Distributed dual-drive powertrain for high-power wheeled armored vehicle

Abstract

A distributed dual-drive powertrain for a high-power wheeled armored vehicle, comprising: a left electric drive assembly (1), a right electric drive assembly (2), and a bidirectional locking controllable clutch device (3), wherein the right side of the left electric drive assembly (1) is fixedly connected to the left side of the bidirectional locking controllable clutch device (3), and the left side of the right electric drive assembly (2) is fixedly connected to the right side of the bidirectional locking controllable clutch device (3). The left electric drive assembly (1) and the right electric drive assembly (2) have the same structure, size and function, and are in mirror-symmetric arrangement.

Description

A distributed dual-drive powertrain for high-power wheeled armored vehicles Technical Field

[0001] This invention belongs to the field of vehicle transmission system technology and relates to a distributed dual-drive power assembly for a high-power wheeled armored vehicle. Background Technology

[0002] In the power transmission scheme of electric drive systems for wheeled armored vehicles, the miniaturization, lightweight integration, high speed, high power density, high efficiency, and low loss of electric drive assemblies have become future development trends. In the field of high-power wheeled armored vehicles, there are various distributed electric drive schemes used at the wheel-side, which typically include drive motor 01, drive motor 02, gear set 03, gear set 04, housing 05, output device 08, etc.

[0003] Combining Figures 1 and 2, the high-power electric drive system employs a distributed dual-motor configuration (1 and 2), with the dual motors arranged separately (as shown in Figure 2) and centrally (as shown in Figure 1). Figure 2 shows a lower integration level, resulting in greater weight and a larger footprint in the vehicle's longitudinal and axial dimensions, which is detrimental to the overall layout of the high-power wheeled vehicle and its superstructure. While the centralized layout in Figure 1 offers better integration than Figure 2, the lack of integration between motors 01 and 02 and gear sets 03 and 04 results in a larger footprint both laterally and longitudinally.

[0004] As shown in Figures 1 and 2, when the vehicle is towed or the wheels are follower wheels, the drive motors 01 and 02 will still be towed in the opposite direction, resulting in power loss of the drive motors. This cannot meet the future requirements for efficient drive. Therefore, the background technical solution cannot meet the requirements of wheeled armored vehicles for highly integrated lightweight, high power density and high-efficiency energy management. Summary of the Invention

[0005] (I) Purpose of the Invention

[0006] The purpose of this invention is to provide a compact, integrated, low-loss, and high-efficiency electric drive power device for high-power wheeled armored vehicles. This device integrates a planetary reduction gear, a two-way lock-up controllable clutch, and an output device on a dual-motor coaxial axis, forming a highly efficient, high-power-density, lightweight, and miniaturized electric drive power device.

[0007] (II) Technical Solution

[0008] To solve the above-mentioned technical problems, the present invention provides a distributed dual-drive power assembly for a high-power wheeled armored vehicle, which includes: a left electric drive assembly 1, a right electric drive assembly 2, and a two-way locking controllable clutch device 3. The right side of the left electric drive assembly 1 is fixedly connected to the left side of the two-way locking controllable clutch device 3, and the left side of the right electric drive assembly 2 is fixedly connected to the right side of the two-way locking controllable clutch device 3. The left electric drive assembly 1 and the right electric drive assembly 2 have the same structure, size, and function and are arranged in a mirror image.

[0009] The left electric drive assembly 1 includes a left drive motor 4, a left reduction gear 5, and a left output device 6 connected in sequence. The left reduction gear 5 is a planetary gear reducer assembly, which is a single planetary gear or a planetary gear in the form of an NW structure. The left output device 6 outputs the power generated by the left drive motor 4 to the wheel-side drive.

[0010] The left drive motor 4 is a synchronous permanent magnet internal rotor motor, including a housing 7, a stator 8, a rotor 9, a shaft 10, a left end cover 11, a right end cover 12, bearings 13 and 14, and an oil seal 15. The outer diameter of the stator 8 is interference-fitted with the inner hole of the motor housing 7. The rotor 9 is electromagnetically connected to the stator 8 via an air gap. The shaft 10 is fixedly connected to the rotor 9. The right end of the shaft 10 is provided with a spline as the power input for the left reduction device 5. The left end cover 11 is fixedly connected to the motor housing 7. The outer ring of the bearing 13 is transition-fitted with the inner hole of the left end cover 11 and is supported on the left end of the shaft 10 via an interference fit. The outer ring of the bearing 14 is transition-fitted with the inner hole of the right end cover 12 and is supported on the right end of the shaft 10 via an interference fit. The left end cover 11, the right end cover 12, and the shaft 10 are sealed by the oil seal 15.

