Drive assembly, vehicle, and control method

Abstract

A drive assembly, comprising an electric motor 1 and a clutch transmission group, wherein the electric motor (1) comprises a stator (11), which is provided with an inner coil and an outer coil, an outer rotor (12), which is rotatable and is arranged on an outer side of the stator (11), and a first inner rotor (13) and a second inner rotor (14), which are rotatable and are arranged on an inner side of the stator (11), the first inner rotor (13) and the second inner rotor (14) being arranged independent of each other; the outer rotor (12) serves as a first power output end of the electric motor (1), and the first inner rotor (13) and the second inner rotor (14) serve as a second power output end of the electric motor (1); the clutch transmission group comprises a first input end, a second input end, a first output end and a second output end; the outer rotor (12) and the first inner rotor (13) are each in transmission connection with the first input end; the outer rotor (12) and the second inner rotor (14) are each in transmission connection with the second input end; the first input end is in transmission coupling with the first output end, and the second input end is in transmission coupling with the second output end; and the first output end is configured to be in transmission connection with a left wheel (6), and the second output end is configured to be in transmission connection with a right wheel (7).

Description

Drive assembly, vehicle and control method

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] The embodiments of this application are based on and claim the priority of Chinese patent application with application number 202310804499.0 and application date June 30, 2023. The entire contents of the Chinese patent application are hereby introduced into the embodiments of this application as a reference. Technical Field

[0003] The embodiments of the present application relate to the field of vehicle technology, and in particular, to a drive assembly, a vehicle, and a control method. Background Art

[0004] Against the backdrop of increasingly severe global energy and environmental challenges, environmentally friendly and energy-efficient electric vehicles have become a hot topic. For example, an electric vehicle's four-wheel independent drive system, where four motors independently drive each of the vehicle's four wheels, allows for precise and independent control of the torque and speed of each wheel. This offers a range of advantages, including tighter turning radius, assisted ESP functionality, assisted steering, and assisted braking.

[0005] However, existing four-wheel independent drive systems are usually large in size, heavy and costly, and cannot meet the high power density requirements of vehicles.

[0006] Summary of the Invention

[0007] The present invention provides a drive assembly, a vehicle and a control method, which have the advantages of compact structure and high power density.

[0008] In a first aspect, the present application provides a drive assembly comprising a motor and a clutch transmission group. The motor comprises a stator with inner and outer coils, a rotatable outer rotor disposed outside the stator, and first and second inner rotors rotatably disposed inside the stator, wherein the first inner rotor and the second inner rotor are independently disposed; the outer rotor serves as the first power output end of the motor, and the first and second inner rotors serve as the second power output ends of the motor; the clutch transmission group comprises a first input end, a second input end, and first and second output ends; the outer rotor and the first inner rotor are both transmission-connected to the first input end; the outer rotor and the second inner rotor are both transmission-connected to the second input end; the first input end and the first output end are transmission-coupled, and the second input end and the second output end are transmission-coupled; the first output end is transmission-connected to the left wheel, and the second output end is transmission-connected to the right wheel.

[0009] In a second aspect, the present application provides a vehicle comprising a vehicle body, a left wheel, a right wheel, and the drive assembly of any one of the first aspects. The left and right wheels are disposed below the vehicle body, the left wheel being in transmission connection with the first output terminal of a clutch transmission assembly, and the right wheel being in transmission connection with the second output terminal of the clutch transmission assembly; a vehicle controller is configured to control the response of the motor. Because the vehicle of the present application includes the drive assembly of any one of the first aspects, it exhibits the same technical effects, namely, a compact structure and high power density.

[0010] In a third aspect, the present application also provides a control method, which adopts any drive assembly in the first aspect, and the method includes: obtaining current vehicle driving parameters, the driving parameters including at least the turning radius of the left wheel and the right wheel; determining the current driving condition of the vehicle based on the current driving parameters, the current driving condition including a straight driving condition and a turning driving condition; when the vehicle is in a turning driving condition, controlling the first inner rotor to output a first preset speed and controlling the second inner rotor to output a second preset speed, so that the left wheel and the right wheel meet the speed difference required for the vehicle to turn; when the vehicle is in a straight driving condition, controlling the first inner rotor and the second inner rotor to have consistent directions and equal speeds.

[0011] Specifically, the vehicle's vehicle controller and motor control unit can be used to obtain the current vehicle's turning radius, the speed and power of the outer rotor, first inner rotor, and second inner rotor in the current motor, and other parameters. Based on these driving parameters, it can be determined whether the vehicle is in a straight-line driving condition or a turning driving condition. For example, when the vehicle is in a turning driving condition, the vehicle controller and motor control unit can be used to control the speed of the first inner rotor to achieve speed regulation of the first output terminal, ultimately achieving changes in the wheel-side output speed and power of the left wheel. Similarly, the speed of the second inner rotor can also be controlled to change simultaneously, ultimately achieving changes in the wheel-side output speed and power of the right wheel. For example, the speeds of the first and second inner rotors can be controlled to change in opposite directions, so that the wheel-side output rotation directions of the left and right wheels are opposite, which can assist in vehicle steering, thereby achieving a smaller turning radius or a turning-in-place function. When the vehicle is traveling in a straight line, meaning that the left and right wheels do not require a speed difference, the motor's outer rotor is connected to the first and second input terminals of the clutch transmission assembly, respectively. This means that the outer rotor's input speed to the clutch transmission assembly is the same. Under the outer rotor's output, simply controlling the first and second inner rotors to rotate in the same direction and at the same speed ensures the vehicle's normal straight-line travel. Furthermore, when the vehicle is traveling in a straight line, the first and second inner rotors can be controlled to rotate in the same direction and at the same speed. While maintaining normal straight-line travel, the left and right wheel speeds can be simultaneously increased or decreased. This means that the first and second inner rotors function as power splitters and speed and torque regulators. This eliminates the need for a differential, as is the case with conventional vehicles, and the two inner rotors share a stator, resulting in a high power density. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] FIG1 is a schematic structural diagram of a drive assembly provided in an embodiment of the present application;

