Power-interruption-free gear-shifting hub motor two-gear transmission of duplex planetary compound gear train

Abstract

The invention discloses a power-interruption-free gear-shifting hub motor two-gear transmission of a duplex planetary compound gear train. The power-interruption-free gear-shifting hub motor two-gear transmission is mainly composed of a driving motor; a first planetary gear train; a second planetary gear train; a controllable one-way clutch; a clutch; a central support shaft; and a transmission shell and the like. The first planetary gear train is a duplex planet compound planetary gear train with small characteristic parameters. An output shaft of the driving motor is connected with the first sun gear; the first right planet carrier is connected with the second sun gear; the second planet carrier is connected with wheels; the controllable one-way clutch is used for connecting the first gear ring and a transmission shell, and a one-way locking state, a two-way locking state or a two-way overrunning state can be achieved. The clutch is used for connecting the drive motor output shaft and the first left planet carrier. According to the hub motor two-gear transmission, seven different running states including first-gear driving, second-gear driving, neutral gear, reversing, first-gear regenerative braking, second-gear regenerative braking and low-speed sliding friction braking can be achieved through the control clutch 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 dual-link planetary compound gear train non-power interruption shifting wheel hub motor two-speed transmission. 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-stage reducer, which has the advantages of simple structure and low cost. However, the single-stage 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 received the attention of many scholars and companies.

[0004] In order to effectively combine the advantages of the two-speed transmission and the wheel hub motor, the present invention proposes a new type of two-speed transmission with double-linked planetary compound gear train and no power interruption shifting wheel hub motor. It mainly consists of a drive motor, a double-linked planetary compound planetary gear train, a single planetary gear train acting as a main reducer, a clutch, a one-way controllable clutch, etc. It can be installed in the wheel hub space and can realize seven different working states: first gear drive, second gear drive, neutral gear, reverse, first gear regenerative braking, second gear regenerative braking, and low-speed sliding friction braking. Summary of the invention

[0005] The present invention provides a two-speed transmission for a hub motor with a double-linked planetary compound gear train and no power interruption shifting, which can realize seven different driving states: first gear drive, second gear drive, neutral gear, reverse, first gear regenerative braking, second gear regenerative braking, and low-speed sliding friction braking. The hub motor two-speed transmission can effectively combine the advantages of a two-speed transmission and a hub motor, and improve the vehicle's power, economy, maneuverability, and stability.

[0006] In order to achieve the above purpose, the following technical solutions are adopted:

[0007] A two-speed transmission with a double-linked planetary compound gear train and a hub motor with no power interruption shifting mainly consists of a drive motor; a first planetary gear train; a second planetary gear train; a controllable one-way clutch; a clutch; a central support shaft; a transmission housing, etc.

[0008] The drive motor comprises: a motor stator, a motor rotor, the drive motor output shaft, and a motor housing; the motor stator is fixedly supported on the central support shaft and the motor housing; the motor rotor is fixedly connected to the drive motor output shaft; the drive motor output shaft is rotatably supported on the central support shaft through a needle bearing; the motor rotor has embedded permanent magnets arranged radially, and the motor rotor and the motor stator form an axial magnetic flux and an air gap.

[0009] The first planetary gear train includes a first sun gear, a first small planet gear, a first large planet gear, a first gear ring, a first planet gear shaft, a first left planet carrier, and a first right planet carrier. The first sun gear is connected to the output shaft of a driving motor. The first small planet gear and the first large planet gear are integrally formed into a double-linked planet gear and are rotatably supported on the first planet gear shaft. The first planet gear shaft is fixedly supported on the first left planet carrier and the first right planet carrier. The first small planet gear is externally meshed with the first sun gear for transmission, and the first large planet gear is internally meshed with the first gear ring for transmission. The radius of the first large planet gear is greater than the radius of the first small planet gear to reduce the characteristic parameters of the first planetary gear train.