[0011] The left reduction gear 5 includes a sun gear 16, a planetary set 17, a frame 18, a bearing 19, a bearing 20, and a bearing housing 21. The sun gear 16 is splinedly connected to the drive motor shaft 10. The planetary set 17 meshes with the sun gear 16. The bearing housing 21 is fixedly connected to the right end cover 12. The inner hole is transitionally connected to the bearing 19. The outer circle of the bearing 19 is interference-fitted and supported on the left outer circle of the frame 18. The inner ring of the bearing 20 is interference-fitted and supported on the right outer circle of the frame 18.

[0012] The left-side output device 6 includes a left half-shaft output flange 22, a left bearing seat 23, a bearing 24, a locking nut 25 and a locking washer 26, an oil seal seat 27, and an oil seal 28. The right end of the left half-shaft output flange 22 is splinedly connected to the frame 18 of the left reduction gear 5. The left half-shaft output flange 22 is supported on the bearing seat 23 by cooperating with the bearing 24. The right side of the left end of the left half-shaft output flange 22 is fixedly connected to the inner ring of the bearing 24 by the locking nut 25 and the locking washer 26. The outer ring of the bearing 24 is cooperating with the left bearing seat 23. The left end face of the bearing 24 is in contact with the right end face of the oil seal seat 27. The oil seal seat 27 is fixedly connected to the left bearing seat 23. The oil seal 28 is cooperating with the inner hole of the oil seal seat 27 and the shaft part of the left half-shaft output flange 22 to seal the oil.

[0013] The right electric drive assembly 2 includes a right drive motor 47, a right reduction gear 48, and a right output device 49, and its structure, principle, and connection method are the same as those of the left electric drive assembly 1.

[0014] The bidirectional locking controllable clutch device 3 is coaxially arranged with the left electric drive assembly 1 and the right electric drive assembly 2, and includes a left controllable clutch assembly 29 and a right controllable clutch assembly 30. The left controllable clutch assembly 29 and the right controllable clutch assembly 30 are arranged in a mirror symmetrical manner and are fixedly connected by bolts 31.

[0015] The left controllable clutch assembly 29 includes a left side housing 32, a left fixed support 33, a left rotating disk 34, a left moving disk 35, a left brake friction pad assembly 36, a composite gear ring 37, a spring 38, a retaining ring 39, a small steel ball 40, and a large steel ball 41. The inner hole of the left side housing 32, the outer circle of the composite gear ring 37, the inner and outer circles of the left brake friction pad assembly 36, and the outer circle of the left moving disk 35 are all provided with teeth and grooves. The teeth on the outer circle of the left brake friction pad assembly 36 mesh with the grooves in the inner hole of the left side housing 32. Axial movement occurs, with the left end face of the left brake friction pad assembly 36 fitting against the inner end face of the left housing 32; the teeth of the outer circle of the composite gear ring 37 mesh with the grooves of the inner hole of the left brake friction pad assembly 36, and the composite gear ring 37 meshes with the planetary assembly 17; the left rotating disk 34 is provided with a handle 42, which is used to operate the left rotating disk 34 to rotate at a set angle; the outer circle of the left rotating disk 34 is clearance-fitted with the inner hole of the left housing 32, and the inner hole of the left rotating disk 34 is clearance-fitted with the outer circle of the left fixed support 33. The inner hole on the right side of the left rotating disk 34 forms an annular groove with the outer circle of the left fixed support 33, where several small steel balls 40 are placed in rolling engagement. Several inclined grooves 43 are provided at the left end of the left rotating disk 34, and an inclined groove 44 is provided at the right end of the left moving disk 35. These inclined grooves have the same structure, position, and number as the inclined grooves 43 of the left rotating disk 34. Large steel balls 41 are in rolling engagement with the inclined grooves 43 of the left rotating disk 34 and the inclined grooves 44 of the left moving disk 35. The teeth on the outer circle of the left moving disk 35 mesh with the grooves of the left side housing 32. The lower end face of the movable disk 35 is provided with several columnar protrusions 45. There is a gap between the right side of the lower end face of the left movable disk 35 and the left side of the end face of the left fixed support 33. The left fixed support 33 is provided with the same number of stepped grooves 46 as the columnar protrusions 45 of the left movable disk 35. The columnar protrusions 45 of the left movable disk 35 pass through the stepped grooves 46 of the left fixed support 33 with a clearance fit. The same number of springs 38 as the columnar protrusions 45 are placed in the stepped grooves 46 and are axially limited and connected to the columnar protrusions 45 by retaining rings 39.

