Hub motor two-gear speed control system of integrated multiplex electronic mechanical brake

Abstract

The invention discloses a hub motor two-gear speed control system of an integrated multiplexing electronic mechanical brake. The hub motor two-gear speed control system is mainly composed of a driving motor, a central supporting shaft, a speed change planetary gear train, a speed reduction gear train, a controllable one-way clutch, the electronic mechanical brake, a hub and the like. An inner ring and an outer ring of the controllable one-way clutch are respectively connected with the central support shaft and the first sun gear; a planet carrier of the variable-speed planetary gear train is connected with the torque output frame; a sun gear of the variable-speed planetary gear train is connected with the hub; the torque output frame is in spline connection with the pressure plate; the pressing disc can axially move to press the hub under the action of a pressing executing mechanism of the electronic mechanical brake, and mutual contact sliding friction connection is achieved through the friction lining. According to the hub motor two-gear transmission, nine different working states of first-gear driving, second-gear driving, neutral gear, reversing, first-gear pure electric braking, second-gear pure electric braking, first-gear mechanical braking, first-gear composite braking and parking braking can be achieved by controlling the electronic mechanical brake and the controllable one-way clutch.

Description

Technical Field

[0001] The invention belongs to the field of electric vehicle transmission, and in particular relates to a highly integrated hub motor two-speed transmission system with integrated multiplexed electronic mechanical brakes. Background Art

[0002] In recent years, with the development of electrification in the automotive industry, electric vehicles with advantages such as low emissions, low energy consumption, and high performance have gradually become one of the future development directions of automobiles. At present, the electric vehicle drive system is mainly matched with a single-speed ratio reducer, which has the advantages of simple structure and low cost. However, the single-speed ratio reducer also limits the frequency of use of the motor's high efficiency range, and in order to meet the high performance requirements of electric vehicles, it is often necessary to match a drive motor with a larger peak torque, which will make the weight and size of the motor too large. In order to solve the above problems, some scholars and companies have proposed a two-speed transmission for electric vehicles, which can effectively improve the power and economy of electric vehicles and reduce the size and weight of the motor.

[0003] On the other hand, the automotive distributed drive system represented by the hub motor drive system can effectively improve the vehicle's handling, stability and economy through torque optimization distribution, and has attracted the attention of many scholars and enterprises.

[0004] At the same time, electronic mechanical brakes can effectively improve the vehicle's braking response speed and control accuracy, and improve the vehicle's braking energy recovery rate. Therefore, they have received great attention from relevant companies and scholars in recent years.

[0005] In order to effectively combine the advantages of the two-speed transmission and the wheel hub motor, and effectively integrate the wheel hub motor, the two-speed transmission and the electronic mechanical brake, the purpose of multiplexing the actuator is achieved. The present invention proposes a new type of wheel hub motor two-speed transmission system with integrated multiplexing electronic mechanical brake. It is mainly composed of a drive motor, a reduction gear train, a speed-changing planetary gear train, a controllable one-way clutch, an electronic mechanical brake, etc., and can realize nine different working states: first gear drive, second gear drive, neutral gear, reverse, first gear pure electric braking, second gear pure electric braking, first gear mechanical braking, first gear compound braking, and parking brake. Summary of the invention

[0006] The present invention provides a two-speed transmission system for a hub motor with an integrated multiplexed electronic mechanical brake, which can realize nine different working states: first-gear drive, second-gear drive, neutral, reverse, first-gear pure electric braking, second-gear pure electric braking, first-gear mechanical braking, first-gear compound braking, and parking brake. The hub motor two-speed transmission can effectively combine the advantages of the two-speed transmission and the hub motor, and is integrated with the electronic mechanical brake to achieve the purpose of multiplexing the actuator, without the need to set up an additional shift friction clutch, reducing the complexity and cost of the system assembly, and improving the vehicle's power, economy, maneuverability and stability.

[0007] In order to achieve the above purpose, the following technical solutions are adopted:

[0008] A two-speed transmission system for a hub motor with an integrated multiplexed electronic mechanical brake consists of a drive motor, a central support shaft, a speed-changing planetary gear train, a reduction gear train, a controllable one-way clutch, an electronic mechanical brake, a hub, a transmission housing, etc.

[0009] The drive motor is installed inside the wheel or on the wheel side, and is used to output drive torque or electric braking torque.

[0010] The drive motor can be arranged coaxially with the central support shaft, and includes: a motor stator, a motor rotor, a motor output shaft, and a motor housing; the motor stator is fixedly supported on the motor housing; the motor rotor and the motor output shaft are made into one piece; the motor rotor is designed to be a concave structure for axially freeing up internal space so that the reduction gear train, the controllable one-way clutch and the speed-changing planetary gear train contained in the transmission housing and the motor housing can be compactly arranged in the wheel to save axial space, and the motor output shaft is rotatably supported on the central support shaft and the transmission housing.

[0011] As another technical solution, the drive motor can also be arranged parallel to the central support shaft, and includes: a motor stator, a motor rotor, a motor output shaft, and a motor housing; the motor stator is fixedly supported on the motor housing; the motor rotor is fixedly connected to the motor output shaft; the motor output shaft is arranged parallel to the central support shaft and is rotatably supported on the motor housing; the motor housing is fixedly connected to the transmission housing with axial bolts; and the transmission housing is connected to the vehicle body through a suspension guide rod system.

[0012] The central support shaft is a hollow shaft, which can rotatably support the wheel hub and the drive motor through bearings; the inner end of the central support shaft is used to connect with suspension steering and other mechanisms; the outer end is processed with external threads and connected with the central large nut, which is used to axially fix the bearing and the wheel hub.