[0010] The second planetary gear system is used to reduce the speed and increase the torque output from the first right planetary carrier and then output it to the wheel; it mainly includes a second sun gear, a second planetary gear, a second ring gear, a second planetary gear shaft, and a second planetary carrier; the second sun gear serves as an input end, is splined to the first right planetary carrier, and is rotatably supported on the central support shaft through a needle bearing; the second planetary gear is rotatably supported on the second planetary gear shaft; the second planetary gear shaft is fixedly supported on the second planetary carrier; the second planetary gear is externally meshed with the second sun gear and internally meshed with the second ring gear; the second ring gear is fixedly supported on the transmission housing; the second planetary carrier is connected to the wheel hub through a spline.

[0011] The controllable one-way clutch has an outer ring fixedly connected to the transmission housing and an inner ring fixedly connected to the first gear ring. 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.

[0012] The controllable one-way clutch comprises the inner ring, the outer ring, a plurality of first pawls, a plurality of second pawls, a plurality of return springs, a control disk, and a control mechanism;

[0013] Among them, there is a certain gap between the inner ring and the outer ring; the inner side of the inner ring is fixedly connected to the first gear ring, 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 transmission housing, and the inner surface is installed with a plurality of the first pawls and a plurality of the second pawls that are evenly staggered, and the first pawl and the second pawl are installed in opposite directions, and a control pin is fixedly installed on the movable ends of each of the first pawl and the second pawl; the reset spring is installed between the first pawl and the outer ring and between 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 control mechanism; the movable ends of the first pawl and 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 inner ring in counterclockwise and clockwise rotation respectively.

[0014] 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:

[0015] When the control disk is in the middle position, the first pawl control pin is not controlled by the corresponding control groove, and the movable end of the first pawl 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 movable end of the second pawl is pushed 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 in counterclockwise rotation;

[0016] 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;

[0017] 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.

[0018] The control mechanism includes: a second worm wheel, a second worm, and a second control motor; the second worm wheel is a fan-shaped structure, which is fixedly connected to the control disk; the second worm and the second worm wheel are meshed for transmission; the second control motor is fixedly connected to the second worm; the output torque of the second control motor is reduced and increased by the second worm and the second worm wheel and the transmission direction is vertically changed to realize the rotation control of the control disk.

[0019] The clutch comprises: a first control motor, a first worm, a first worm wheel, a ball, a pressure plate, a return spring, a friction plate, a steel plate, the clutch active part, the clutch driven part, and a gasket; the first control motor is connected to the first worm, the first worm and the first worm wheel are meshed and driven, and the output torque of the first control motor can drive the first worm wheel to reduce speed and rotate around the central support shaft after passing through the first worm; the first worm wheel is axially supported on the motor housing through the gasket; a ball ramp with a certain slope is processed on the opposite surface of the first worm wheel and the pressure plate, and the ball is installed in the ball ramp ; The pressure plate is slidingly connected to the transmission housing through a spline; when the first worm gear rotates, the pressure plate will be pushed to move axially through the ball; the return spring is installed between the pressure plate and the transmission housing; the friction plate and the clutch driven part are slidingly connected through a spline, and the steel plate and the clutch active part are slidingly connected through a spline, and when the pressure plate moves axially, the friction plate and the steel plate will be pushed to be pressed against each other, thereby realizing the engagement of the clutch; the clutch active part is fixedly connected to the output shaft of the drive motor by splines, and the clutch driven part is fixedly connected to the first left planetary carrier.

[0020] The central support shaft is connected to the vehicle body through a suspension mechanism and rotatably supports the wheel through a bearing; an outer side of the central support shaft is processed with an external thread and a large central nut is installed to axially fix the wheel.