[0013] FIG2 is a schematic diagram showing the structure and force of a first planetary gear train provided in an embodiment of the present application;

[0014] FIG3 is a schematic diagram showing speed regulation and power splitting performed by a first inner rotor and a second inner rotor in a drive assembly provided by an embodiment of the present application;

[0015] FIG4 is a second schematic diagram of speed regulation and power splitting performed by the first inner rotor and the second inner rotor in a drive assembly provided by an embodiment of the present application;

[0016] FIG5 is a flow chart of a control method provided in an embodiment of the present application.

[0017] Figure markings: 1-motor; 11-stator; 12-outer rotor; 13-first inner rotor; 14-second inner rotor; 131-first cylindrical structure; 2-first planetary gear train; 21-first sun gear; 22-first ring gear; 23-common planetary carrier; 24-first planetary gear; 211-second cylindrical structure; 3-second planetary gear train; 31-second planetary gear; 32-second sun gear; 33-second ring gear; 4-first rotation actuator; 41-first transmission shaft; 42-first transmission gear; 5-second rotation actuator; 51-second transmission shaft; 52-second transmission gear; 6-left wheel; 7-right wheel. DETAILED DESCRIPTION

[0018] To make the purpose, technical solutions and advantages of the embodiments of the present application clearer, the specific technical solutions of the present application will be further described in detail below in conjunction with the drawings in the embodiments of the present application. The following embodiments are used to illustrate the present application but are not intended to limit the scope of the present application.

[0019] In the embodiments of this application, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of the embodiments of this application, unless otherwise specified, "multiple" means two or more.

[0020] In addition, in the embodiments of the present application, directional terms such as "up", "down", "left" and "right" are defined relative to the orientation of the components in the drawings. It should be understood that these directional terms are relative concepts. They are used for relative description and clarification, and they may change accordingly according to changes in the orientation of the components in the drawings.

[0021] In the embodiments of the present application, unless otherwise clearly specified and limited, the term "connection" should be understood in a broad sense. For example, "connection" can be a fixed connection, a detachable connection, or an integrated connection; it can be a direct connection or an indirect connection through an intermediate medium.

[0022] In the embodiments of the present application, the terms "comprises," "comprising," or any other variations thereof are intended to encompass non-exclusive inclusion, such that a process, method, article, or apparatus comprising a series of elements includes not only those elements but also other elements not explicitly listed, or elements inherent to such process, method, article, or apparatus. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not preclude the presence of other identical elements in the process, method, article, or apparatus comprising the element.

[0023] In the embodiments of this application, words such as "exemplary" or "for example" are used to indicate examples, illustrations, or descriptions. Any embodiment or design described as "exemplary" or "for example" in the embodiments of this application should not be interpreted as being preferred or advantageous over other embodiments or designs. Rather, the use of words such as "exemplary" or "for example" is intended to present the relevant concepts in a concrete manner.

[0024] The current development of pure electric vehicles is accelerating. To achieve better dynamics, many models are adopting four-wheel drive solutions. For example, each wheel is equipped with a motor, with each motor independently driving the vehicle's four wheels. This allows the torque and speed of each wheel to be precisely and independently controlled. For example, the output torque ratio of the four motors is adjusted in real time based on the vehicle's driving conditions (such as curves, slopes, highways, and snowy conditions) and in combination with factors such as acceleration, braking, steering, forward and reverse driving.

[0025] However, in existing designs where four motors each drive a vehicle's four wheels, each motor consists of a stator and rotor system, and can only output either power or electrical power at any given time. This makes it impossible to meet the complex requirements of each motor simultaneously outputting both rotational power and electrical power, or simultaneously outputting both rotational power at different speeds and electrical power at different power levels. As a result, existing four-wheel independent drive systems are typically large, heavy, and costly, making them incapable of meeting the high power and high demands of vehicles.

[0026] An embodiment of the present application provides a vehicle. It should be noted that the vehicle in the present application may refer to a large car, a small car, a special-purpose vehicle, etc. For example, according to the vehicle model, the vehicle in the present application may be a sedan model, an off-road model, a multi-purpose vehicle (MPV) model or other models.

[0027] An embodiment of the present application provides a vehicle comprising a vehicle body, left and right wheels, and a drive assembly. The left and right wheels are disposed below the vehicle body, with the left wheel in transmission connection with a first output terminal of a clutch transmission assembly, and the right wheel in transmission connection with a second output terminal of the clutch transmission assembly. The vehicle drive assembly of the present application has the advantages of a compact structure and high power density.