[0013] The speed-changing planetary gear train adopts a double-coupled planetary gear train, which includes a first sun gear, a second sun gear, a first planetary gear, a second planetary gear, a first planetary carrier, and a torque output carrier; the first sun gear is rotatably supported on the central support shaft and fixedly connected to the outer ring of the controllable one-way clutch through a spline; the first sun gear is externally meshed with the first planetary gear for transmission, and the second sun gear is externally meshed with the second planetary gear for transmission; the first planetary gear and the second planetary gear are made into one piece and rotatably supported on the first planetary carrier, and the first planetary carrier is fixedly connected to the torque output carrier; the second sun gear is fixedly connected to the wheel hub through a spline; and the torque output carrier is rotatably supported on the transmission housing through a bearing.

[0014] The reduction gear train can be arranged coaxially. In this case, the reduction gear train adopts a double-coupled planetary gear epicyclic gear train to achieve a large speed ratio reduction and torque-increasing transmission in a limited radial space inside the wheel; the reduction gear train includes a third sun gear, a third planetary gear, a fourth planetary gear, a third ring gear, and a third planet carrier; the third sun gear is fixedly connected to the output shaft of the motor, the third planetary gear is externally meshed with the third sun gear for transmission, the fourth planetary gear is internally meshed with the third ring gear for transmission, the third ring gear is fixedly connected to the motor housing by a spline, the third planetary gear and the fourth planetary gear are made into one piece and are rotatably supported on the third planet carrier, and the third planet carrier is fixedly connected to the first planet carrier and is rotatably supported on the motor housing.

[0015] As another technical solution, the reduction gear train can adopt a parallel axis arrangement. In this case, the reduction gear train adopts a two-stage external cylindrical gear train to achieve a large speed ratio reduction and torque-increasing transmission without excessively increasing the axis spacing; the reduction gear train includes a first reduction driving gear, a first reduction driven gear, a second reduction driving gear, a second reduction driven gear, and an intermediate shaft; the first reduction driving gear is fixedly connected to the motor output shaft; the first reduction driven gear and the second reduction driving gear are fixedly supported on the intermediate shaft; the intermediate shaft is coaxially arranged with the central support shaft and rotatably supported on the transmission housing; the second reduction driven gear is fixedly connected with the first planetary carrier and coaxially arranged with the central support shaft; the first reduction driving gear and the first reduction driven gear are externally meshed for transmission, and the second reduction driving gear and the second reduction driven gear are externally meshed for transmission.

[0016] A transmission housing, which is used to partially or completely accommodate the reduction gear train and the speed-changing planetary gear train respectively when the drive motor is arranged inside the wheel or arranged on the wheel edge;

[0017] The controllable one-way clutch can be controlled to achieve a one-way locking state, and can be controlled to switch from the one-way locking state to a two-way locking state or a two-way overrunning state, which includes the inner ring, the outer ring, multiple first pawls, multiple second pawls, multiple return springs, a control disk, and an outer rotor motor.

[0018] Among them, there is a certain gap between the inner ring and the outer ring; the inner surface of the inner ring is fixedly connected to the central support shaft by a spline, and the outer surface is processed with a bidirectional ratchet protrusion; the outer surface of the outer ring is processed with a spline and fixedly connected to the first sun gear, and the inner surface is installed with a plurality of the first pawls and the second pawls that are evenly staggered, and the first pawl and the second pawl are installed in opposite directions, and the movable ends of the first pawl and the second pawl are respectively fixedly installed with a control pin; the reset spring is installed between the movable end of the first pawl and the outer ring and between the movable end of the second pawl and the outer ring; the control pin cooperates with the control disk and can move radially in the space defined by the control disk under the drive of the outer rotor motor; the movable end of the first pawl and the movable end of the second pawl can contact the bidirectional ratchet protrusion on the outer surface of the inner ring under the action of the reset spring, thereby locking the counterclockwise rotation and clockwise rotation of the inner ring respectively.

[0019] The control disk is mounted on the side surfaces of the inner ring and the outer ring; the control disk is processed with multiple groups of control grooves of two different shapes arranged alternately on the circumference, which respectively cooperate with the control pin of the first pawl and the control pin of the second pawl to constrain the spatial range in which the respective control pins can move, and the total number of the control pins is the same as the total number of the control grooves; the constraint relationship is specifically expressed as follows:

[0020] When the control disk is in the middle position, the first ratchet control pin is not controlled by the corresponding control groove, and the first ratchet movable end is pushed toward the bidirectional ratchet protrusion on the outer surface of the inner ring under the action of the return spring, while the second ratchet control pin is controlled by the corresponding control groove, and the second ratchet movable end is pushed outward under the action of the control groove and does not contact with the bidirectional ratchet protrusion on the outer surface of the inner ring. At this time, the controllable one-way clutch is in a one-way locked state in which the inner ring is locked in counterclockwise rotation.

[0021] When the control disk rotates counterclockwise from the middle position by a certain angle, the first pawl control pin and the second pawl control pin are not controlled by their respective corresponding control grooves, and the first pawl movable end and the second pawl movable end are pushed toward the bidirectional ratchet protrusion on the outer surface of the inner ring under the action of the return spring. At this time, the controllable one-way clutch is in a bidirectional locked state.

[0022] When the control disk rotates clockwise from the middle position by a certain angle, the first pawl control pin and the second pawl control pin are both controlled by the corresponding control grooves, and the first pawl movable end and the second pawl movable end are both pushed outward under the action of the control grooves and do not contact the bidirectional ratchet protrusion on the outer surface of the inner ring. At this time, the inner ring and the outer ring are completely separated, and the controllable one-way clutch is in a bidirectional overrunning state.

[0023] The outer rotor motor comprises: an outer rotor of a motor, an inner stator of a motor, and an outer rotor motor housing; the outer rotor motor housing is fixedly connected to the central support shaft by a spline; the inner stator of the motor is fixed to the outer rotor motor housing; the outer rotor of the motor is rotatably supported on the central support shaft and is fixedly connected to the control disk; the central support shaft is a hollow shaft, and a radial hole is machined at the fixing position of the outer rotor motor housing; the power harness of the outer rotor motor can be connected to the outer rotor motor through the hollow hole inside the central support shaft and the radial hole.

