A dual-clutch dual-motor redundant safety device

Abstract

This application relates to the technical field of drive systems for hot-riding motorcycles, specifically to a dual-clutch, dual-motor redundant safety device. The device includes a housing, a main motor and an auxiliary motor mounted on the housing, an electronic clutch assembly, and a transmission assembly within the housing. Both the main motor and the auxiliary motor can drive the electronic clutch assembly via the transmission assembly. When the main motor fails, the auxiliary motor can immediately take over the drive function. If necessary, both the main motor and the auxiliary motor can operate simultaneously, eliminating the single-point-of-failure risk of traditional single-motor systems.

Description

Technical Field

[0001] This application relates to the field of drive systems for motorcycles, and more particularly to a dual-clutch dual-motor redundant safety device. Background Technology

[0002] With the continuous development of engine technology, motorcycles using dual-clutch engines have appeared on the market, which can significantly improve the driving experience.

[0003] In related technologies, dual-clutch engines mostly use traditional single-motor systems. Single-motor systems have the risk of single-point failure in key application scenarios such as motorcycle starting, high and low speed riding, and cornering. Utility Model Content

[0004] To improve the operational safety of dual-clutch engines, this application provides a dual-clutch dual-motor redundant safety device.

[0005] This application provides a dual-clutch, dual-motor redundant safety device, which adopts the following technical solution:

[0006] A dual-clutch dual-motor redundant safety device includes a housing, a main motor, a secondary motor, an electronic clutch assembly, and a transmission assembly inside the housing. Both the main motor and the secondary motor can drive the electronic clutch assembly to operate through the transmission assembly.

[0007] By adopting the above technical solution, and by setting up a dual-redundant structure for the main motor, auxiliary motor, and electronic clutch assembly, combined with the transmission components within the housing, the ability to independently drive the clutch action from two power sources is achieved. When the main motor fails, the auxiliary motor can immediately take over the driving task. If necessary, the main motor and auxiliary motor can also work simultaneously, eliminating the single-point failure risk of traditional single-motor systems and significantly improving the system safety of motorcycles under critical conditions such as starting, high-speed riding, and cornering.

[0008] Optionally, the electronic clutch assembly includes a clutch arm rotatably mounted on the housing, with the ends of the clutch arm, the shaft of the main motor, and the shaft of the auxiliary motor all inserted into the housing. The transmission assembly includes a driven gear fixedly mounted on the clutch arm and a driving gear fixedly mounted on the shafts of the main motor and the auxiliary motor. The shafts of both the driving gear and the driven gear extend along the thickness direction of the housing, and the driving gears on the main motor and the auxiliary motor can both drive the driven gear to rotate.

[0009] By adopting the above technical solution, and through a rigid transmission design where the driving gear is directly fixed to the motor shaft and the driven gear is fixed to the clutch arm, efficient transmission of motor power to the clutch assembly is achieved. The layout where the driving and driven gears extend parallel to each other along the thickness of the housing minimizes the lateral space occupied, resulting in a compact overall structure and minimal losses in the transmission path. This improves power response speed and reliability, and makes the gear transmission more stable and reliable.

[0010] Optionally, the transmission assembly further includes a transmission gear rotatably disposed within the housing, wherein the driven gear and the driving gears on the main motor and the auxiliary motor are all meshed with the transmission gear.

[0011] By adopting the above technical solution, a transmission gear is added as an intermediate meshing component, enabling indirect linkage between the driving gears of the main / auxiliary motors and the driven gears of the clutch lever. This design overcomes the limitation that the motor and clutch assembly must be aligned on their axes, allowing for flexible arrangement of the three components. It is particularly suitable for off-site installation in confined spaces. Furthermore, the multi-path transmission through gear meshing further enhances redundancy and reliability. Additionally, the driving gears on both the main and auxiliary motors are meshed with the transmission gear, allowing the other motor to idle while either motor is operating. This results in faster switching between motors or simultaneous operation of both motors.

[0012] Optionally, the auxiliary motor, the main motor, and the clutch lever are arranged along the length of the housing.

[0013] By adopting the above technical solution, the auxiliary motor, main motor, and clutch lever are arranged linearly along the length of the housing, forming a highly compact linear layout. This arrangement optimizes the utilization of internal space, reduces the tortuosity of the transmission chain, lowers assembly complexity, and is compatible with the layout of motorcycle engine assemblies.