[0016] Among them, the left controllable clutch assembly 29 and the right controllable clutch assembly 30 in the bidirectional locking controllable clutch device 3 are independently controllable, and the structure of the right controllable clutch assembly 30 is the same as that of the left controllable clutch assembly 29.

[0017] When the left controllable clutch assembly 29 is working, the push lever 42 causes the left rotating disk 34 to rotate along the raceway formed with the steel ball 40 and the left fixed support 33. The rotation of the left rotating disk 34 drives the steel ball 41 to roll from the center end to the small end along the groove 43. The steel ball 41 also rolls from the center end to the small end along the groove 44 of the left moving disk 35. At this time, overcoming the force of the spring 38, the left moving disk 35 moves to the left along the meshing axis of the tooth groove of the left housing 32, pushing the left brake friction pad assembly 36 to compress the gap, so that the friction pads are in full contact. At this time, the composite gear ring 37 meshes with the tooth groove of the housing 32, and the composite gear ring 37 is in the braking state.

[0018] The left drive motor 4 provides driving force and inputs the power to the sun gear 16 through the spline of the rotating shaft 10. Since the compound gear ring 37 is in a braking state at this time, the power is output through the frame 18. The frame 18 outputs the power to the left half shaft output flange 22 through the spline connection. The left half shaft output flange 22 is connected to the wheel side device, and finally drives the wheel to rotate.

[0019] When the lever 42 is in its original state, that is, when the lever 42 is not pushed, it is reset by the spring 38, the left brake friction pad assembly 36 moves axially to the right, the steel ball 41 is located at the center end of the groove of the left rotating disk 34 and the left moving disk 35, and the compound gear ring 37 is in a free state; when the left drive motor 4 provides driving force, the frame 18 has no power output, the left half shaft output flange 22 has no power output, and the wheel is in a follow-up state.

[0020] (III) Beneficial Effects

[0021] The high-power wheeled armored vehicle distributed dual-drive powertrain provided by the above technical solution integrates a planetary reduction gear, a two-way lock-up controllable clutch, and an output device on a coaxial axis with dual motors, forming a highly efficient, high-power-density, lightweight, and compact electric drive power unit. This electric drive power unit adopts a coaxial integrated configuration that integrates driving, deceleration, and one-way clutch braking, making the structure more compact and the power transmission route simpler. Due to the integration of the two-way lock-up controllable clutch, the power loss of the vehicle can be reduced when the vehicle drive mode is changed (e.g., from 8×8 to 6×6 or 4×4) or when the vehicle is towed. It can also cut off the power at any time when a drive wheel fails, thereby improving the service life of the electric drive power unit and enhancing the efficiency of the entire electric transmission system. Attached Figure Description

[0022] Figure 1 and Figure 2 are schematic diagrams of two distributed electric drive schemes in the prior art.

[0023] Figure 3 is a simplified diagram of the high-power distributed dual-drive powertrain according to an embodiment of the present invention.

[0024] Figure 4 is a cross-sectional view of the high-power distributed dual-drive powertrain structure according to an embodiment of the present invention.

[0025] Figure 5 is a cross-sectional view of the bidirectional locking controllable clutch device according to an embodiment of the present invention.

[0026] Figure 6 is a partial cross-sectional view of the movable disk in an embodiment of the present invention.