[0024] The electronic mechanical brake serves as both a shift actuator and a driving brake actuator, and includes a clamping actuator, a pressure plate, a friction lining 1, and a friction lining 2. The pressure plate is coaxially arranged with the central support shaft, a part of which is located inside the transmission housing and is slidably connected to the torque output frame via a spline, and the other part of which is located outside the transmission housing and is installed with the friction lining 1; the friction lining 2 is installed on the wheel hub, and the positions of the friction lining 1 and the friction lining 2 correspond; the pressure plate can move axially along the central support shaft under the action of the clamping actuator and cause the friction lining 1 and the friction lining 2 to be pressed, contacted, rubbed, or clamped and locked against each other.

[0025] The clamping actuator includes a screw, a steel ball, a nut, a worm, a worm wheel, and an actuator motor; the screw is a hollow shaft, which is coaxially arranged with the central support shaft and rotatably supported on the pressure plate by a bearing, and the screw can apply an axial clamping force to the pressure plate through the bearing; a steel ball raceway is processed on the outer surface of the screw, and a steel ball raceway is processed on the inner surface of the nut, the nut is installed on the outside of the screw, and the steel ball is installed between the nut and the screw; when the nut rotates around the central support shaft, the screw can be pushed to produce axial displacement; the worm wheel is fixedly connected to the nut and rotatably supported on the transmission housing by a bearing; the worm is meshed with the worm wheel for transmission and is fixedly connected to the actuator motor; the torque output by the actuator motor can push the pressure plate to move axially after passing through the worm, the worm wheel, the nut, and the screw, so that the friction lining 1 on the pressure plate and the friction lining 2 on the wheel hub are pressed against each other; the worm and the worm wheel can realize reverse transmission self-locking.

[0026] When the two-speed transmission of the wheel hub motor is in the first-speed driving state, the electronic mechanical brake is controlled to be in the disengaged state, the controllable one-way clutch is controlled to be in the bidirectional locked state, and the drive motor rotates in the positive direction to output the drive torque, thus meeting the low-speed acceleration power requirements of the vehicle;

[0027] When the two-speed transmission of the wheel hub motor is in the second-speed driving state, the electronic mechanical brake is controlled to be in a fully clamped state, the controllable one-way clutch is controlled to be in a two-way overrunning state, and the drive motor rotates in the positive direction to output the drive torque, thereby meeting the economic requirements of high-speed cruising in the automobile;

[0028] When the two-speed transmission of the wheel hub motor is in neutral, the electronic mechanical brake is controlled to be in a disengaged state, the controllable one-way clutch is controlled to be in a two-way overrunning state, and the drive motor does not output torque, meeting the driving condition requirements when the vehicle is coasting or the drive axle is used as a driven axle;

[0029] When the two-speed transmission of the wheel hub motor is in the reverse state, the electronic mechanical brake is controlled to be in the disengaged state, the controllable one-way clutch is controlled to be in the bidirectional locked state, and the drive motor rotates in the reverse direction to output the drive torque, so as to meet the requirements of the reverse driving condition of the vehicle;

[0030] When the two-speed transmission of the wheel hub motor is in the first-speed pure electric braking state, the electronic mechanical brake is controlled to be in a disengaged state, the controllable one-way clutch is controlled to be in a two-way locked state, and the drive motor rotates in the positive direction to output electromagnetic braking torque, meeting the requirements of the low and medium speed large braking deceleration working conditions of the vehicle;

[0031] When the two-speed transmission of the wheel hub motor is in the second-speed pure electric braking state, the electronic mechanical brake is controlled to be in a fully clamped state, the controllable one-way clutch is controlled to be in a two-way overrunning state, and the drive motor rotates in the positive direction to output electromagnetic braking torque to meet the high-speed and small braking deceleration working condition requirements of the vehicle;

[0032] When the two-speed transmission of the wheel hub motor is in the first-speed mechanical braking state, the electronic mechanical brake is controlled to be in a semi-clamped sliding friction state, the controllable one-way clutch is controlled to be in a two-way locking state, and the drive motor does not output torque. At this time, the friction braking force generated by the electronic mechanical brake decelerates the vehicle, meeting the working condition requirement that the drive motor is not efficient and needs to be replaced by mechanical friction braking deceleration during the braking and deceleration process of the vehicle;

[0033] When the two-speed transmission of the wheel hub motor is in the first-speed compound braking state, the electronic mechanical brake is controlled to be in a semi-clamped sliding friction state, the controllable one-way clutch is controlled to be in a bidirectional locking state, and the drive motor rotates in the positive direction to output the electromagnetic braking torque. At this time, the vehicle decelerates under the combined action of the regenerative braking of the drive motor and the friction braking force generated by the electronic mechanical brake, meeting the working condition requirements of the regenerative braking current being limited by the battery or the motor regenerative braking force being insufficient during the braking and deceleration process of the vehicle;

[0034] When the two-speed transmission of the wheel hub motor is in the parking brake state, the electronic mechanical brake is controlled to be in a fully clamped and locked state, the controllable one-way clutch is controlled to be in a two-way locked state, and the drive motor does not output torque. At this time, the internal transmission of the two-speed transmission of the wheel hub motor is self-locking, meeting the working condition requirements of the vehicle being able to park stably on a slope.

[0035] The beneficial effects of the present invention are:

[0036] 1. The two-speed transmission system of the hub motor with integrated multiplexed electronic mechanical brake described in the present invention can effectively combine the advantages of the two-speed transmission of the electric vehicle and the distributed drive system of the hub motor, effectively improve the economy, power, maneuverability and stability of the vehicle, and conform to the development trend of chassis integration.

[0037] 2. The hub motor two-speed transmission system with integrated multiplexed electronic mechanical brake described in the present invention can realize gear shifting control by multiplexing the electronic mechanical brake, that is, the motor mechanical brake can act as both a brake actuator and a gear shifting actuator, thereby reducing one execution controller and lowering the production cost.