[0014] Optionally, the transmission gears are provided in multiple ways, and the projection of each transmission gear in the thickness direction of the housing is arranged along the arrangement direction of the main motor and the clutch rotating arm.

[0015] By adopting the above technical solution, if the transmission gear is set as a single gear connected to two driving gears and a driven gear, the radial dimension of the transmission gear will be large, occupying a large space. This application sets multiple transmission gears arranged in a certain direction, which can replace a large-diameter gear with multiple smaller-diameter gears, reducing the size of the housing in the width direction; and the multiple transmission gears are arranged along the line connecting the main motor and the clutch lever in the thickness direction of the housing, achieving precise utilization of three-dimensional space. The linear arrangement with overlapping projections avoids disordered stacking of gear sets in the thickness direction, effectively controlling the overall thickness of the housing and meeting the stringent requirements of motorcycles for a thin drive unit.

[0016] Optionally, one of the transmission gears is a large-diameter gear, the diameter of which is larger than the diameter of the driving gear, and the driving gears on both the main motor and the auxiliary motor drive the driven gear to rotate through the large-diameter gear.

[0017] By adopting the above technical solution, a large-diameter transmission gear is set, with its diameter larger than that of the driving gear. Speed ​​regulation is achieved through differentiated gear dimensions. The large-diameter gear, as the core power hub, plays a role in reducing speed and increasing torque, improving torque transmission capability, while simultaneously reducing the load on the driving gear and extending system life.

[0018] Optionally, the driving gear and the driven gear are offset in the thickness direction of the housing.

[0019] By adopting the above technical solution, the staggered design of the driving gear and driven gear in the thickness direction of the housing avoids the axial interference problem of the same-plane gear set. This structure allows the motor and clutch assembly to be arranged in layers within a limited space, further compressing the device volume through three-dimensional arrangement, and can be adapted to the layout of motorcycle engine assembly.

[0020] Optionally, a detection sensor is also included, which is used to monitor the status of the main motor and the auxiliary motor and determine whether the main motor and the auxiliary motor are faulty.

[0021] By adopting the above technical solution, the introduction of detection sensors constructs a real-time dual-motor monitoring network, continuously collecting motor operating parameters (such as vibration, temperature, and speed). Based on data analysis, potential faults in the main / auxiliary motors can be predicted in advance, triggering a millisecond-level backup motor switching mechanism to prevent the fault from spreading to the transmission system, thus achieving predictive fault protection.

[0022] Optionally, a position sensor is also included on the housing, which is used to collect the rotation angle of the clutch lever to determine whether the current working motor is working normally.

[0023] By adopting the above technical solution, the position sensor's precise monitoring of the clutch lever's rotation angle directly reflects the execution status of the electronic clutch assembly. Combined with a preset angle threshold, it can verify whether the currently operating motor is effectively driving the clutch action, preventing the risk of clutch partial engagement due to transmission failure and ensuring the controllability of the power switching process.

[0024] In summary, this application includes at least one of the following beneficial technical effects:

[0025] 1. When the main motor fails, the auxiliary motor can immediately take over the drive task. When necessary, the main motor and auxiliary motor can work simultaneously, eliminating the risk of single point failure in traditional single motor systems.

[0026] 2. Reduce the space occupied by the transmission components and the overall size of the housing while ensuring stable transmission;

[0027] 3. By setting up sensors to monitor the motor status in real time, the speed of motor switching is improved, and fault prediction protection is achieved, so as to ensure the stable operation of the system. Attached Figure Description

[0028] Figure 1 This is a structural diagram illustrating the assembly relationship between the clutch lever and the shift shaft in a practical application scenario.

[0029] Figure 2 This is a schematic diagram highlighting the structure of the transmission component in this application.

[0030] Figure 3 This is a structural diagram of the present application in a real-world application scenario (dual-clutch engine assembly).

[0031] Explanation of reference numerals in the attached drawings: 1. Housing; 2. Main motor; 3. Auxiliary motor; 4. Electronic clutch assembly; 41. Clutch arm; 5. Transmission assembly; 51. Driven gear; 52. Driving gear; 53. Transmission gear; 531. Large diameter gear; 532. Large gear; 533. Small diameter gear; 6. Position sensor. Detailed Implementation

[0032] The following combination Figures 1-3 This application will be described in further detail.