[0027] Figure 7 is a partial cross-sectional view of the rotating disk in an embodiment of the present invention. Detailed Implementation

[0028] To make the objectives, contents, and advantages of the present invention clearer, the specific embodiments of the present invention will be described in further detail below with reference to the accompanying drawings and examples.

[0029] Referring to Figures 3 to 7, this embodiment provides a high-power-density distributed electric drive device for high-power wheeled armored vehicles. It adopts a coaxial configuration integrating drive and deceleration to form a highly efficient electric drive device with the shortest power transmission path.

[0030] This embodiment of the high-power wheeled armored vehicle distributed dual-drive power assembly includes a left electric drive assembly 1, a right electric drive assembly 2, and a two-way locking controllable clutch device 3. The right side of the left electric drive assembly 1 is fixedly connected to the left side of the two-way locking controllable clutch device 3, and the left side of the right electric drive assembly 2 is fixedly connected to the right side of the two-way locking controllable clutch device 3. The left electric drive assembly 1 and the right electric drive assembly 2 have the same structure, size, and function, and are arranged in a mirror image.

[0031] This embodiment adopts a coaxial integrated configuration that integrates drive, deceleration, and one-way clutch braking, resulting in a more compact structure and a simpler power transmission route. Due to the integrated two-way lock-up controllable clutch, power loss can be reduced during vehicle drive mode switching or towing, and power can be cut off at any time in case of a drive wheel failure, thus extending the service life of the electric drive unit and improving the efficiency of the entire electric drive system.

[0032] The left electric drive assembly 1 includes a left drive motor 4, a left reduction gear 5, and a left output device 6 connected in sequence. The left reduction gear 5 is a planetary gear reducer assembly, which is a single planetary gear or a planetary gear in the form of an NW structure. The left output device 6 outputs the power generated by the left drive motor 4 to the wheel-side drive.

[0033] The left drive motor 4 is a synchronous permanent magnet internal rotor motor, consisting of a housing 7, a stator 8, a rotor 9, a shaft 10, a left end cover 11, a right end cover 12, bearings 13 and 14, and an oil seal 15. The outer diameter of the stator 8 is interference-fitted with the inner hole of the motor housing 7. The rotor 9 is electromagnetically connected to the stator 8 via an air gap. The shaft 10 is fixedly connected to the rotor 9. A spline is provided on the right end of the shaft 10 as the power input for the left reduction device 5. The left end cover 11 is fixedly connected to the motor housing 7. The outer ring of the bearing 13 is transition-fitted with the inner hole of the left end cover 11 and is supported on the left end of the shaft 10 via an interference fit. The outer ring of the bearing 14 is transition-fitted with the inner hole of the right end cover 12 and is supported on the right end of the shaft 10 via an interference fit. The left end cover 11, the right end cover 12, and the shaft 10 are sealed by the oil seal 15.

[0034] The left reduction gear 5 comprises a sun gear 16, a planetary set 17, a frame 18, a bearing 19, a bearing 20, and a bearing housing 21. The sun gear 16 is splinedly connected to the drive motor shaft 10, the planetary set 17 meshes with the sun gear 16, the bearing housing 21 is fixedly connected to the right end cover 12, the inner hole is transitionally connected to the bearing 19, the outer circle of the bearing 19 is interference-fitted and supported on the left outer circle of the frame 18, and the inner ring of the bearing 20 is interference-fitted and supported on the right outer circle of the frame 18.

[0035] The left output device 6 comprises a left half-shaft output flange 22, a left bearing seat 23, a bearing 24, a locking nut 25, a locking washer 26, an oil seal seat 27, and an oil seal 28.

[0036] The right end of the left half-shaft output flange 22 in the left output device 6 is splinedly connected to the frame 18 of the left reduction device 5. The left half-shaft output flange 22 is supported on the bearing seat 23 by cooperating with the bearing 24. The right side of the left end of the left half-shaft output flange 22 is fixedly connected to the inner ring of the bearing 24 and the left half-shaft output flange 22 by locking nut 25 and locking washer 26. The outer ring of the bearing 24 is cooperating with the left bearing seat 23. The left end face of the bearing 24 is in contact with the right end face of the oil seal seat 27, maintaining a gap of 0.10~0.20. The oil seal seat 27 is fixedly connected to the left bearing seat 23. The oil seal 28 is respectively cooperating with the inner hole of the oil seal seat 27 and the shaft part of the left half-shaft output flange 22 to seal the oil.