[0038] 3. The two-speed transmission system of a hub motor with an integrated multiplexed electronic mechanical brake described in the present invention can realize nine different working states, namely, first gear drive, second gear drive, neutral gear, reverse, first gear pure electric braking, second gear pure electric braking, first gear mechanical braking, first gear compound braking, and parking brake, simply by controlling the working states of the controllable one-way clutch, the electronic mechanical brake, and the motor. The innovative structure not only realizes the shifting between the first gear and the second gear without power interruption during the driving and braking process, but also significantly reduces the difficulty of switching control between different working states.

[0039] 4. The hub motor two-speed transmission system with integrated multiplexed electronic mechanical brake described in the present invention uses two sets of compound planetary gear trains, and the system has high integration and compactness. At the same time, by multiplexing the shift actuator and the brake actuator, the number of corresponding parts of the system can be effectively reduced, which facilitates further integration and layout of the system. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] Figure 1This is a simplified structural diagram of a two-speed transmission system for a hub motor with an integrated multiplexed electronic mechanical brake according to the present invention.

[0041] Figure 2 This is a structural diagram of a two-speed transmission system for a hub motor with an integrated multiplexed electronic mechanical brake as described in the present invention.

[0042] Figure 3 This is a simplified structural diagram of a second solution of a two-speed transmission system for a hub motor with an integrated multiplexed electronic mechanical brake according to the present invention.

[0043] Figure 4 This is a partial structural diagram of a controllable one-way clutch of a two-speed transmission system of a hub motor with an integrated multiplexed electronic mechanical brake as described in the present invention.

[0044] Figure 5 This is a structural diagram of a controllable one-way clutch control disk of a two-speed transmission system of a hub motor with an integrated multiplexed electronic mechanical brake as described in the present invention.

[0045] Figure 6 Schematic diagram of the one-way locking state of the controllable one-way clutch of the two-speed transmission system of the hub motor with integrated multiplexed electronic mechanical brake according to the present invention

[0046] Figure 7 Schematic diagram of the controllable one-way clutch bidirectional locking state principle of a hub motor two-speed transmission system with integrated multiplexed electronic mechanical brake according to the present invention

[0047] Figure 8 Schematic diagram of the controllable one-way clutch bidirectional overrunning state principle of a hub motor two-speed transmission system with integrated multiplexed electronic mechanical brake according to the present invention DETAILED DESCRIPTION

[0048] The present invention is further described in detail below in conjunction with the accompanying drawings so that those skilled in the art can implement the invention with reference to the description. An embodiment of a two-speed transmission system for a hub motor with an integrated multiplexed electronic mechanical brake according to the present invention is as follows:

[0049] like Figure 1 , Figure 2 As shown, a two-speed transmission system of a hub motor with an integrated multiplexed electronic mechanical brake includes a drive motor 100, a central support shaft 201, a speed-changing planetary gear train 400, a reduction gear train 300, a controllable one-way clutch 500, an electronic mechanical brake 600, a wheel hub 700, a transmission housing 608, etc.

[0050] The drive motor 100 is installed in the wheel or on the wheel side, and is used to output drive torque or electric braking torque.

[0051] The driving motor 100 can be arranged coaxially with the central support shaft 201, and includes: a motor stator 101, a motor rotor 102, a motor output shaft 103, and a motor housing 104; the motor stator 101 is fixedly supported on the motor housing 104; the motor rotor 102 is fixedly connected to the motor output shaft 103; the motor output shaft 103 is arranged coaxially with the central support shaft 201, and is rotatably supported on the central support shaft 201 and the motor housing 104.

[0052] like Figure 3 As shown, as another technical solution, the drive motor 100 can also be arranged in parallel with the central support shaft 201; the motor stator 101 is fixedly supported on the motor housing 104; the motor rotor 102 is fixedly connected to the motor output shaft 103; the motor output shaft 103 is arranged in parallel with the central support shaft 201, and is rotatably supported on the motor housing 104.

[0053] The central support shaft 201 is a hollow shaft, which can rotatably support the wheel hub 700 through bearings 203 and 204; the inner end of the central support shaft 201 is used to connect with suspension steering and other mechanisms; the outer end is processed with an external thread and connected to the central large nut 202, which is used to axially fix the bearing 204 and the wheel hub 700.

[0054] The speed-changing planetary gear system 400 comprises a first sun gear 401, a second sun gear 404, a first planetary gear 402, a second planetary gear 403, a first planetary carrier 405, and a torque output carrier 406; the first sun gear 401 is rotationally supported on the central support shaft 201 through a bearing wheel and is fixedly connected to the outer ring 502 of the controllable one-way clutch through a spline; the first sun gear 401 is externally meshed with the first planetary gear 402 for transmission, and the second sun gear 404 is externally meshed with the second planetary gear 403 for transmission; the first planetary gear 402 and the second planetary gear 403 are made into one piece and rotationally supported on the first planetary carrier 405, and the first planetary carrier 405 is fixedly connected to the torque output carrier 406; the second sun gear 404 is fixedly connected to the wheel hub 700 through a spline; the torque output carrier 406 is rotationally supported on the transmission housing 608 through a bearing.

[0055] The reduction gear train 300 can adopt a revolving gear train, which includes a third sun gear 301, a third planetary gear 302, a fourth planetary gear 303, a third ring gear 304, and a third planet carrier 305; the third sun gear 301 is fixedly connected to the motor output shaft 103, the third planetary gear 302 is externally meshed with the third sun gear 301 for transmission, the fourth planetary gear 303 is internally meshed with the third ring gear 304 for transmission, the third ring gear 304 is fixedly connected to the motor housing 104 via a spline, the third planetary gear 302 and the fourth planetary gear 303 are made into one piece and are rotatably supported on the third planet carrier 305, and the third planet carrier 305 is fixedly connected to the first planet carrier 405 and is rotatably supported on the motor housing 104.