[0033] This application discloses a dual-clutch, dual-motor redundant safety device. (Refer to...) Figure 1 and Figure 2 The dual-clutch dual-motor redundant safety device includes a housing 1, a main motor 2 and an auxiliary motor 3 mounted on the housing 1, an electronic clutch assembly 4, and a transmission assembly 5 located inside the housing 1. Both the main motor 2 and the auxiliary motor 3 can drive the electronic clutch assembly 4 through the transmission assembly 5.

[0034] Reference Figure 2 The electronic clutch assembly 4 includes a clutch arm 41, which is cylindrical in shape. The shafts of the main motor 2 and the auxiliary motor 3, as well as the clutch arm 41, extend along the thickness direction of the housing 1, and the ends of the shafts of the main motor 2 and the auxiliary motor 3, as well as the clutch arm 41, are inserted into the inner cavity of the housing 1. The auxiliary motor 3, the main motor 2, and the clutch arm 41 are arranged along the length direction of the housing 1.

[0035] Reference Figure 2 The transmission assembly 5 includes a drive gear 52 that is fixedly mounted on the shafts of the main motor 2 and the auxiliary motor 3.

[0036] Reference Figure 2The transmission assembly 5 also includes a transmission gear 53 rotatably mounted within the housing 1. Multiple transmission gears 53 are provided, and the multiple transmission gears 53 are arranged along the length direction of the housing 1, meaning that the projections of the multiple transmission gears 53 in the thickness direction of the housing 1 are arranged along the length direction of the housing 1. In other embodiments, only one transmission gear 53 may be provided, with both driving gears 52 meshing with this transmission gear 53. In other embodiments, the transmission gear 53 may be omitted, and the two driving gears 52 may directly mesh with the driven gear 51.

[0037] Reference Figure 1 One of the drive gears 53 is a large gear 532, and the other is a small gear 533. The large gear 532 and the small gear 533 are coaxially arranged and rotate synchronously. The diameter of the large gear 532 is larger than the diameter of the small gear 533. The large gear 532 is located between the two drive gears 52, and the large gear 532 meshes with the drive gear 52 on the auxiliary motor 3.

[0038] Reference Figure 2 The large-diameter gear 532 and the small-diameter gear 533 are arranged from bottom to top. One of the transmission gears 53 is a large-diameter gear 531, which is coaxially mounted with and rotates synchronously with the drive gear 52 on the main motor 2. The large-diameter gear 531 is located above the drive gear 52 on the main motor 2, and it meshes with the small-diameter gear 533. The diameter of the large-diameter gear 531 is larger than the diameter of the drive gear 52.

[0039] In other embodiments, the large gear 532 and the small gear 533 can be replaced with a gear of equal diameter, with both driving gears 52 meshing with this gear. In other embodiments, the diameter of the large gear 531 can be less than or equal to the diameter of the driving gear 52.

[0040] Reference Figure 2 The transmission assembly 5 also includes a driven gear 51 fixedly mounted on the clutch arm 41. The driven gear 51 is positioned above the two driving gears 52 in the horizontal direction. A plurality of transmission gears 53 are also meshed between the major diameter gear 531 and the driven gear 51. In other embodiments, the driven gear 51 and the two driving gears 52 may be located on the same horizontal plane, thus eliminating the need for the major diameter gear 531 and minor diameter gear 533. In other embodiments, the driven gear 51 may be positioned below the two driving gears 52 in the horizontal direction.

[0041] Reference Figure 1 and Figure 3 The length of housing 1 is greater than its thickness. Housing 1 is stepped in the length direction to accommodate the layout of the motorcycle engine assembly.

[0042] The dual-clutch dual-motor redundancy safety device also includes a detection sensor (not shown in the figure). The detection sensor is used to monitor the status of the main motor 2 and the auxiliary motor 3, determine whether the main motor 2 and the auxiliary motor 3 are faulty, and switch the motors in advance.

[0043] Reference Figure 1 The dual-clutch dual-motor redundant safety device also includes a position sensor 6 fixedly installed on the housing 1. The position sensor 6 is used to collect the rotation angle of the clutch arm 41 to determine whether the current working motor is working normally and whether to switch motors.