[0037] The right electric drive assembly 2 includes a right drive motor 47, a right reduction gear 48, and a right output device 49. Its structure, principle, and connection method are the same as those of the left electric drive assembly 1.

[0038] The bidirectional lock-up controllable clutch device 3 has the function of outputting steady-state driving conditions and optimizing driving conditions. It is coaxially arranged with the left electric drive assembly 1 and the right electric drive assembly 2, and includes a left controllable clutch assembly 29 and a right controllable clutch assembly 30. The left controllable clutch assembly 29 and the right controllable clutch assembly 30 are arranged in a mirror-symmetrical manner and are fixedly connected by bolts 31.

[0039] As shown in Figures 3 and 4, the left controllable clutch assembly 29 comprises a left side housing 32, a left fixed support 33, a left rotating disk 34, a left moving disk 35, a left brake friction pad assembly 36, a composite gear ring 37, a spring 38, a retaining ring 39, a small steel ball 40, and a large steel ball 41. The inner hole of the left side housing 32, the outer circle of the composite gear ring 37, the inner and outer circles of the left brake friction pad assembly 36, and the outer circle of the left moving disk 35 are all provided with teeth (grooves). The teeth on the outer circle of the left brake friction pad assembly 36 mesh with the grooves in the inner hole of the left side housing 32 and can move axially. The left end face of the left brake friction pad assembly 36 is in contact with the end face of the inner hole of the left side housing 32. The teeth on the outer circle of the composite gear ring 37 mesh with the grooves in the inner hole of the left brake friction pad assembly 36, and the composite gear ring 37 is meshed with the planetary assembly 17.

[0040] As shown in Figures 5, 6, and 7, the left rotating disk 34 is equipped with a handle 42, which is used to rotate the left rotating disk 34 by a certain angle. The operation can be hydraulic, electric, or mechanical. The outer circle of the left rotating disk 34 is clearance-fitted with the inner hole of the left side housing 32, and the inner hole of the left rotating disk 34 is clearance-fitted with the outer circle of the left fixed support 33. The inner hole of the right side of the left rotating disk 34 and the outer circle of the left fixed support 33 form an annular groove in which several small steel balls 40 are placed for rolling engagement. The left end of the left rotating disk 34 is provided with several inclined grooves 43, and the right end of the left moving disk 35 is provided with an inclined groove 44. This inclined groove has the same structure, position, and number as the inclined grooves 43 of the left rotating disk 34. The large steel balls 41 are in rolling engagement with the inclined grooves 43 of the left rotating disk 34 and the inclined grooves 44 of the left moving disk 35. The teeth on the outer circle of the left moving disk 35 mesh with the grooves of the left side housing 32. The lower end face of the left movable disk 35 is provided with several columnar protrusions 45. The right side of the lower end face of the left movable disk 35 and the left side of the end face of the left fixed support 33 are left with a gap of no more than 1 mm. The left fixed support 33 is provided with the same number of stepped grooves 46 as the columnar protrusions 45 of the left movable disk 35. The columnar protrusions 45 of the left movable disk 35 pass through the stepped grooves 46 of the left fixed support 33 with a clearance fit. The same number of springs 38 as the columnar protrusions 45 are placed in the stepped grooves 46 and are axially limited and connected to the columnar protrusions 45 by retaining rings 39.

[0041] The left controllable clutch assembly 29 and the right controllable clutch assembly 30 in the bidirectional locking controllable clutch device 3 are independently controllable and do not interfere with each other. The composition, function, principle and connection of the left controllable clutch assembly 29 are described in the same way as the right controllable clutch assembly 30.