[0028] Traditional electric motors primarily consist of two parts: a fixed part called a stator and a rotating part called a rotor. Their operating principles are based on the laws of electromagnetic induction, Ohm's law of the entire circuit, and the law of electromagnetic force. The stator includes winding coils, while the rotor is a permanent magnet. When power or servo power of varying frequencies flows through a commutator and brushes to the winding coils, the rotor can be driven to rotate at varying speeds or directions, generating power output at varying speeds. However, traditional electric motors often have low power density and a narrow range of adaptability. Equipping each wheel with a traditional motor would not meet the high power and performance requirements of a vehicle, and would also be bulky, heavy, and costly.

[0029] To this end, referring to FIG1 , the present application provides a drive assembly comprising a motor 1 and a clutch transmission group. The motor 1 comprises a stator 11 with inner and outer coils, an outer rotor 12 rotatably disposed on the outer side of the stator 11, and first and second inner rotors 13, 14 rotatably disposed on the inner side of the stator 11, wherein the first and second inner rotors 13, 14 are independently disposed. The outer rotor 12 serves as a first power output end of the motor 1, and the first and second inner rotors 13, 14 serve as second power output ends of the motor 1. The clutch transmission group comprises a first input end, a second input end, and a first and second output ends. The outer rotor 12 and the first inner rotor 13 are both transmission-connected to the first input end. The outer rotor 12 and the second inner rotor 14 are both transmission-connected to the second input end. The first input end and the first output end are transmission-coupled, and the second input end and the second output end are transmission-coupled. The first output end is transmission-connected to the left wheel 6, and the second output end is transmission-connected to the right wheel 7.

[0030] Specifically, the motor 1 includes a stator 11 with inner and outer coils. Here, the stator 11 with inner and outer coils can mean, for example, an outer stator 11 coil is provided on the outside of the stator 11, and an inner stator 11 coil is provided on the inside of the stator 11, and the polarity of the outer stator 11 coil and the inner stator 11 coil are opposite and are provided with steel silicon sheets. The steel silicon sheets of the outer stator 11 coil and the steel silicon sheets of the inner stator 11 coil can be staggered or arranged in the same position. Preferably, a staggered structure can be adopted to enable the motor 1 to have a larger output torque. Here, the stator 11 can be a cylindrical tube structure, and the outer rotor 12 can be rotatably mounted on the outside of the stator 11, and the outer rotor 12 is coaxially arranged with the stator 11. Among them, the outer rotor 12 permanent magnets are distributed at intervals on the inner wall of the outer rotor 12, specifically so that the outer rotor 12 can rotate around the central axis of the stator 11. The outer rotor 12 is used as the first power output end of the motor 1. For example, the outer rotor 12 is used to bear the main power output of the vehicle.

[0031] Next, a rotatable first inner rotor 13 and second inner rotor 14 are disposed within the stator 11. The independent configuration of the first and second inner rotors 13, 14 specifically means that the first and second inner rotors 13, 14 do not affect each other during operation. For example, while the first inner rotor 13 rotates clockwise around the stator 11, the second inner rotor 14 can rotate counterclockwise. Alternatively, while the first and second inner rotors 13, 14 rotate in the same direction, the speeds of the first and second inner rotors 13, 14 can differ. For example, both the first and second inner rotors 13, 14 can achieve a speed range of ±5,000 revolutions per minute. The outer rotor 12 is typically larger than the inner rotor. For example, when the power of the outer rotor 12 is 150 kW, the power of the corresponding inner rotor is between 40 and 50 kW. This means that the primary output power of the motor 1 is provided by the outer rotor 12. The first and second inner rotors 13, 14 serve as the second power output terminals of the motor 1, primarily providing auxiliary power output. Specifically, the first and second inner rotors 13, 14 are responsible for speed regulation and power splitting, thereby achieving corresponding changes in the output speed and power of the left and right wheels 6, 7. Specifically, the outer rotor 12 and the first inner rotor 13 are both in transmission connection with the first input terminal of the clutch transmission assembly, and the first output terminal of the clutch transmission is in transmission connection with the left wheel 6. Accordingly, the outer rotor 12 and the second inner rotor 14 are both in transmission connection with the second input terminal.

[0032] Among them, since the input speed and output power of the outer rotor 12 to the clutch transmission group are constant, and the output end of the first inner rotor 13 is connected to the first input end of the clutch transmission group, and the output end of the second inner rotor 14 is connected to the second input end of the clutch transmission group, since the first inner rotor 13 and the second inner rotor 14 are independently arranged, their operations do not affect each other. In this way, by adjusting the speed of the first inner rotor 13 and the speed of the second inner rotor 14, for example, the speeds of the first inner rotor 13 and the second inner rotor 14 can be controlled to be opposite, so that the speeds output to the left wheel 6 and the right wheel 7 are different, thereby assisting the vehicle steering to achieve a smaller turning radius or a turning-in-place function. For another example, when the vehicle is traveling in a straight line, the first inner rotor 13 and the second inner rotor 14 can be controlled to have the same speed and the same direction of rotation. Since the motor 1 uses a single outer rotor 12, when the first inner rotor 13 and the second inner rotor 14 have the same speed and the same direction of rotation, the speeds output to the left wheel 6 and the right wheel 7 are also the same, allowing the vehicle to travel in a straight line normally. While traveling in a straight line, the speeds of the first inner rotor 13 and the second inner rotor 14 can be controlled to increase to a higher, identical speed, thereby increasing the vehicle's travel speed. With the above arrangement, since the first inner rotor 13 and the second inner rotor 14 in the motor 1 share a stator 11, the drive assembly structure of the present application is more compact and has a higher power density.

