "flat and thin" feature in the axial direction X of the drive motor 100, so that the driving ends of the first clutch C1 and the second clutch C2 can be fixed on the end faces of the output wheel 1102b of the first parallel shaft reducer 11b and the output wheel 1202b of the second parallel reducer 12b facing the wheel 40 respectively, to achieve a compact distributed layout.

[0090] Based on the aforementioned speed ratio settings, it can be seen that since the speed ratios of the first parallel shaft reducer 11b and the second parallel reducer 12b are both smaller than the speed ratio of the third planetary reducer 13a, the rotational speeds reaching the positions of the first clutch C1 and the second clutch C2 (i.e., the output wheel 1102b end of the first parallel shaft reducer 11b and the output wheel 1202b end of the second parallel reducer 12b) are significantly reduced after deceleration by the third planetary reducer 13a. The operation of the first clutch C1 and the second clutch C2 at low speeds effectively reduces slippage losses, ensuring smooth torque regulation.

[0091] In summary, this "large diameter, short axial" output wheel design not only meets the needs of speed reduction and torque increase, but also provides ample radial installation space for the driving ends of the first clutch C1 and the second clutch C2 without increasing the overall axial length. This allows for the distributed arrangement of the first clutch C1 and the second clutch C2 within a compact axial space, ensuring smoother and more efficient independent adjustment of the torque output to the wheels.

[0092] In one embodiment, such as Figure 5As shown, the housing 101 of the powertrain 10 is used to fix the gear ring 1301a of the third planetary reducer 13a, and the planet carrier 1302a of the third planetary reducer 13a is used to output torque to the input gear 1101b of the first parallel shaft reducer 11b and the input gear 1201b of the second parallel shaft reducer 12b respectively. The number of teeth engaged simultaneously in the third planetary reducer 13a is greater than the number of teeth engaged simultaneously in the first parallel shaft reducer 11b and the second parallel shaft reducer 12b respectively.

[0093] In this embodiment, the third planetary reducer 13a adopts a transmission mode of "fixed gear ring 1301a and output planet carrier 1302a". The housing 101 of the powertrain 10 fixes the gear ring 1301a, effectively suppressing the vibration amplitude of the third planetary reducer 13a, thereby creating a stable low-frequency torque input environment for the first clutch C1 and the second clutch C2.

[0094] Thanks to the multi-tooth meshing characteristics, the output torque of the third planetary reducer 13a is continuous and smooth, reducing output fluctuations and providing a stable power source for the subsequent first parallel shaft reducer 11b and second parallel shaft reducer 12b. The vibration reduction effect brought by the fixed gear ring 1301a and the high rigidity provided by the multi-tooth meshing work together to ensure that the first clutch C1 and the second clutch C2 can accurately and reliably engage and disengage under low speed and low vibration conditions, so as to achieve efficient torque regulation output from the drive motor 100 to the left and right wheels 40, while combining structural compactness and smooth control.

[0095] Under this architecture, the power flow path is as follows: Figure 5 As shown by the dashed line: the power is output from the drive motor 100 to the third planetary reducer 13a, and then the torque is split and transmitted to the first parallel shaft reducer 11b and the second parallel shaft reducer 12b respectively. The torque output by the first parallel shaft reducer 11b is regulated and transmitted to one of the wheels 40 via the first clutch C1, and the torque output by the second parallel shaft reducer 12b is regulated and transmitted to the other wheel 40 via the second clutch C2.

[0096] Figure 6 This is a fourth schematic diagram of the powertrain 10 provided in the embodiments of this application. Figure 7 This is the fifth schematic diagram of the powertrain 10 provided in the embodiments of this application.

[0097] In one embodiment, such as Figure 6 and Figure 7As shown, the first reducer 11 is a first parallel reducer 11b, the second reducer 12 is a second parallel reducer 12b, and the third reducer 13 is a third parallel shaft reducer 13b. Along the axial direction X of the drive motor 100, the first parallel reducer 11b and the second parallel reducer 12b are respectively distributed on both sides of the third parallel shaft reducer 13b and the drive motor 100. Along the direction perpendicular to the axial direction X of the drive motor 100, the input wheel 1301b of the third parallel shaft reducer 13b is located above the output wheel 1302b of the third parallel shaft reducer 13b, the input wheel 1101b of the first parallel reducer 11b is located below the output wheel 1102b of the first parallel shaft reducer 11b, and the input wheel 1201b of the second parallel reducer 12b is located below the output wheel 1202b of the second parallel reducer 12b. The first clutch C1 and the second clutch C2 are used to adjust the torque output by the third parallel shaft reducer 13b to the first parallel reducer 11b and the second parallel reducer 12b, respectively.