[0056] like Figure 3 As shown, as another technical solution, the reduction gear train 300 can adopt a parallel axis arrangement, which includes a first reduction driving gear 306, a first reduction driven gear 307, a second reduction driving gear 308, a second reduction driven gear 309, and an intermediate shaft 310; the first reduction driving gear 306 is fixedly connected to the motor output shaft 103; the first reduction driven gear 307 and the second reduction driving gear 308 are fixedly supported on the intermediate shaft 310; the intermediate shaft 310 is coaxially arranged with the central support shaft 201 and rotatably supported on the transmission housing; the second reduction driven gear 309 is fixedly connected with the first planetary carrier 405 and coaxially arranged with the central support shaft 201; the first reduction driving gear 306 and the first reduction driven gear 307 are externally meshed for transmission, and the second reduction driving gear 308 and the second reduction driven gear 309 are externally meshed for transmission.

[0057] like Figure 4 , Figure 5 As shown, the controllable one-way clutch 500 can be controlled to achieve a one-way locking state, and can be controlled to switch from the one-way locking state to a two-way locking state or a two-way overrunning state, which includes the inner ring 501, the outer ring 502, a plurality of first pawls 503, a plurality of second pawls 504, a plurality of return springs 505, a control disk 506, and an outer rotor motor.

[0058] There is a certain gap between the inner ring 501 and the outer ring 502; the inner surface of the inner ring 501 is fixedly connected to the central support shaft 201 through a spline, and the outer surface is processed with a bidirectional ratchet protrusion; the outer surface of the outer ring 502 is processed with a spline and fixedly connected to the first sun gear 401, and the inner surface is installed with a plurality of evenly staggered first pawls 503 and a plurality of second pawls 504, the first pawls 503 and the second pawls 504 are installed in opposite directions, and the movable ends of the first pawls 503 and the second pawls 504 are respectively fixedly installed with control pins 503 (a) and 504 (b) ); the reset spring 505 is installed between the movable end of the first pawl 503 and the outer ring 502, and between the movable end of the second pawl 504 and the outer ring 502; the control pins 503 (a) and 504 (b) cooperate with the control disk 506, and can move radially in the space defined by the control disk 506 under the drive of the outer rotor motor; the movable end of the first pawl 503 and the movable end of the second pawl 504 can contact the bidirectional ratchet protrusion on the outer surface of the inner ring 501 under the action of the reset spring 505, thereby locking the inner ring 501 in counterclockwise and clockwise rotation respectively.

[0059] The control disk 506 is mounted on the side of the inner ring 501 and the outer ring 502; the control disk 506 is processed with multiple groups of control grooves of two different shapes arranged alternately on the circumference, which respectively cooperate with the control pin 503 (a) of the first pawl 503 and the control pin 504 (a) of the second pawl 504 to constrain the spatial range in which the respective control pins can move, and the total number of the control pins is the same as the total number of the control grooves; the constraint relationship is specifically expressed as follows:

[0060] like Figure 6 As shown, when the control disk 506 is in the middle position, the first pawl control pin 503 is not controlled by the corresponding control groove, and the movable end of the first pawl 503 is pushed toward the bidirectional ratchet protrusion on the outer surface of the inner ring 501 under the action of the reset spring 505, while at this time the second pawl 504 control pin 504 (a) is controlled by the corresponding control groove, and the movable end of the second pawl 504 is pushed outward under the action of the control groove and does not contact with the bidirectional ratchet protrusion on the outer surface of the inner ring 501. At this time, the controllable one-way clutch 500 is in a one-way locked state in which the inner ring 501 is locked in counterclockwise rotation.

[0061] like Figure 7As shown, when the control disk 506 rotates counterclockwise from the middle position to a certain angle, the first pawl 503 control pin 503 (a) and the second pawl 504 control pin 504 (a) are not controlled by their respective corresponding control grooves, and the movable ends of the first pawl 503 and the second pawl 504 are pushed toward the bidirectional ratchet protrusion on the outer surface of the inner ring 501 under the action of the reset spring 505. At this time, the controllable one-way clutch 500 is in a bidirectional locked state.

[0062] like Figure 8 As shown, when the control disk 506 rotates clockwise from the middle position to a certain angle, the first pawl 503 control pin 503 (a) and the second pawl 504 control pin 504 (a) are both controlled by the corresponding control grooves, and the movable ends of the first pawl 503 and the second pawl 504 are both pushed outward under the action of the control grooves, and do not contact the bidirectional ratchet protrusions on the outer surface of the inner ring 501. At this time, the inner ring 501 is completely separated from the outer ring 502, and the controllable one-way clutch 500 is in a bidirectional overrunning state.

[0063] The outer rotor motor includes: an outer rotor 507, an inner stator 508, and an outer rotor motor housing 509; the outer rotor motor housing 509 is fixedly connected to the central support shaft 201 via a spline; the inner stator 508 is fixed to the outer rotor motor housing 509; the outer rotor 507 is rotatably supported on the central support shaft 201 and is fixedly connected to the control disk 506; the central support shaft 201 is a hollow shaft, and a radial hole is machined at the fixing position of the outer rotor motor housing 509; the outer rotor motor power harness can be connected to the outer rotor motor through the hollow hole inside the central support shaft 201 and the radial hole.

[0064] The electronic mechanical brake 600 can act as a shift actuator and a brake actuator, including a clamping actuator, a pressure plate 601, a friction lining 1 610, and a friction lining 2 611. The pressure plate 601 is coaxially arranged with the central support shaft 201, a part of which is located inside the transmission housing and is slidably connected to the torque output frame 406 via a spline, and the other part of which is located outside the transmission housing and is installed with the friction lining 1 610; the friction lining 2 611 is installed on the wheel hub 700, and the positions of the friction lining 1 610 and the friction lining 2 611 correspond; the pressure plate 601 can move axially along the central support shaft 201 under the action of the clamping actuator and make the friction lining 1 610 and the friction lining 2 611 contact and clamp each other; during the axial movement of the pressure plate 601, it is always slidably connected to the torque output frame 406 via a spline.