[0033] The outer walls of the first inner rotor 13 and the second inner rotor 14 are each wound with first and second inner rotor coils. Since the torque of motor 1 is equal to the mechanical power of motor 1 divided by the mechanical angular velocity of the rotor, the mechanical angular velocity is proportional to the number of coils. That is, a greater number of coils results in lower torque, while a smaller number of coils results in higher torque. For example, the number of coils on the first inner rotor 13 and the second inner rotor 14 can be smaller, while the number of coils on the outer rotor 12 can be greater. This allows the first and second inner rotors 13 and 14 to provide high torque. When an electric vehicle requires high torque during driving, it selects the first inner rotor 13 or the second inner rotor 14, and when high speed is required, it selects the outer rotor 12 (the speed of motor 1 is proportional to the number of coils). Conventional motors 1, on the other hand, can only determine their torque output by controlling current and voltage. Using lower voltage and current results in a higher load on the motor, resulting in greater mechanical efficiency loss. However, the motor 1 in this application can select the first inner rotor 13 or the second inner rotor 14 to operate at a lower load to adjust speed and torque, thereby reducing mechanical efficiency loss. The electronic control unit can also be used to control the operation of the first inner rotor 13 and the second inner rotor 14 to optimize the performance of the motor 1 and provide greater output power. Furthermore, in addition to serving as a second dynamic output terminal to provide wheel speed and torque regulation, the first and second inner rotors 13 and 14 can also generate electricity for output power. In this embodiment, the first and second inner rotors 13 and 14 will primarily be described as serving as the second dynamic output terminal to provide wheel speed and torque regulation.

[0034] It should be noted that the first inner rotor 13, the second inner rotor 14, and the outer rotor 12 can operate simultaneously and, if connected to different power sources, can also operate in a time-sharing manner. That is, the first inner rotor 13, the second inner rotor 14, or the outer rotor 12 can operate independently of each other. For example, when the outer rotor 12 rotates, the first inner rotor 13 can rotate in the same or opposite direction as the outer rotor 12, and the second inner rotor 14 can also rotate in the same or opposite direction as the outer rotor 12.

[0035] In addition, it should be noted that the specific structural form of the clutch transmission group is not limited. For example, the clutch transmission group can be composed of two planetary gear combinations. For example, the planetary carrier and sun gear of one planetary gear group serve as the two first input ends, respectively connected to the outer rotor 12 and the first inner rotor 13, and the outer ring gear of the planetary gear group serves as the first output end, connected to the left wheel 6. Correspondingly, the planetary carrier and sun gear of the other planetary gear group serve as the two second input ends, respectively connected to the outer rotor 12 and the second inner rotor 14, and the two outer ring gears of the two planetary gear groups serve as the first output ends and the second output ends, respectively connected to the left wheel 6 and the right wheel 7. Alternatively, the clutch transmission group can be two sets of friction clutches consisting of a power disc, a driving wheel, a driven disc, and a separation operating system. The specific form is also not limited. The clutch transmission group has a first input end, a second input end, a first output end, and a second output end, and the first input end is transmission coupled to the first output end, and the second input end is transmission coupled to the second output end. In addition, the first output end and the second output end can each be connected to the left wheel 6 and the right wheel 7 through a transmission component to drive the steering of the left wheel 6 and the right wheel 7. Here, the transmission component can be a combination of multiple transmission shafts and multiple gears, and is not specifically limited.

[0036] In some embodiments, referring to Figures 1 and 2, the clutch transmission group includes a first planetary gear train 2 and a second planetary gear train 3; the first planetary gear train 2 includes a first sun gear 21, a first planetary gear 24, a first ring gear 22 and a common planetary carrier 23 that are meshed with each other; the second planetary gear train 3 includes a second sun gear 32, a second planetary gear 31, a second ring gear 33 and a common planetary carrier 23 that are meshed with each other, and the first planetary gear train 2 and the second planetary gear train 3 share a common planetary carrier 23; the common planetary carrier 23 is transmission-connected to the outer rotor 12, the first sun gear 21 is transmission-connected to the first inner rotor 13, and the second sun gear 32 is transmission-connected to the second inner rotor 14; wherein, the common planetary carrier 23 and the first sun gear 21 are the first input end, and the first ring gear 22 is the first output end; the common planetary carrier 23 and the second sun gear 32 are the second input end, and the second ring gear 33 is the second output end. Here, the clutch transmission group adopts the first planetary gear train 2 and the second planetary gear train 3, which has the advantages of compact structure, wide transmission ratio range and high efficiency compared with friction clutch transmissions and other fixed-axis gear trains.

[0037] The first and second planetary gear trains 2 and 3 utilize a common planetary carrier 23. This design further compacts the clutch transmission assembly and generates significantly greater torque than would be generated by three sets of universal planetary gears of the same size, saving height while also reducing noise and cost. Furthermore, the motor 1 comprises only one outer rotor 12, which has greater power than the first and second inner rotors 13 and 14 and primarily bears the majority of the power output. Because the outer rotor 12, serving as the first power output terminal, is in transmission connection with the common planetary carrier 23, the rotational speeds of the common planetary carriers 23 of the first and second planetary gear trains 2 and 3 are equal. This means that the power and rotational speeds output by the outer rotor 12 to the first and second planetary gear trains 2 and 3 remain consistent throughout the entire driving process of the electric vehicle. This facilitates adjusting the speeds of the left and right wheels 6 and 7 by adjusting only the rotational speeds of the first and second inner rotors 13 and 14, facilitating smooth cornering. This means that a speed difference between the left and right wheels 6 and 7 during cornering can be achieved without the need for a conventional differential.