[0098] In this embodiment, the first parallel reducer 11b and the second parallel reducer 12b (two-stage reducers) are symmetrically distributed on both sides. This arrangement allows the inertial forces and gear meshing impacts on both sides to cancel each other out, effectively eliminating yaw moment deviation and creating a low-interference adjustment environment for the first clutch C1 and the second clutch C2. Simultaneously, through a staggered center-of-gravity design: the third parallel shaft reducer 13b (one-stage reducer) has an "upper input, lower output" layout, while the two one-stage reducers (the first parallel reducer 11b and the second parallel reducer 12b) have a "lower input, upper output" layout. This reverse transmission and staggered configuration effectively balances the bending moment and centrifugal force in the vertical direction, reducing the overall vibration amplitude.

[0099] Under the aforementioned low vibration and torque balance conditions, the first clutch C1 and the second clutch C2 only need to operate in the low torque range before entering the second-stage amplification stage after the third parallel shaft reducer 13b has completed the initial speed reduction and torque increase. This makes the slippage process of the first clutch C1 and the second clutch C2 more uniform, improves the torque adjustment accuracy, and not only realizes the independent output of dual-path torque, but also improves the stability and reliability of torque adjustment output.

[0100] In one embodiment, such as Figure 6 As shown, the diameter of the output wheel 1302b of the third parallel shaft reducer 13b is... d 8 is greater than the diameter of the input wheel 1301b of the third parallel shaft reducer 13b. d7. The output wheel 1302b of the third parallel shaft reducer 13b and the input wheel 1301b of the third parallel shaft reducer 13b are distributed on the same plane along the axial direction X perpendicular to the drive motor 100. The two end faces of the output wheel 1302b of the third parallel shaft reducer 13b along the axial direction X of the drive motor 100 are used to fix the driving end of the first clutch C1 and the driving end of the second clutch C2, respectively.

[0101] In this embodiment, the third parallel shaft reducer 13b employs a configuration of a large-diameter output wheel and a small-diameter input wheel. This configuration, while achieving speed reduction and torque increase, provides sufficient end-face area to fix the driving ends of the first clutch C1 and the second clutch C2. Furthermore, the output wheel 1302b and input wheel 1301b of the third parallel shaft reducer 13b are distributed in the same plane, ensuring that the axial sides of the output wheel 1302b are unobstructed, thus avoiding interference between the input wheel 1301b and the end face of the output wheel 1302b. By integrating power transmission and torque distribution functions into a single unit, and within a compact space, the two end faces of the output wheel 1302b of the third parallel shaft reducer 13b respectively fix the driving ends of the first clutch C1 and the second clutch C2, achieving a compact layout for dual-path independent torque adjustment.

[0102] Under this architecture, the power flow path is as follows: Figure 6 As shown by the dashed line: the power is output from the drive motor 100 to the third parallel shaft reducer 13b, and then the torque is split and independently adjusted by the first clutch C1 and the second clutch C2 respectively, and then transmitted to the first parallel reducer 11b and the second parallel reducer 12b respectively. The first parallel reducer 11b and the second parallel reducer 12b transmit the adjusted torque to the two wheels 40 respectively.