[0021] When the wheel hub motor two-speed transmission is in the first gear driving state, the clutch is in a disengaged state, the one-way clutch is in a two-way locked state, and the drive motor 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 clutch is in a coupled state, the controllable one-way clutch is in a two-way overrunning state, and the drive motor rotates in the positive direction to output the drive torque; when the wheel hub motor two-speed transmission is in the neutral state, the clutch is in a disengaged state, the controllable one-way clutch is in a two-way overrunning state, and the drive motor does not output any torque; when the wheel hub motor two-speed transmission is in the first gear regenerative braking state, the clutch is in a disengaged state, the controllable one-way clutch is in a two-way overrunning state, and the drive motor does not output any torque. When the wheel hub motor two-speed transmission is in a two-way locking state, the drive motor rotates in the positive direction to output electromagnetic braking torque; when the wheel hub motor two-speed transmission is in a second-speed regenerative braking state, the clutch is in an engaged state, the controllable one-way clutch is in a two-way overrunning state, and the drive motor rotates in the positive direction to output electromagnetic braking torque; when the wheel hub motor two-speed transmission is in a reverse state, the clutch is in a disengaged state, the controllable one-way clutch is in a two-way locking state, and the drive motor rotates in the reverse direction to output driving torque; when the wheel hub motor two-speed transmission is in a low-speed sliding friction braking state, the clutch is in a semi-clutching sliding friction state, the controllable one-way clutch is in a two-way locking state, and the drive motor does not output torque.

[0022] The one-way locking state of the controllable one-way clutch is a transition state when the two-speed transmission switches between the first-gear driving state and the second-gear driving state.

[0023] When upshifting without power interruption, torque phase control is performed first, and then inertia phase control is performed; in the torque phase, the torque of the drive motor is controlled by the first gear required torque Gradually increase to the torque required for the second gear The clutch gradually tightens and enters a semi-clutch sliding state, causing the drive motor to output a torque T m The clutch transmits torque T c The following relations are satisfied: In the formula, i g1 is the first gear transmission ratio, i g2 is the second gear transmission ratio, is the desired wheel end torque; after the torque phase ends, the output torque of the drive motor is The clutch transmits torque During the inertia phase, the clutch maintains the torque it transmits unchanged, and the drive motor appropriately reduces the output torque so that the speed of the clutch active part is synchronized with the speed of the clutch driven part. When the speed difference between the clutch active part and the clutch driven part is less than a certain threshold, the clutch is fully clamped and enters the second gear state; the controllable one-way clutch needs to switch from the two-way locking state to the one-way overtaking state before the speed of the clutch active part is synchronized with the speed of the clutch driven part. When the clutch is fully clamped, the controllable one-way clutch needs to switch from the one-way overtaking state to the two-way overtaking state.

[0024] When downshifting without power interruption is performed, inertia phase control is performed first, and then torque phase control is performed; in the inertia phase stage, the clutch enters a semi-clamped sliding state from a fully clamped state, and its torque is The drive motor requires torque from the second gear The torque is appropriately increased so that the inner ring speed of the one-way controllable clutch approaches zero; the controllable one-way clutch needs to be switched from the two-way overrunning state to the one-way overrunning state before the inner ring speed of the one-way controllable clutch approaches zero. When the inner ring speed of the one-way controllable clutch reaches zero, the controllable one-way clutch needs to be switched from the one-way overrunning state to the two-way locking state. When the inner ring speed of the one-way controllable clutch reaches zero, the torque phase stage is entered, and the torque of the drive motor is changed from the second gear required torque to the second gear required torque. Gradually reduce to the first gear required torque The clutch is gradually released, and the drive motor outputs a torque T m The clutch transmits torque T c The following relations are satisfied: When the clutch is fully released, the first gear state is entered.

[0025] The beneficial effects of the present invention are:

[0026] 1. The dual-planetary compound gear system and the hub motor two-speed transmission without power interruption shifting described in the present invention can effectively combine the advantages of the two-speed transmission of electric vehicles and the distributed drive system of hub motors, effectively improve the economy, power, maneuverability and stability of the vehicle, and conform to the development trend of chassis integration.