[0038] It should be noted that since the first planetary gear train 2 and the second planetary gear train 3 have the same composition, for ease of explanation, only the structure and force diagram of the first planetary gear train 2 are shown in the drawings of the specification, namely Figure 2. It can be understood that Figure 2 can also reflect the structure and force diagram of the second planetary gear train 3.

[0039] For ease of explanation, with reference to Figures 2 and 3, the speed relationship between the sun gear, planet gears and planet carriers in the first planetary gear train 2 and the second planetary gear train 3 is described by the following formula. Since the first planetary gear train 2 and the second planetary gear train 3 share a common planet carrier 23, and the first planetary gear train 2 and the second planetary gear train 3 have the same composition, one of the planetary gear trains can be used for description. For example, the torque, force balance and energy balance of the first planetary gear train 2 are described below mainly based on formulas. Formula (1) is obtained by torque balance, and formula (2) is obtained by force balance of one of the planetary gears, that is, the size relationship between F1, F2 and F3 can be obtained. Formulas (3) to (6) combined with energy balance can derive the speed ω of the first sun gear 21 in formulas (8) and (9): S1 , the rotational speed ω of the first ring gear 22 R1 , the speed of the common planet carrier 23 ω C1 The speed relationship between the three. Among them, since the first sun gear 21 is connected to the first inner rotor 13 of the motor 1, the speed of the first sun gear 21 can be changed by changing the speed of the first inner rotor 13. S1 Since the common planet carrier 23 is connected to the outer rotor 12, the speed of the outer rotor 12 can be changed by changing the speed of the common planet carrier 23 ω C1Since the first ring gear 22 is in transmission connection with the left wheel 6, the speed of the first ring gear 22 is ω R1 Reflects the wheel side speed of the left wheel 6. The change in the speed of the first inner rotor 13, that is, the speed ω of the first sun gear 21 S1 Change, the speed of the first ring gear 22 can be achieved R1 The left wheel output speed and power of the left wheel 6 can be changed, that is, the left and right wheel output power and speed can be adjusted according to the specific driving conditions of the vehicle. F1×P1=F2×P1→F1=F2 (1) ω S1 +R1 / S1×ω R1 =(1+R1 / S1)ω C1 (7) R1 / S1=ρ1 (8) ω S1 +ρ1ω R1 =(1+ρ1)ω C1 (9)

[0040] Continuing with Figures 1 and 2 , the stator 11 is cylindrical. The first sun gear 21, second sun gear 32, outer rotor 12, first inner rotor 13, and second inner rotor 14 are all coaxially arranged with the stator 11. In a first direction, the second planetary gear train 3, first planetary gear train 2, first inner rotor 13, and second inner rotor 14 are sequentially arranged. The first direction is along the central axis of the stator 11. In the first direction, the second planetary gear train 3, first planetary gear train 2, first inner rotor 13, and second inner rotor 14 are sequentially arranged. This means that the second planetary gear train 3 and second inner rotor 14 are located on either side, with the first planetary gear train 2 and first inner rotor 13 positioned adjacent to each other. For ease of illustration, referring to Figure 1 , the second planetary gear train 3 is located on the leftmost side in the first direction, while the first planetary gear train 2 is located on the rightmost side in the first direction. From left to back in the first direction, the second planetary gear train 3, first planetary gear train 2, first inner rotor 13, and second inner rotor 14 are sequentially arranged. Here, because the first planetary gear train 2 and the second planetary gear train 3 share a common planet carrier 23, the second planetary gear train 3 and the first planetary gear train 2 are adjacent to each other along the first direction. This reduces the space occupied by the first planetary gear train 2 and the second planetary gear train 3 along the first direction and facilitates the design of the common planet carrier 23. This design can make the layout of the motor 1 and the clutch transmission group simpler and more compact.

[0041] In some embodiments, referring to FIG1 , the side of the first inner rotor 13 facing away from the second inner rotor 14 includes a hollow first cylindrical structure 131, serving as the output shaft of the first inner rotor 13 . The side of the first sun gear 21 facing away from the second sun gear 32 includes a second cylindrical structure 211, serving as the input shaft of the first sun gear 21 . The first cylindrical structure 131 and the second cylindrical structure 211 are drivingly connected. Because the first and second cylindrical structures 131 and 211 have similar diameters and FIG1 is a simplified structural diagram, the first and second cylindrical structures 131 and 211 appear to form a single, integrated cylindrical structure in FIG1 . In a first direction, the output shaft of the second inner rotor 14 can sequentially pass through the first cylindrical structure 131 and the second cylindrical structure before being drivingly connected to the input shaft of the second sun gear 32 . Because both the first and second inner rotors 13 and 14 rotate about the central axis of the stator 11, they rotate coaxially.