[0103] In one embodiment, such as Figure 7 As shown, along the axial direction X of the drive motor 100, the first clutch C1 is distributed between the first parallel reducer 11b and the third parallel shaft reducer 13b, and the second clutch C2 is distributed between the second parallel reducer 12b and the third parallel shaft reducer 13b. The input wheel 1101b of the first parallel reducer 11b meshes with the output wheel 1102b, and the input wheel 1201b of the second parallel reducer 12b meshes with the output wheel 1202b. The diameter of the output wheel 1102b of the first parallel reducer 11b is... d 10 Larger than the diameter of input wheel 1101b d 9. The diameter of the output wheel 1202b of the second parallel reducer 12b d 12 Larger than the diameter of input wheel 1201b d 11The output wheel 1302b of the third parallel shaft reducer 13b is used to fix the driving end of the first clutch C1 and the driving end of the second clutch C2 respectively. The input wheel 1101b of the first parallel reducer 11b is used to fix the driven end of the first clutch C1. The input wheel 1201b of the second parallel reducer 12b is used to fix the driven end of the second clutch C2.

[0104] In this embodiment, both the first parallel reducer 11b and the second parallel reducer 12b adopt a "large-diameter output wheel, small-diameter input wheel" structural design to meet the transmission requirements of two-stage speed reduction and torque increase. When the wheel 40 is driven in the opposite direction by an external force (such as going downhill or being dragged backward), the power is transmitted in reverse from the large-diameter output wheel to the small-diameter input wheel. Since the speed ratio is greater than 1 (the output wheel diameter is greater than the input wheel diameter), this process causes the input end speed to increase but the torque to decrease. Given that the driven end of the first clutch C1 and the driven end of the second clutch C2 are fixed to the input wheel 1101b of the first parallel reducer 11b and the input wheel 1201b of the second parallel reducer 12b, respectively, the driven end of the first clutch C1 and the driven end of the second clutch C2 are always in a low-torque condition. Through this setting, the reverse impact torque is attenuated during the deceleration process, avoiding high torque directly impacting the first clutch C1 and the second clutch C2. This not only effectively reduces the reverse slippage load and damage risk of the first clutch C1 and the second clutch C2, but also improves the reliability and durability of the powertrain 10 under dual-path independent torque regulation and reverse drag conditions.

[0105] Under this architecture, the power flow path is as follows: Figure 7 As shown by the dashed line: the power is output from the drive motor 100 to the third parallel shaft reducer 13b, and then the torque is split and independently adjusted by the first clutch C1 and the second clutch C2 respectively, and then transmitted to the first parallel reducer 11b and the second parallel reducer 12b respectively. The first parallel reducer 11b and the second parallel reducer 12b transmit the adjusted torque to the two wheels 40 respectively.

[0106] Figure 8 This is the sixth schematic diagram of the powertrain 10 provided in the embodiments of this application.

[0107] In one embodiment, such as Figure 8As shown, the first reducer 11 is a first parallel reducer 11b, the second reducer 12 is a second parallel reducer 12b, and the third reducer 13 is a third parallel shaft reducer 13b. Along the axial direction X of the drive motor 100, the first parallel reducer 11b and the second parallel reducer 12b are respectively distributed on both sides of the third parallel shaft reducer 13b and the drive motor 100. Along the direction perpendicular to the axial direction X of the drive motor 100, the input wheel 1301b of the third parallel shaft reducer 13b is located above the output wheel 1302b of the third parallel shaft reducer 13b, the input wheel 1101b of the first parallel reducer 11b is located below the output wheel 1102b of the first parallel shaft reducer 11b, and the input wheel 1201b of the second parallel reducer 12b is located below the output wheel 1202b of the second parallel reducer 12b. The first clutch C1 is used to adjust the torque output by the first parallel reducer 11b to one of the wheels 40, and the second clutch C2 is used to adjust the torque output by the second parallel reducer 12b to the other wheel 40.

[0108] In this embodiment, the first parallel reducer 11b and the second parallel reducer 12b are distributed on both sides. This arrangement allows the inertial forces and gear meshing impacts on both sides to cancel each other out, effectively eliminating yaw torque deviation and creating a low-interference adjustment environment for the first clutch C1 and the second clutch C2. Simultaneously, through a staggered center-of-gravity design: the third parallel shaft reducer 13b (the first-stage reducer) has an "upper input, lower output" layout, while the first-stage reducers on both sides (the first parallel reducer 11b and the second parallel reducer 12b) have a "lower input, upper output" layout. This reverse transmission and staggered configuration effectively balances the bending moment and centrifugal force in the vertical direction, reducing the vibration amplitude of the first parallel reducer 11b and the second parallel reducer 12b. Under these conditions of low vibration and torque balance, the slip friction of the first clutch C1 and the second clutch C2 is more uniform during operation, resulting in higher torque adjustment accuracy. Furthermore, the independent adjustment on both sides does not interfere with each other, improving the stability and reliability of torque adjustment output while achieving independent dual torque output.