[0044] The implementation principle of the dual-clutch dual-motor redundant safety device in this application embodiment is as follows: Real-time monitoring is achieved by detection sensors and position sensors 6. Under normal operating conditions, the main motor 2 operates, driving the large-diameter gear 531 through the rotation of the drive gear 52, which in turn drives the driven gear 51 through several transmission gears 53, thereby causing the clutch arm 41 to rotate. The rotation of the clutch arm 41 causes the shift shaft to shift, achieving gear shifting. When the main motor malfunctions, or when dual-motor operation is required in actual working conditions, the auxiliary motor 3 operates. The drive gear 52 rotates, driving the large gear 532, which in turn drives the small-diameter gear 533, which in turn drives the large-diameter gear 531. This, in turn, drives the driven gear 51 through several transmission gears 53, thereby causing the clutch arm 41 to rotate. The rotation of the clutch arm 41 causes the shift shaft to shift, achieving gear shifting.

[0045] Vehicle verification tests have been conducted, including extreme cold (-40℃), high temperature (50℃), and high altitude (5000m) tests, accumulating 100,000 kilometers of durability testing (including 500 rapid acceleration cycles). The technical solution proposed in this application is expected to achieve the following after implementation: 1. System efficiency improvement of 8-15%; 2. Fault response time reduction of 40%; 3. Overall driving range increase of 8%; 4. Lifespan extension of key components by 30%. In practical applications, the power distribution between the two motors can be dynamically adjusted in redundant mode (e.g., 70% load on the main motor and 30% standby on the auxiliary motor). The device structure of this application is reasonable and reliable, primarily addressing the single-point failure risk and shutdown / uncontrolled operation risk of a single motor during high-frequency engine operation.

[0046] The above are all preferred embodiments of this application, and are not intended to limit the scope of protection of this application. Therefore, all equivalent changes made in accordance with the structure, shape and principle of this application should be covered within the scope of protection of this application.

Claims

1. A dual clutch dual motor redundant safety device, characterized by: It includes a housing (1), a main motor (2) and a secondary motor (3) mounted on the housing (1), an electronic clutch assembly (4), and a transmission assembly (5) mounted inside the housing (1). The main motor (2) and the secondary motor (3) can both drive the electronic clutch assembly (4) to operate through the transmission assembly (5).

2. The dual-clutch dual-motor redundant safety device according to claim 1, characterized in that: The electronic clutch assembly (4) includes a clutch arm (41) rotatably mounted on the housing (1). The ends of the clutch arm (41), the shaft of the main motor (2), and the shaft of the auxiliary motor (3) are all inserted into the housing (1). The transmission assembly (5) includes a driven gear (51) fixedly mounted on the clutch arm (41). The transmission assembly (5) also includes a driving gear (52) fixedly mounted on the shafts of the main motor (2) and the auxiliary motor (3). The shafts of the driving gear (52) and the driven gear (51) extend along the thickness direction of the housing (1). The driving gear (52) on the main motor (2) and the auxiliary motor (3) can drive the driven gear (51) to rotate.

3. The dual clutch dual motor redundant safety device of claim 2, wherein: The transmission assembly (5) also includes a transmission gear (53) rotatably disposed in the housing (1), and the driven gear (51) and the driving gear (52) on the main motor (2) and the auxiliary motor (3) are all meshed with the transmission gear (53).

4. The dual clutch dual motor redundant safety device of claim 3, wherein: The auxiliary motor (3), the main motor (2), and the clutch rotating arm (41) are arranged along the length of the housing (1).

5. A dual clutch dual motor redundant safety device according to claim 4, wherein: The transmission gears (53) are provided in multiple ways, and the projection of each transmission gear (53) in the thickness direction of the housing (1) is arranged along the arrangement direction of the main motor (2) and the clutch rotating arm (41).

6. A dual clutch dual motor redundant safety device according to claim 5, wherein: One of the transmission gears (53) is a large diameter gear (531), the diameter of which is larger than the diameter of the driving gear (52). The driving gears (52) on the main motor (2) and the auxiliary motor (3) drive the driven gear (51) to rotate through the large diameter gear (531).

7. The dual clutch dual motor redundant safety device of claim 3, wherein: The driving gear (52) and the driven gear (51) are offset in the thickness direction of the housing (1).

8. The dual clutch dual motor redundant safety device of claim 1, wherein: It also includes a detection sensor, which is used to monitor the status of the main motor (2) and the auxiliary motor (3) and determine whether the main motor (2) and the auxiliary motor (3) are faulty.

9. The dual clutch dual motor redundant safety apparatus of claim 1, wherein: It also includes a position sensor (6) installed on the housing (1), which is used to collect the rotation angle of the clutch lever (41) to determine whether the current working motor is working normally.

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