[0042] Here, the output shaft of the first inner rotor 13 is designed as a hollow cylindrical structure, allowing the output shaft of the second inner rotor 14 to pass through the output shaft of the first inner rotor 13. This ensures that the orthographic projections of the output shafts of the first inner rotor 13 and the second inner rotor 14 on the first plane do not overlap, thereby preventing interference with the independent normal operation of the first and second inner rotors 13, 14. The first plane is a plane perpendicular to the first direction. Similarly, because the rightmost second inner rotor 14 needs to be drivingly connected to the leftmost second sun gear 32, the input shaft of the second sun gear 32 is designed as a hollow second cylindrical structure 211. The first cylindrical structure 131 and the second cylindrical structure 211 are drivingly connected, facilitating the output shaft of the second inner rotor 14 to pass through both the first cylindrical structure 131 and the second cylindrical structure 211 in sequence for driving connection. Compared with adding other transmission components between the leftmost second planetary gear train 3 and the rightmost second inner rotor 14, such as using a combination of an intermediate shaft and a gear set, the above arrangement can reduce the space occupied by the drive assembly along the first direction, making the overall structure of the drive assembly simpler and more compact.

[0043] Further, referring to Figure 1, the drive assembly also includes a first rotation actuator 4 and a second rotation actuator 5. The first rotation actuator 4 includes a first transmission shaft 41 and a first transmission gear 42; the second rotation actuator 5 includes a second transmission shaft 51 and a second transmission gear 52; wherein, the input end and the output end of the first transmission shaft 41 are respectively connected to the output end of the first ring gear 22 and the input end of the first transmission gear 42, and the output end of the first transmission gear 42 is connected to the input end of the left wheel 6 for driving the left wheel 6 to steer; the input end and the output end of the second transmission shaft 51 are respectively connected to the output end of the second ring gear 33 and the input end of the second transmission gear 52, and the output end of the second transmission gear 52 is connected to the input end of the right wheel 7 for driving the right wheel 7 to steer.

[0044] In some embodiments, referring to FIG. 1 , the orthographic projections of the first inner rotor 13 and the second inner rotor 14 on the inner wall of the stator 11 facing away from the outer rotor 12 both fall on the stator 11 .

[0045] Referring to Figure 1 , the first ring gear 22 and the second ring gear 33 are coaxially arranged, and their radial dimensions are equal. Since the maximum dimensions of the first and second planetary gear trains 2 and 3 are generally determined by the dimensions of the ring gears, the equal radial dimensions of the first and second ring gears 22 and 33, combined with the coaxial arrangement of the first and second sun gears 21 and 32, result in a symmetrical and compact clutch transmission structure formed by the first and second planetary gear trains 2 and 3.

[0046] In some embodiments, the drive assembly further includes an outer shell, and the clutch transmission group and the motor 1 are integrated into the outer shell, thereby increasing the integration of the drive assembly.

[0047] 5 , an embodiment of the present application further provides a control method, the method comprising:

[0048] Step S100: obtaining current vehicle driving parameters, which at least include turning radii of the left wheel 6 and the right wheel 7;

[0049] Step S200: determining the current driving condition of the vehicle according to the current driving parameters, where the current driving condition includes a straight-line driving condition and a turning driving condition;

[0050] Step S300: When the vehicle is in a turning driving condition, the first inner rotor 13 is controlled to output a first preset speed and the second inner rotor 14 is controlled to output a second preset speed so that the left wheel 6 and the right wheel 7 meet the speed difference required for the vehicle to turn; when the vehicle is in a straight driving condition, the first inner rotor 13 and the second inner rotor 14 are controlled to have the same direction and the same speed.

[0051] In some embodiments, a vehicle includes a vehicle controller and a motor control unit. The vehicle controller is used to obtain the vehicle's current driving parameters and, as the vehicle's master controller, coordinates various systems to calculate the required output power, torque, and speed distribution for the outer rotor 12, first inner rotor 13, and second inner rotor 14 in motor 1. Based on the current driving parameters, it determines the vehicle's current required torque, output power, and speed, and determines the current driving condition. The motor control unit is used to respond to commands issued by the vehicle controller by causing the outer rotor 12, first inner rotor 13, and second inner rotor 14 in motor 1 to operate.

[0052] Specifically, in step S100, the vehicle controller and motor control unit can be used to obtain the current vehicle turning radius, the speed and power of the outer rotor 12, first inner rotor 13, and second inner rotor 14 in the motor 1, and the like. Continuing, in step S200, based on these driving parameters, it can be determined whether the vehicle is in a straight-line driving condition or a turning driving condition. Furthermore, in step S300, when the vehicle is in a turning driving condition, the vehicle controller and motor control unit can be used to control the speed of the first inner rotor 13 to adjust the speed of the first output terminal, ultimately changing the wheel-side output speed and power of the left wheel 6. Similarly, the speed of the second inner rotor 14 can also be controlled to change, ultimately changing the wheel-side output speed and power of the right wheel 7. For example, the speeds of the first and second inner rotors 13 and 14 can be controlled to change in opposite directions, causing the wheel-side output rotation directions of the left and right wheels 6 and 7 to be opposite, thereby assisting vehicle steering and achieving a smaller turning radius or a pivoting function.

[0053] When the vehicle is traveling in a straight line, meaning that a speed difference between the left and right wheels 6 and 7 is not required, the outer rotor 12 of the motor 1 is in transmission connection with the first and second input terminals of the clutch transmission assembly, respectively. This means that the speed input from the outer rotor 12 to the clutch transmission assembly is the same. Therefore, under the output of the outer rotor 12, the vehicle can maintain normal straight-line travel by simply controlling the first and second inner rotors 13 and 14 to rotate in the same direction and at the same speed. Furthermore, when the vehicle is traveling in a straight line, the first and second inner rotors 13 and 14 can be controlled to rotate in the same direction and at the same speed. While maintaining normal straight-line travel, the speeds of the left and right wheels 6 and 7 can also be increased or decreased simultaneously. In other words, the first and second inner rotors 13 and 14 function as power splitters and speed and torque regulators. This eliminates the need for a differential, as is common in conventional vehicles, to achieve a speed difference between the left and right wheels. Furthermore, the fact that the two inner rotors share a stator 11 offers the advantage of high power density.