[0109] In one embodiment, such as Figure 8 As shown, the diameter of the output wheel 1102b of the first parallel reducer 11b is... d 14 Larger than the diameter of input wheel 1101b d 13 The diameter of the output wheel 1202b of the second parallel reducer 12b d 16 Larger than the diameter of input wheel 1201b d 15Along the axial direction X, perpendicular to the drive motor 100, the output wheel 1102b of the first parallel reducer 11b and the input wheel 1101b are distributed on the same plane, as are the output wheel 1202b and the input wheel 1201b of the second parallel reducer 12b. The end face of the output wheel 1102b of the first parallel reducer 11b facing one of the wheels 40 is used to fix the driving end of the first clutch C1, and the end face of the output wheel 1202b of the second parallel reducer 12b facing the other wheel 40 is used to fix the driving end of the second clutch C2.

[0110] In this embodiment, both the first parallel reducer 11b and the second parallel reducer 12b employ large-diameter output wheels, providing sufficient end-face area to mount the driving ends of the first clutch C1 and the second clutch C2. Simultaneously, thanks to the coplanar meshing layout, the axial sides of the output wheels 1102b of the first parallel reducer 11b and 1202b of the second parallel reducer 12b are not obstructed by input wheels, avoiding end-face interference between gears. This configuration integrates power transmission and torque distribution functions, achieving speed reduction and torque increase while simultaneously fixing the driving ends of the first clutch C1 and the second clutch C2 to the end faces of the output wheels 1102b and 1202b of the first and second parallel reducers respectively, effectively reducing the overall axial dimension and achieving compact dual-path independent torque regulation.

[0111] Under this architecture, the power flow path is as follows: Figure 8 As shown by the dashed line: the power is output from the drive motor 100 to the third parallel shaft reducer 13b, and then the torque is split and transmitted to the first parallel reducer 11b and the second parallel reducer 12b respectively. The torque output by the first parallel reducer 11b is regulated and transmitted to one of the wheels 40 via the first clutch C1, and the torque output by the second parallel reducer 12b is regulated and transmitted to the other wheel 40 via the second clutch C2.

[0112] The above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit it. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A powertrain, characterized in that, The powertrain is used to drive two coaxial wheels in an electric vehicle, and the powertrain includes: A first reducer and a second reducer are used to receive power from the same drive motor in the powertrain. The first reducer is used to output power to drive one of the two wheels, and the second reducer is used to output power to drive the other of the two wheels. A first clutch is used to adjust the torque received by the first reducer or the torque output by the first reducer. The second clutch is used to adjust the torque received by the second reducer or the torque output by the second reducer.

2. The powertrain according to claim 1, characterized in that, The first reducer and the second reducer are distributed on both sides of the drive motor along the axial direction of the drive motor.

3. The powertrain according to any one of claims 1-2, characterized in that, The first clutch and the second clutch are distributed on both sides of the drive motor along the axial direction of the drive motor.

4. The powertrain according to any one of claims 1-2, characterized in that, The first clutch and the second clutch are distributed along the axial direction of the drive motor between the drive motor and the first reducer.

5. The powertrain according to any one of claims 1-4, characterized in that, The powertrain includes a third reducer, and the first reducer and the second reducer are used to receive power from the same drive motor through the same third reducer.

6. The powertrain according to claim 5, characterized in that, The third reducer is distributed along the axial direction of the drive motor between the first reducer and the drive motor.

7. The powertrain according to any one of claims 5-6, characterized in that, The first clutch is distributed along the axial direction of the drive motor between the first reducer and the third reducer, and the second clutch is distributed along the axial direction of the drive motor between the second reducer and the third reducer.

8. An electric vehicle, characterized in that, The electric vehicle includes two coaxial wheels and a powertrain as described in any one of claims 1-7, the powertrain being used to drive the two wheels.

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