[0027] 2. The two-speed transmission of the double-coupled planetary compound gear system and the hub motor with power interruption-free shifting described in the present invention can realize seven different driving states, namely, first gear drive, second gear drive, neutral, first gear regenerative braking, second gear regenerative braking, reverse, and low-speed sliding friction braking, simply by controlling the controllable one-way clutch and the working state of the clutch. The switching control between different driving states is easy.

[0028] 3. The present invention discloses a two-speed transmission for a hub motor with a double-linked planetary compound gear train without power interruption shifting, which adopts a double-linked gear compound planetary gear train (first planetary gear train), and its characteristic parameters are smaller than those of a normal single planetary gear planetary gear train. This allows the ratio of the first gear ratio to the second gear ratio to be controlled at about 2 (the characteristic parameter is defined as the product of the number of teeth of the first ring gear and the number of teeth of the first small planetary gear divided by the product of the number of teeth of the first sun gear and the number of teeth of the first large planetary gear), thereby ensuring that the maximum output torque at the wheel end does not change suddenly before and after the gear shift, and improving the utilization rate of the motor's high-efficiency range.

[0029] 4. The dual-linked planetary compound gear system without power interruption shifting hub motor two-speed transmission described in the present invention can achieve a low-speed sliding braking state through clutch slip when the controllable one-way clutch is switched to a two-way locked state. On this basis, combined with the non-braking force interruption shifting control technology, vehicle braking and deceleration under full-speed conditions can be achieved; therefore, the proposed hub motor two-speed transmission has the potential to serve as a redundant backup or substitute for the braking system. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] Figure 1 This is a simplified structural diagram of a two-speed transmission for a double-coupled planetary compound gear train and a hub motor with no power interruption shifting as described in the present invention.

[0031] Figure 2 This is a structural diagram of a two-speed transmission for a double-coupled planetary compound gear train and a hub motor with no power interruption shifting as described in the present invention.

[0032] Figure 3 This is a clutch structure diagram of a two-speed transmission for a double-coupled planetary compound gear train and a hub motor with no power interruption shifting as described in the present invention.

[0033] Figure 4 It is a partial cross-sectional view of the clutch of a two-speed transmission of a double-coupled planetary compound gear train and a hub motor with no power interruption shifting as described in the present invention.

[0034] Figure 5 A schematic diagram of a ball ramp for a two-speed transmission of a double-coupled planetary compound gear train with no power interruption shifting hub motor according to the present invention.

[0035] Figure 6 This is a partial structural diagram of a controllable one-way clutch of a two-speed transmission of a double-coupled planetary compound gear train with no power interruption shifting hub motor described in the present invention.

[0036] Figure 7 This is a structural diagram of a controllable one-way clutch control mechanism of a two-speed transmission of a double-coupled planetary compound gear train with no power interruption shifting hub motor described in the present invention.

[0037] Figure 8Schematic diagram of the one-way locking state of the controllable one-way clutch of the two-speed transmission of the hub motor of the double-linked planetary compound gear train without power interruption shifting according to the present invention

[0038] Fig. 9 Schematic diagram of the bidirectional locking state of a controllable one-way clutch of a two-speed transmission of a double-linked planetary compound gear train without power interruption shifting hub motor according to the present invention

[0039] Fig.10 Schematic diagram of the controllable one-way clutch bidirectional overrunning state principle of a double-linked planetary compound gear train without power interruption shifting hub motor two-speed transmission according to the present invention

[0040] Fig.11 It is a schematic diagram of the torque flow of a two-speed transmission of a double planetary compound gear train with a power-interrupt-free shifting hub motor in the first gear driving state according to the present invention.

[0041] Fig.12 It is a schematic diagram of the torque flow of a two-speed transmission of a double planetary compound gear train with a power-interrupt-free shifting hub motor in a second-gear driving state according to the present invention.

[0042] Fig.13 It is a schematic diagram of the torque flow of a two-speed transmission of a double planetary compound gear train with a power-interruption-free shifting hub motor in the first gear regenerative braking state according to the present invention.