[0042] The working principle of the left-hand controllable clutch assembly 29 is as follows:

[0043] By operating the lever 42, the left rotating disk 34 rotates along the raceway formed by the steel ball 40 and the left fixed support 33. The rotation of the left rotating disk 34 drives the steel ball 41 to roll from the center end to the small end along the groove 43. The steel ball 41 also rolls from the center end to the small end along the groove 44 of the left moving disk 35. At this time, overcoming the force of the spring 38, the left moving disk 35 moves to the left along the meshing axis of the tooth groove of the left housing 32, pushing the left brake friction pad assembly 36 to compress the gap, so that the friction pads are in full contact. At this time, the compound gear ring 37 meshes with the tooth groove of the housing 32, and the compound gear ring 37 is in the braking state.

[0044] Power transmission: The left drive motor 4 provides driving force and inputs the power to the sun gear 16 through the spline of the rotating shaft 10. Since the compound gear ring 37 is in a braking state at this time, the power is output through the frame 18. The frame 18 outputs the power to the left half shaft output flange 22 through the spline connection. The left half shaft output flange 22 is connected to the wheel side device, and finally drives the wheel to rotate.

[0045] When the lever 42 is in its original state (i.e., not pushing the lever), it is reset by the spring 38, and the left brake friction pad assembly 36 moves axially to the right. The steel ball 41 is located at the center end of the groove of the left rotating disk 34 and the left moving disk 35. At this time, the compound gear ring 37 is in a free state. When the left drive motor 4 provides driving force, the frame 18 has no power output, the left half-shaft output flange 22 has no power output, and the wheels are in a follow-up state. Similarly, in this state, if the left drive motor 4 does not provide driving force, and the wheels are in a follow-up state, there will be no energy recovery when braking the tires, but this also reduces the power loss of the drive motor.

[0046] The control lever 42 can be operated hydraulically, electrically, or mechanically, which is not within the scope of this invention.

[0047] The operating conditions of the distributed dual-drive powertrain after installation in the vehicle are described in this embodiment as follows:

[0048] Operating Condition 1: Steady-state driving condition

[0049] At this time, it is a dual-side drive mode - the left electric drive assembly 1 and the right electric drive assembly 2 are driven at the same time, and the power can be stably output to the wheel side drive. At this time, the two-way locking controllable clutch is in a two-way (left and right) braking state, and the compound gear ring is in a locked state with the two-way locking controllable clutch.

[0050] This operating condition is applicable to any road surface, including high-speed driving, low-speed climbing, obstacle crossing, and off-road muddy roads, providing driving force to the wheel-side drive of the entire vehicle.

[0051] Operating Condition 2: Specific Driving Conditions

[0052] At this time, the dual-side non-drive condition is in which the left electric drive assembly 1 and the right electric drive assembly 2 have no power output. At this time, the bidirectional locking controllable clutch device is in a free state (there is no braking state on the left and right sides), and the compound gear ring is in a free state.

[0053] This operating condition is used for vehicle trailers or when one of the axles is a non-drive axle, i.e., the wheel-side transmission is a follower wheel.

[0054] Operating Condition 3: Small Radius Turning or Center Turning Driving Condition

[0055] At this time, it is a single-side drive condition - the left electric drive assembly 1 and the right electric drive assembly 2 only output power to the wheel-side drive on one side as required, and the other side has no power output to the wheel-side drive. At this time, the two-way locking controllable clutch is in a one-way (left or right) braking state, and the compound gear ring is in a one-way (left or right) locking state with the two-way locking controllable clutch.

[0056] This condition can be used when the vehicle is turning at a small radius or center, and one of the tires needs to be a follow-up wheel or in a braking state.

[0057] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the technical principles of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A distributed dual-drive powertrain for a high-power wheeled armored vehicle, characterized in that, include: The left electric drive assembly (1), the right electric drive assembly (2), and the bidirectional lock-up controllable clutch device (3) are fixedly connected. The right side of the left electric drive assembly (1) is fixedly connected to the left side of the bidirectional lock-up controllable clutch device (3), and the left side of the right electric drive assembly (2) is fixedly connected to the right side of the bidirectional lock-up controllable clutch device (3). The left electric drive assembly (1) and the right electric drive assembly (2) have the same structure, size, and function and are arranged in a mirror image.

2. The high-power wheeled armored vehicle distributed dual-drive powertrain as described in claim 1, characterized in that, The left electric drive assembly (1) includes a left drive motor (4), a left reduction gear (5), and a left output device (6) connected in sequence. The left reduction gear (5) is a planetary gear reducer assembly, which is a single planetary gear or a planetary gear in the form of an NW structure. The left output device (6) outputs the power generated by the left drive motor (4) to the wheel-side drive.