[0065] The clamping actuator includes a bearing 602, a screw 603, a steel ball 604, a nut 605, a worm wheel 606, a worm 607, and an actuator motor 609; the screw 603 is a hollow shaft, which is coaxially arranged with the central support shaft 201 and is rotatably supported on the pressure plate 601 through the bearing 602, and the screw 603 can apply an axial clamping force to the pressure plate 601 through the bearing 602; the outer surface of the screw 603 is processed with a steel ball raceway, and the inner surface of the nut 605 is processed with a steel ball raceway. The nut 605 is installed outside the screw 603, and the steel ball 604 is installed between the nut 605 and the screw 603; when the nut 605 rotates around the central support shaft 201, it can push the screw 603 Generate axial displacement; the worm wheel 606 is fixedly connected to the nut 605, and is rotatably supported on the transmission housing 608 through a bearing; the worm 607 is meshed with the worm wheel 606 for transmission, and is fixedly connected to the actuator motor 609; the torque output by the actuator motor 609 can push the pressure plate 601 to move axially after passing through the worm 607, the worm wheel 606, the nut 605, the steel ball 604, the screw 603 and the bearing 602, so that the friction lining 1 610 on the pressure plate 601 and the friction lining 2 611 on the wheel hub 700 are pressed against each other; the worm 607 and the worm wheel 606 can realize reverse transmission self-locking, and a dust cover 612 is installed on the outside of the clamping actuator.

[0066] When the wheel hub motor two-speed transmission is in the first gear driving state, the electronic mechanical brake 600 is in the disengaged state, the controllable one-way clutch 500 is in the bidirectional locked state, and the drive motor 100 rotates in the positive direction to output the drive torque; when the wheel hub motor two-speed transmission is in the second gear driving state, the electronic mechanical brake 600 is in the fully clamped state, the controllable one-way clutch 500 is in the bidirectional overrunning state, and the drive motor 100 rotates in the positive direction to output the drive torque; when the wheel hub motor two-speed transmission is in the neutral state, the electronic mechanical brake 600 is in the fully clamped state, the controllable one-way clutch 500 is in the bidirectional overrunning state, and the drive motor 100 rotates in the positive direction to output the drive torque. When the wheel hub motor two-speed transmission is in the reverse state, the electronic mechanical brake 600 is in the disengaged state, the controllable one-way clutch 500 is in the bidirectional overrunning state, and the drive motor 100 does not output torque; when the wheel hub motor two-speed transmission is in the reverse state, the electronic mechanical brake 600 is in the disengaged state, the controllable one-way clutch 500 is in the bidirectional locking state, and the drive motor 100 rotates in the reverse direction to output the drive torque; when the wheel hub motor two-speed transmission is in the first gear pure electric braking state, the electronic mechanical brake 600 is in the disengaged state, the controllable one-way clutch 500 is in the bidirectional locking state, and the drive motor 100 rotates in the reverse direction to output the drive torque. The one-way clutch 500 is in a bidirectional locking state, and the drive motor 100 rotates in the positive direction to output the braking torque; when the two-speed transmission of the hub motor is in the second-speed pure electric braking state, the electronic mechanical brake 600 is in a fully clamped state, the controllable one-way clutch 500 is in a bidirectional overrunning state, and the drive motor 100 rotates in the positive direction to output the braking torque; when the two-speed transmission of the hub motor is in the first-speed mechanical braking state, the electronic mechanical brake 600 is in a sliding clamping state, and the controllable one-way clutch 500 is in a bidirectional overrunning state. In the locked state, the drive motor 100 does not output torque; when the hub motor two-speed transmission is in the first gear compound braking state, the electronic mechanical brake 600 is in the slip clamping state, the controllable one-way clutch 500 is in the bidirectional locked state, and the drive motor 100 rotates in the positive direction to output the braking torque; when the hub motor two-speed transmission is in the parking brake state, the electronic mechanical brake 600 is in the fully clamped state, the controllable one-way clutch 500 is in the bidirectional locked state, and the drive motor 100 does not output torque.

[0067] The one-way locking state of the controllable one-way clutch 500 is a transition state when the first gear driving state and the second gear driving state of the hub motor two-speed transmission are switched between each other.

[0068] Although the embodiments of the present invention have been disclosed as above, they are not limited to the applications listed in the specification and the implementation modes, and they can be fully applied to various fields suitable for the present invention. For those familiar with the art, additional modifications can be easily implemented. Therefore, without departing from the general concept defined by the claims and the scope of equivalents, the present invention is not limited to the specific details and the illustrations shown and described herein.

Claims

1. A two-speed transmission system for a hub motor with an integrated multiplexed electronic mechanical brake, characterized in that: include: The drive motor is installed inside the wheel or on the wheel side and is used to output the drive torque or electric braking torque; The central support shaft is a hollow shaft used to rotatably support the wheel hub and the drive motor; A reduction gear train, used for reducing the speed of the torque output by the driving motor and increasing the torque before outputting it; a controllable one-way clutch supported on the central support shaft; A variable speed planetary gear train adopts a double-linked planetary gear train, which includes a first sun gear, a second sun gear, a first planetary gear, a second planetary gear, a first planet carrier, and a torque output carrier. The first sun gear is supported and connected to the central support shaft through the controllable one-way clutch. The first sun gear is externally meshed with the first planetary gear for transmission. The second sun gear is externally meshed with the second planetary gear for transmission. The first planetary gear and the second planetary gear are made into one piece and are rotatably supported on the first planet carrier. The first planet carrier is fixedly connected to the torque output carrier, and the second sun gear is fixedly connected to the hub spline. A transmission housing, which is used to partially or completely accommodate the reduction gear train and the speed-changing planetary gear train when the drive motor is arranged inside the wheel or arranged on the wheel edge; An electronic mechanical brake, which serves as both a shift actuator and a driving brake actuator, comprises a clamping actuator, a pressure plate, a friction lining 1 and a friction lining 2. A portion of the pressure plate is located inside the transmission housing and is slidably connected to the torque output frame via a spline, and another portion of the pressure plate is located outside the transmission housing and is mounted with the friction lining 1. The friction lining 2 is mounted on the wheel hub and is directly opposite to the friction lining 1. The pressure plate can move axially along the central support shaft under the action of the clamping actuator and cause the friction lining 1 and the friction lining 2 to be pressed, contacted and rubbed against each other or clamped and locked. The two-speed transmission system of a hub motor with an integrated multiplexed electronic mechanical brake described in the present invention can realize nine different working states: first gear drive, second gear drive, neutral, reverse, first gear pure electric braking, second gear pure electric braking, first gear mechanical braking, first gear compound braking, and parking brake.