[0043] Fig.14 It is a schematic diagram of the torque flow of a two-speed transmission of a double-coupled planetary compound gear train with a power-interrupt-free shifting hub motor in the second-gear regenerative braking state according to the present invention.

[0044] Fig.15 It is a schematic diagram of the torque flow of a two-speed transmission of a double planetary compound gear train without power interruption shifting hub motor under low-speed sliding braking state according to the present invention. DETAILED DESCRIPTION

[0045] 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 of a double-linked planetary compound gear train without power interruption shifting hub motor of the present invention is as follows:

[0046] like Figure 1 , Figure 2 As shown, a two-speed transmission with a double-coupled planetary compound gear train and a hub motor with no power interruption shifting is mainly composed of a drive motor 100; a first planetary gear train 200; a second planetary gear train 300; a controllable one-way clutch 500; a clutch 400; a central support shaft 601; a transmission housing 602; hub bearings 603, 604; and a wheel 606.

[0047] The driving motor 100 includes: a motor stator 101, a motor rotor 102, the driving motor output shaft 103, and a motor housing 104; the motor stator 101 is fixedly mounted on the motor housing 104, and is fixedly supported on the central support shaft 601; the motor rotor 102 is fixedly connected to the driving motor output shaft 103; the driving motor output shaft 103 is rotatably supported on the central support shaft 601 via a needle bearing.

[0048] The first planetary gear train 200 includes a first sun gear 201, a first small planetary gear 202, a first large planetary gear 203, a first gear ring 204, a first planetary gear shaft 205, a first left planetary carrier 206, and a first right planetary carrier 207. The first sun gear 201 is fixedly connected to the output shaft 103 of the driving motor via a spline; the first small planetary gear 202 is integrally formed with the first large planetary gear 203, and is rotatably supported on the first planetary gear shaft 205 via a needle bearing; the first planetary gear shaft 205 is fixedly supported on the first left planetary carrier 206 and the first right planetary carrier 207; the first small planetary gear 202 is externally meshed with the first sun gear 201 for transmission, and the first large planetary gear 203 is internally meshed with the first gear ring 204 for transmission. The radius of the first large planetary gear 203 is greater than the radius of the first small planetary gear 202, the gear ratio of the first small planetary gear 202 to the first sun gear is about 1 / 3, the gear ratio of the first ring gear 204 to the first large planetary gear 203 is about 3, the characteristic parameter of the first planetary gear train 200 is about 1 (the characteristic parameter is defined as the ratio of the product of the number of teeth of the first ring gear 204 and the number of teeth of the first small planetary gear 202 to the product of the number of teeth of the first sun gear 201 and the number of teeth of the first large planetary gear 203), and the transmission ratio from the first sun gear 201 to the first right planet carrier 207 is about 2.

[0049] The second planetary gear train 300 is used to reduce the torque from the first right planetary carrier 207 and increase the torque before outputting it to the wheel 606. The second planetary gear train 300 mainly includes a second sun gear 301, a second planetary gear 302, a second ring gear 303, a second planetary gear shaft 304, and a second planetary carrier 305. The second sun gear 301 acts as an input end, is fixedly connected to the first right planetary carrier 207 through a spline, and is rotatably supported on the central support shaft 601 through a needle bearing; the second planetary gear 302 is rotatably supported on the second planetary gear shaft 304 through a needle bearing; the second planetary gear shaft 304 is fixedly supported on the second planetary carrier 305; the second planetary gear 302 is externally meshed with the second sun gear 301 for transmission, and is internally meshed with the second ring gear 303 for transmission; the second ring gear 303 is fixedly connected to the transmission housing 602 through a spline; and the second planetary carrier 305 is fixedly connected to the wheel 606 through a spline.

[0050] The controllable one-way clutch 500 has an outer ring 502 fixedly connected to the transmission housing 602, and an inner ring 501 integrally formed with the first gear ring 204. 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.