3. The high-power wheeled armored vehicle distributed dual-drive powertrain as described in claim 2, characterized in that, The left drive motor (4) is a synchronous permanent magnet internal rotor motor, including a housing (7), a stator (8), a rotor (9), a shaft (10), a left end cover (11), a right end cover (12), a bearing (13), a bearing (14), and an oil seal (15). The outer diameter of the stator (8) is interference-fitted with the inner hole of the motor housing (7). The rotor (9) is electromagnetically connected to the stator (8) through an air gap. The shaft (10) is fixedly connected to the rotor (9). The right end of the shaft (10) is provided with a perforated surface. The key serves as the power input for the left deceleration device (5). The left end cover (11) is fixedly connected to the motor housing (7). The outer ring of the bearing (13) is connected to the inner hole of the left end cover (11) with a transition fit and is supported on the left end of the rotating shaft (10) with an interference fit. The outer ring of the bearing (14) is connected to the inner hole of the right end cover (12) with a transition fit and is supported on the right end of the rotating shaft (10) with an interference fit. The left end cover (11), the right end cover (12) and the rotating shaft (10) are sealed by an oil seal (15).

4. The high-power wheeled armored vehicle distributed dual-drive powertrain as described in claim 3, characterized in that, The left reduction gear (5) includes a sun gear (16), a planetary gear set (17), a frame (18), a bearing (19), a bearing (20), and a bearing housing (21). The sun gear (16) is splinedly connected to the drive motor shaft (10). The planetary gear set (17) meshes with the sun gear (16). The bearing housing (21) is fixedly connected to the right end cover (12). The inner hole is transitionally connected to the bearing (19). The outer circle of the bearing (19) is interference-fitted and supported on the left outer circle of the frame (18). The inner ring of the bearing (20) is interference-fitted and supported on the right outer circle of the frame (18).

5. The high-power wheeled armored vehicle distributed dual-drive powertrain as described in claim 4, characterized in that, The left output device (6) includes a left half-shaft output flange (22), a left bearing seat (23), a bearing (24), a locking nut (25), a locking washer (26), an oil seal seat (27), and an oil seal (28); the right end of the left half-shaft output flange (22) in the left output device (6) is splinedly connected to the frame (18) of the left reduction device (5); the left half-shaft output flange (22) is supported on the bearing seat (23) by cooperating with the bearing (24), and the left half-shaft output flange (25) is supported on the bearing seat (26). 2) The inner ring of the bearing (24) is fixedly connected to the output flange (22) of the left half shaft by the locking nut (25) and locking washer (26) on the right side of the left end. The outer ring of the bearing (24) is connected to the left bearing seat (23). The left end face of the bearing (24) is in contact with the right end face of the oil seal seat (27). The oil seal seat (27) is fixedly connected to the left bearing seat (23). The oil seal (28) is connected to the inner hole of the oil seal seat (27) and the shaft of the output flange (22) of the left half shaft to seal the oil.

6. The high-power wheeled armored vehicle distributed dual-drive powertrain as described in claim 5, characterized in that, The right electric drive assembly (2) includes a right drive motor (47), a right reduction gear (48), and a right output device (49), and its structure, principle, and connection method are the same as those of the left electric drive assembly (1).

7. The high-power wheeled armored vehicle distributed dual-drive powertrain as described in claim 6, characterized in that, The bidirectional locking controllable clutch device (3) is coaxially arranged with the left electric drive assembly (1) and the right electric drive assembly (2), including the left controllable clutch assembly (29) and the right controllable clutch assembly (30). The left controllable clutch assembly (29) and the right controllable clutch assembly (30) are arranged in a mirror symmetrical manner and are fixedly connected by bolts (31).