2. A two-speed transmission system for a hub motor with integrated multiplexed electronic mechanical brake as claimed in claim 1, characterized in that: The drive motor is coaxially arranged with the central support shaft, and comprises: a motor stator, a motor rotor, a motor output shaft and a motor housing; the motor stator is fixedly supported on the motor housing; the motor rotor and the motor output shaft are made as one body; the motor rotor is designed as a concave structure for axially freeing up internal space so that the reduction gear train, the controllable one-way clutch and the speed-changing planetary gear train contained in the transmission housing and the motor housing can be compactly arranged in the wheel to save axial space, and the motor output shaft is rotatably supported on the central support shaft and the transmission housing.

3. A two-speed transmission system for a hub motor with integrated multiplexed electronic mechanical brake as claimed in claim 1, characterized in that: The reduction gear train can be arranged coaxially. In this case, the reduction gear train adopts a double-coupled planetary gear epicyclic gear train to achieve a large speed ratio reduction and torque-increasing transmission in a limited radial space within the wheel; the reduction gear train includes a third sun gear, a third planetary gear, a fourth planetary gear, a third ring gear, and a third planet carrier; the third sun gear is fixedly connected to the output shaft of the motor, the third planetary gear is externally meshed with the third sun gear for transmission, the fourth planetary gear is internally meshed with the third ring gear for transmission, the third ring gear is fixedly connected to the motor housing, the third planetary gear and the fourth planetary gear are made into one piece and are rotatably supported on the third planet carrier, and the third planet carrier is fixedly connected to the first planet carrier and is rotatably supported on the motor housing.

4. A two-speed transmission system for a hub motor with integrated multiplexed electronic mechanical brake as claimed in claim 1, characterized in that: The controllable one-way clutch comprises an inner ring, an outer ring, a plurality of first ratchets, a plurality of second ratchets, a plurality of return springs, a control disk, and an outer rotor control motor; Among them, there is a certain gap between the inner ring and the outer ring; the inner surface of the inner ring is fixedly connected to the central support shaft by a spline, and the outer surface of the inner ring is processed with a bidirectional ratchet protrusion; the outer surface of the outer ring is processed with a spline and fixedly connected to the first sun gear spline, and the inner surface of the outer ring is installed with a plurality of first pawls and a plurality of second pawls arranged evenly and staggered, and the first pawl and the second pawl are installed in opposite directions, and the movable ends of the first pawl and the second pawl are respectively fixedly installed with a control pin; the reset spring is installed between the movable end of the first pawl and the outer ring and between the movable end of the second pawl and the outer ring; the control pin cooperates with the control disk and can move radially in the space defined by the control disk under the drive of the outer rotor control motor; the movable end of the first pawl and the movable end of the second pawl can contact the bidirectional ratchet protrusion on the outer surface of the inner ring under the action of the reset spring, thereby locking the counterclockwise rotation and clockwise rotation of the inner ring respectively.

5. A two-speed transmission system for a hub motor with integrated multiplexed electronic mechanical brake as claimed in claim 5, characterized in that: The control disk is mounted on the side surfaces of the inner ring and the outer ring; the control disk is processed with multiple groups of control grooves of two different shapes arranged alternately on the circumference, which respectively cooperate with the control pin of the first pawl and the control pin of the second pawl to constrain the spatial range in which the respective control pins can move, and the total number of the control pins is the same as the total number of the control grooves; the constraint relationship is specifically expressed as follows: When the control disk is in the middle position, the first pawl control pin is not controlled by the corresponding control groove, and the first pawl movable end is pushed toward the bidirectional ratchet protrusion on the outer surface of the inner ring under the action of the return spring, while the second pawl control pin is controlled by the corresponding control groove, and the second pawl movable end is pulled outward under the action of the control groove and does not contact the bidirectional ratchet protrusion on the outer surface of the inner ring. At this time, the controllable one-way clutch is in a one-way locked state in which the inner ring is locked when rotating counterclockwise and disengaged when rotating clockwise; When the control disk rotates counterclockwise from the middle position by a certain angle, the first pawl control pin and the second pawl control pin are not controlled by the corresponding control grooves, and the first pawl movable end and the second pawl movable end are pushed toward the bidirectional ratchet protrusion on the outer surface of the inner ring under the action of the return spring, and the controllable one-way clutch is in a bidirectional locked state; When the control disk rotates clockwise from the middle position by a certain angle, the first pawl control pin and the second pawl control pin are both controlled by the corresponding control grooves, and the first pawl movable end and the second pawl movable end are both pulled outwards under the action of the control grooves and do not contact the bidirectional ratchet protrusion on the outer surface of the inner ring. At this time, the inner ring and the outer ring are completely separated, and the controllable one-way clutch is in a bidirectional overrunning state.

6. A two-speed transmission for a hub motor using a double-coupled planetary compound gear train as claimed in claim 5, characterized in that: The outer rotor control motor includes: an outer rotor of a motor, an inner stator of a motor, and an outer rotor motor housing; the outer rotor motor housing is fixedly connected to the central support shaft by a spline; the inner stator of the motor is fixed in the outer rotor motor housing; the outer rotor of the motor is rotatably supported on the central support shaft and is fixedly connected to the control disk; the central support shaft is machined with a radial hole at the fixing position of the outer rotor motor housing; the power harness of the outer rotor motor can be connected to the outer rotor motor from the vehicle body through the center hole of the central support shaft and the radial hole.