[0054] In addition, for ease of explanation, refer to FIG3 , which is a diagram illustrating speed regulation and power splitting of the first inner rotor 13 and the second inner rotor 14 provided in an embodiment of the present application. For ease of explanation, the planetary system on the left in FIG3 is the second planetary gear train 3, and the sun gear, planet carrier, and internal gear in the planetary system on the left correspond to the second sun gear 32, common planet carrier 23, and second ring gear 33 of the second planetary gear train 3; the speed of the sun gear on the left is ω S 、The rotation speed of the planet carrier ω C 、The speed of the internal gear ω R respectively correspond to the rotation speed ω of the second sun gear 32 S , the speed of the common planet carrier 23 ω C , the rotation speed ω of the second ring gear 33 R ; Correspondingly, the right planetary system is the first planetary gear system 2, and the speed of the sun gear on the right is ω S 、The rotation speed of the planet carrier ω C 、The speed of the internal gear ω R Corresponding to the rotation speed ω of the first sun gear 21 S , the speed of the common planet carrier 23 ω C , the rotational speed ω of the first ring gear 22 R In Figure 3 , the first row of graphs represents the vehicle being in power balance, with the three rotating speeds being consistent, i.e., the vehicle being in a straight-line driving condition; the left side of the second row of graphs in Figure 3 represents the rotational speed relationship diagram of the left planetary system connected to the left wheel 6, and the right side of the second row of graphs represents the rotational speed relationship diagram of the right planetary system connected to the right wheel 7. It can be seen that since the first planetary gear system 2 and the second planetary gear system 3 share a common planet carrier 23, the rotational speed ω of the common planet carrier 23 in the two graphs in the second row is the same as the rotational speed ω of the common planet carrier 23. CThe same, the speed of the sun gear of the left planetary system and the right planetary system in the second row ω S are equal, so the speed of the internal gears of the left and right planetary systems is ω R Equal, that is, the vehicle is in a straight-line driving condition at this time.

[0055] 3, the left planetary system (second planetary gear train 3) of the second sun gear 32 of the speed ω S Compared to the speed ω of the first sun gear 21 in the right planetary system (first planetary gear system 2) S Reduced, because the left and right planetary systems share the same planetary carrier, that is, the speed of the planetary carriers of both ω C When the speed of the second sun gear 32 is equal to S Compared with the rotation speed ω of the first sun gear 21 S The reduction will cause the left wheel 6 and the right wheel 7 to have a speed difference Δω R , thus facilitating turning. Since the second sun gear 32 is in transmission connection with the second inner rotor 14, and the first sun gear 21 is in transmission connection with the first inner rotor 13, a speed difference Δω can be generated between the left wheel 6 and the right wheel 7 by changing the speed of the second inner rotor 14 and the speed of the first inner rotor 13. R , so that the drive assembly also has the function of a differential.

[0056] Referring to FIG4 , FIG4 is another diagram illustrating the speed regulation and power splitting of the first inner rotor 13 and the second inner rotor 14 provided in an embodiment of the present application. The left planetary system in FIG4 is the second planetary gear train 3, and the sun gear, planet carrier, and internal gear in the left planetary system correspond to the second sun gear 32, common planet carrier 23, and second ring gear 33 of the second planetary gear train 3; the speed of the left sun gear ω S 、The rotation speed of the planet carrier ω C 、The speed of the internal gear ω R respectively correspond to the rotation speed ω of the second sun gear 32 S , the speed of the common planet carrier 23 ω C , the rotation speed ω of the second ring gear 33 R ; Correspondingly, the right planetary system is the first planetary gear system 2, and the speed of the sun gear on the right is ω S 、The rotation speed of the planet carrier ω C 、The speed of the internal gear ω R Corresponding to the rotation speed ω of the first sun gear 21 S , the speed of the common planet carrier 23 ω C , the rotational speed ω of the first ring gear 22 R4 , the first row of figures shows that the vehicle is in a straight-line driving condition, and the rotational speeds of the three are consistent; the left side of the second row of figures in FIG4 represents the rotational speed relationship diagram of the left planetary system connected to the left wheel 6, and the right side of the second row of figures represents the rotational speed relationship diagram of the right planetary system connected to the right wheel 7. It can be seen that since the first planetary gear system 2 and the second planetary gear system 3 share a common planet carrier 23, the rotational speed ω of the common planet carrier 23 in the two figures in the second row is C The same, the speed of the sun gear of the left planetary system and the right planetary system in the second row ω S are equal, so the speed of the internal gears of the left and right planetary systems is ω R Equal, that is, the vehicle is in a straight-line driving condition at this time.