8. The high-power wheeled armored vehicle distributed dual-drive powertrain as described in claim 7, characterized in that, The left controllable clutch assembly (29) includes a left housing (32), a left fixed support (33), a left rotating disk (34), a left moving disk (35), a left brake friction pad assembly (36), a composite gear ring (37), a spring (38), a retaining ring (39), a small steel ball (40), and a large steel ball (41). The inner hole of the left housing (32), the outer circle of the composite gear ring (37), the inner and outer circles of the left brake friction pad assembly (36), and the outer circle of the left moving disk (35) are all provided with teeth and grooves. The teeth on the outer circle of the left brake friction pad assembly (36) mesh with the grooves in the inner hole of the left housing (32). Axial movement occurs, with the left end face of the left brake friction pad assembly (36) fitting against the inner end face of the left housing (32); the teeth of the outer circle of the composite gear ring (37) mesh with the groove of the inner hole of the left brake friction pad assembly (36), and the composite gear ring (37) meshes with the planetary assembly (17); the left rotating disk (34) is provided with a handle (42), which is used to operate the left rotating disk (34) to rotate at a set angle; the outer circle of the left rotating disk (34) is clearance-fitted with the inner hole of the left housing (32), and the inner hole of the left rotating disk (34) is clearance-fitted with the outer circle of the left fixed support (33), and the left rotation... The inner hole on the right side of the moving disk (34) forms an annular groove with the outer circle of the left fixed support (33) to hold several small steel balls (40) for rolling engagement; the left end of the left rotating disk (34) is provided with several inclined grooves (43), and the right end of the left moving disk (35) is provided with an inclined groove (44). This inclined groove has the same structure, position and number as the inclined groove (43) of the left rotating disk (34). The large steel ball (41) rolls with the inclined groove (43) of the left rotating disk (34) and the inclined groove (44) of the left moving disk (35); the teeth on the outer circle of the left moving disk (35) mesh with the groove of the left side shell (32). (35) The lower end face is provided with several columnar protrusions (45). There is a gap between the right side of the lower end face of the left moving disk (35) and the left side of the end face of the left fixed support (33). The left fixed support (33) is provided with the same number of stepped grooves (46) as the columnar protrusions (45) of the left moving disk (35). The columnar protrusions (45) of the left moving disk (35) pass through the stepped grooves (46) of the left fixed support (33) with a gap fit. The same number of springs (38) as the columnar protrusions (45) are placed in the stepped grooves (46) and are axially limited and connected to the columnar protrusions (45) through the retaining rings (39).

9. The high-power wheeled armored vehicle distributed dual-drive powertrain as described in claim 8, characterized in that, The left controllable clutch assembly (29) and the right controllable clutch assembly (30) in the two-way locking controllable clutch device (3) are independently controllable, and the structure of the right controllable clutch assembly (30) is the same as that of the left controllable clutch assembly (29).

10. The high-power wheeled armored vehicle distributed dual-drive powertrain as described in claim 9, characterized in that, When the left controllable clutch assembly (29) is working, push the lever (42), and the left rotating disk (34) rotates along the raceway formed with the steel ball (40) and the left fixed support (33). The rotation of the left rotating disk (34) drives the steel ball (41) to roll from the center end to the small end along the groove (43). The steel ball (41) also rolls from the center end to the small end along the inclined groove (44) of the left moving disk (35). At this time, overcoming the force of the spring (38), the left moving disk (35) moves to the left along the meshing axis of the tooth groove of the left housing (32), pushing the left brake friction pad assembly (36) to compress the gap, so that the friction pads are in full contact. At this time, the compound gear ring (37) meshes with the tooth groove of the housing (32), and the compound gear ring (37) is in the braking state. The left drive motor (4) provides driving force and inputs power to the sun gear (16) through the spline of the rotating shaft (10). Since the compound gear ring (37) is in a braking state at this time, the power is output through the frame (18). The frame (18) outputs the power to the left half shaft output flange (22) through the spline connection. The left half shaft output flange (22) is connected to the wheel side device, and finally drives the wheel to rotate. When the handle (42) is in its original state, that is, when the handle (42) is not pushed, it is reset by the spring (38), the left brake friction pad assembly (36) moves axially to the right, the steel ball (41) is located at the center end of the groove of the left rotating disk (34) and the left moving disk (35), and the compound gear ring (37) is in a free state; when the left drive motor (4) provides driving force, the frame (18) has no power output, the left half shaft output flange (22) has no power output, and the wheel is in a follow-up state.

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