7. A two-speed transmission system for a hub motor with integrated multiplexed electronic mechanical brake as claimed in claim 1, characterized in that: The clamping actuator includes a screw, a steel ball, a nut, a worm, a worm wheel, and an actuator motor; the screw is a hollow shaft, which is coaxially arranged with the central support shaft and rotatably supported on the pressure plate through a bearing, and the screw can apply an axial clamping force to the pressure plate through the bearing; a steel ball raceway is processed on the outer surface of the screw, and a steel ball raceway is processed on the inner surface of the nut, the nut is installed outside the screw, and the steel ball is installed between the nut and the screw, and when the nut rotates around the central support shaft, the screw can be pushed to produce axial displacement; the worm wheel is fixedly connected to the nut and rotatably supported on the transmission housing; the worm is meshed with the worm wheel for transmission and is fixedly connected to the actuator motor; the torque output by the actuator motor can push the pressure plate to move axially after passing through the worm, the worm wheel, the nut, and the screw, so that the friction lining 1 on the pressure plate and the friction lining 2 on the wheel hub are pressed against each other to generate friction; the worm wheel and the worm can realize reverse transmission self-locking.

8. The two-speed transmission system of a hub motor with integrated multiplexed electronic mechanical brake as claimed in claim 1, characterized in that: When the two-speed transmission of the wheel hub motor is in the first-speed driving state, the electronic mechanical brake is controlled to be in the disengaged state, the controllable one-way clutch is controlled to be in the bidirectional locked state, and the drive motor rotates in the positive direction to output the drive torque, thus meeting the low-speed acceleration power requirements of the vehicle; When the two-speed transmission of the wheel hub motor is in the second-speed driving state, the electronic mechanical brake is controlled to be in a fully clamped state, the controllable one-way clutch is controlled to be in a two-way overrunning state, and the drive motor rotates in the positive direction to output the drive torque, thereby meeting the economic requirements of high-speed cruising in the automobile; When the two-speed transmission of the wheel hub motor is in neutral, the electronic mechanical brake is controlled to be in a disengaged state, the controllable one-way clutch is controlled to be in a two-way overrunning state, and the drive motor does not output torque, meeting the driving condition requirements when the vehicle is coasting or the drive axle is used as a driven axle; When the two-speed transmission of the wheel hub motor is in the reverse state, the electronic mechanical brake is controlled to be in the disengaged state, the controllable one-way clutch is controlled to be in the bidirectional locked state, and the drive motor rotates in the reverse direction to output the drive torque, so as to meet the requirements of the reverse driving condition of the vehicle; When the two-speed transmission of the wheel hub motor is in the first-speed pure electric braking state, the electronic mechanical brake is controlled to be in a disengaged state, the controllable one-way clutch is controlled to be in a two-way locked state, and the drive motor rotates in the positive direction to output electromagnetic braking torque, meeting the requirements of the low and medium speed large braking deceleration working conditions of the vehicle; When the two-speed transmission of the wheel hub motor is in the second-speed pure electric braking state, the electronic mechanical brake is controlled to be in a fully clamped state, the controllable one-way clutch is controlled to be in a two-way overrunning state, and the drive motor rotates in the positive direction to output electromagnetic braking torque to meet the high-speed and small braking deceleration working condition requirements of the vehicle; When the two-speed transmission of the wheel hub motor is in the first-speed mechanical braking state, the electronic mechanical brake is controlled to be in a semi-clamped sliding friction state, the controllable one-way clutch is controlled to be in a two-way locking state, and the drive motor does not output torque. At this time, the friction braking force generated by the electronic mechanical brake decelerates the vehicle, meeting the working condition requirement that the drive motor is not efficient and needs to be replaced by mechanical friction braking deceleration during the braking and deceleration process of the vehicle; When the two-speed transmission of the wheel hub motor is in the first-speed compound braking state, the electronic mechanical brake is controlled to be in a semi-clamped sliding friction state, the controllable one-way clutch is controlled to be in a bidirectional locking state, and the drive motor rotates in the positive direction to output the electromagnetic braking torque. At this time, the vehicle decelerates under the combined action of the regenerative braking of the drive motor and the friction braking force generated by the electronic mechanical brake, meeting the working condition requirements of the regenerative braking current being limited by the battery or the motor regenerative braking force being insufficient during the braking and deceleration process of the vehicle; When the two-speed transmission of the wheel hub motor is in the parking brake state, the electronic mechanical brake is controlled to be in a fully clamped and locked state, the controllable one-way clutch is controlled to be in a two-way locked state, and the drive motor does not output torque. At this time, the internal transmission of the two-speed transmission of the wheel hub motor is self-locking, meeting the working condition requirements of the vehicle being able to park stably on a slope.

9. A two-speed transmission system for a hub motor with integrated multiplexed electronic mechanical brake as claimed in claim 1, characterized in that: The drive motor can be arranged in parallel with the central support shaft, and includes: a motor stator, a motor rotor, a motor output shaft, and a motor housing; the motor stator is fixedly supported on the motor housing; the motor rotor is fixedly connected to the motor output shaft; the motor output shaft is arranged in parallel with the central support shaft and is rotatably supported on the motor housing; the motor housing is fixedly connected to the transmission housing by axial bolts; the transmission housing is connected to the vehicle body through a suspension guide rod system.

10. A two-speed transmission system for a hub motor with integrated multiplexed electronic mechanical brake as claimed in claim 9, characterized in that: The reduction gear train may be arranged in parallel shafts. In this case, the reduction gear train adopts a two-stage outer cylindrical gear train to achieve a large speed ratio reduction torque-increasing transmission without excessively increasing the shaft spacing; the reduction gear train includes a first reduction driving gear, a first reduction driven gear, a second reduction driving gear, a second reduction driven gear, and an intermediate shaft; The first reduction driving gear is fixedly connected to the motor output shaft; the first reduction driven gear and the second reduction driving gear are fixedly supported on the intermediate shaft; the intermediate shaft is coaxially arranged with the central support shaft; the second reduction driven gear is fixedly connected to the first planetary carrier and coaxially arranged with the central support shaft; the first reduction driving gear and the first reduction driven gear are externally meshed for transmission, and the second reduction driving gear and the second reduction driven gear are externally meshed for transmission.

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