[0057] 4, the left planetary system (second planetary gear train 3) of the second sun gear 32 of the speed ω S The speed is negative, and the speed ω of the first sun gear 21 in the right planetary system (first planetary gear system 2) is S is positive, and the two turn in opposite directions. Since the left and right planetary systems share the same planetary carrier, the speed of the two planetary carriers is ω C are equal, so that the speed ω output by the second ring gear 33 in the second planetary gear train 3 R The speed ω output by the first ring gear 22 in the first planetary gear train 2 R With a large speed difference Δω R , and at the same time, the wheel side outputs of the left wheel 6 and the right wheel 7 rotate in opposite directions, which can assist the vehicle in steering to achieve a smaller turning radius or in-situ steering function.

[0058] The serial numbers of the embodiments of this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments. The above are only preferred embodiments of this application and do not limit the scope of the patent of this application. Any equivalent structure or equivalent process transformation made by using the contents of the description and drawings of this application, or directly or indirectly applied in other related technical fields, are also included in the scope of patent protection of this application.

Claims

1. A drive assembly, characterized in that: include: The motor comprises a stator with inner and outer coils, an outer rotor rotatably arranged outside the stator, and a first inner rotor and a second inner rotor rotatably arranged inside the stator, wherein the first inner rotor and the second inner rotor are independently arranged. The outer rotor is used as a first power output end of the motor, and the first inner rotor and the second inner rotor are used for generating electricity or as a second power output end of the motor; A clutch transmission group, comprising a first input end, a second input end, a first output end and a second output end; the outer rotor and the first inner rotor are both transmission-connected to the first input end; the outer rotor and the second inner rotor are both transmission-connected to the second input end; wherein the first input end is transmission-coupled to the first output end, and the second input end is transmission-coupled to the second output end; The first output end is used for driving connection with the left wheel, and the second output end is used for driving connection with the right wheel.

2. The drive assembly according to claim 1, characterized in that: The clutch transmission group includes a first planetary gear train and a second planetary gear train; The first planetary gear train includes a first sun gear, a first planetary gear, a first ring gear and a common planet carrier that mesh with each other; The second planetary gear train comprises a second sun gear, a second planetary gear, a second ring gear and a common planet carrier which are meshed with each other, and the first planetary gear train and the second planetary gear train share a common planet carrier; The common planet carrier is drivingly connected to the outer rotor, the first sun gear is drivingly connected to the first inner rotor; the second sun gear is drivingly connected to the second inner rotor; The common planet carrier and the first sun gear are the first input end, and the first ring gear is the first output end; the common planet carrier and the second sun gear are the second input end, and the second ring gear is the second output end.

3. The drive assembly according to claim 2, characterized in that: The stator is a cylindrical stator, and the first sun gear, the second sun gear, the outer rotor, the first inner rotor, and the second inner rotor are all coaxially arranged with the stator; In a first direction, the second planetary gear train, the first planetary gear train, the first inner rotor, and the second inner rotor are arranged in sequence; wherein the first direction is along the central axis direction of the stator.

4. The drive assembly according to claim 3, characterized in that: The first inner rotor has a first hollow cylindrical structure on a side facing away from the second inner rotor, and is used as an output shaft of the first inner rotor; The first sun gear has a second hollow cylindrical structure on a side facing away from the second sun gear, which is used as an input shaft of the first sun gear; The first cylindrical structure and the second cylindrical structure are transmission connected. In the first direction, the output shaft of the second inner rotor can pass through the first cylindrical structure and the second cylindrical structure in sequence and then be transmission connected to the input shaft of the second sun gear.

5. The drive assembly according to claim 3, characterized in that: The drive assembly further includes a first rotation actuator and a second rotation actuator, wherein the first rotation actuator includes a first transmission shaft and a first transmission gear; the second rotation actuator includes a second transmission shaft and a second transmission gear; The input end and the output end of the first transmission shaft are respectively connected to the output end of the first gear ring and the input end of the first transmission gear, and the output end of the first transmission gear is connected to the input end of the left wheel to drive the left wheel to turn. The input end and the output end of the second transmission shaft are respectively connected to the output end of the second ring gear and the input end of the second transmission gear, and the output end of the second transmission gear is connected to the input end of the right wheel for driving the right wheel to steer.

6. The drive assembly according to claim 3, characterized in that: The orthographic projections of the first inner rotor and the second inner rotor on the inner wall of the stator at a side facing away from the outer rotor both fall on the stator.

7. The drive assembly according to claim 3, characterized in that: The first gear ring and the second gear ring are coaxially arranged, and the radial sizes of the first gear ring and the second gear ring are equal.

8. The drive assembly according to claim 3, characterized in that: The driving assembly further includes an outer shell, and the clutch transmission group and the motor are integrated in the outer shell.

9. A vehicle, characterized in that: include: Car body; The drive assembly according to any one of claims 1 to 7; A left wheel and a right wheel are arranged below the vehicle body, the left wheel is drivingly connected to the first output end, and the right wheel is connected to the second output end; The vehicle controller is used to control the response action of the motor.

10. A control method, using the drive assembly according to any one of claims 1 to 7, characterized in that: The control method comprises: Acquire current vehicle driving parameters, where the driving parameters at least include turning radii of the left wheel and the right wheel; Determining a current driving condition of the vehicle according to the current driving parameter, wherein the current driving condition includes a straight-line driving condition and a turning driving condition; When the vehicle is in the turning driving condition, controlling the first inner rotor to output a first preset speed and controlling the second inner rotor to output a second preset speed, so that the left wheel and the right wheel meet the speed difference required for the vehicle to turn; When the vehicle is in the straight-line driving condition, the first inner rotor and the second inner rotor are controlled to have the same direction of rotation and the same rotational speed.

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