[0051] like Figure 6 As shown, the controllable one-way clutch 500 includes the inner ring 501, the outer ring 502, a plurality of first pawls 506, a plurality of second pawls 507, a plurality of return springs 508, a control disk 503, and a control mechanism;

[0052] There is a certain gap between the inner ring 501 and the outer ring 502; the inner surface of the inner ring is processed with internal teeth, serving as the first gear ring 204, and meshing in the first large planetary gear 203, and the outer surface is processed with bidirectional ratchet protrusions; the outer surface of the outer ring 502 is processed with splines and fixedly connected to the transmission housing 602, and the inner surface is installed with a plurality of the first pawls 506 and a plurality of the second pawls 507 arranged evenly and staggered, the first pawl 506 and the second pawl 507 are installed in opposite directions, and a control pin 506 (a) is fixedly installed at the movable end of the first pawl 506; the second pawl 507 is movable A control pin 507 (a) is fixedly installed at the moving end; the reset spring 508 is installed between the movable end of the first pawl 506 and the outer ring 502, and between the movable end of the second pawl 507 and the outer ring 502; the control pin cooperates with the control disk 503, and can move radially in the space defined by the control disk 503 under the drive of the control mechanism; the movable end of the first pawl 506 and the movable end of the second pawl 507 can contact the bidirectional ratchet protrusion on the outer surface of the inner ring 501 under the action of the reset spring 508, thereby locking the inner ring 501 in counterclockwise and clockwise rotation respectively.

[0053] The control disk 503 is mounted on the side surfaces of the inner ring 501 and the outer ring 502; the control disk 503 is processed with multiple groups of control grooves of two different shapes arranged alternately on the circumference, which respectively cooperate with the control pin 506 (a) of the first pawl 506 and the control pin 507 (a) of the second pawl 507 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:

[0054] like Figure 8 As shown, when the control disk 503 is in the middle position, the first pawl control pin 506 (a) is not controlled by the corresponding control groove, and the movable end of the first pawl 506 is pushed toward the bidirectional ratchet protrusion on the outer surface of the inner ring 501 under the action of the return spring 508, while at this time, the second pawl control pin 507 (a) is controlled by the corresponding control groove, and the movable end of the second pawl 507 is pushed outward under the action of the control groove to overcome the resistance of the return spring 508 and does not contact 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 is locked in counterclockwise rotation.

[0055] like Fig. 9As shown, when the control disk 503 rotates counterclockwise from the middle position by a certain angle, the first pawl control pin 506 (a) and the second pawl control pin 507 (a) are not controlled by the corresponding control grooves, and the movable ends of the first pawl 506 and the second pawl 507 are pushed toward the bidirectional ratchet protrusion on the outer surface of the inner ring 501 under the action of the return spring 508. At this time, the controllable one-way clutch 500 is in a bidirectional locked state;

[0056] like Fig.10 As shown, when the control disk 503 rotates clockwise from the middle position by a certain angle, the first pawl control pin 506 (a) and the second pawl control pin 507 (a) are both controlled by the corresponding control grooves, and the movable ends of the first pawl 506 and the second pawl 507 are pushed outwards to overcome the resistance of the reset spring 508 under the action of the control grooves, and do not contact the bidirectional ratchet protrusion on the outer surface of the inner ring 501. At this time, the inner ring 501 and the outer ring 502 of the controllable one-way clutch are completely separated, and the controllable one-way clutch 500 is in a bidirectional overrunning state.

[0057] like Figure 7 As shown, the control mechanism includes: a second worm wheel, a second worm 504, and a second control motor 505; the second worm wheel is a fan-shaped structure and is made integrally with the control disk 503; the second worm 504 is meshed with the second worm wheel for transmission; the second control motor 505 is fixedly connected to the second worm 504; the output torque of the second control motor 505 is reduced and increased by the second worm 504 and the second worm wheel and the transmission direction is vertically changed to realize the rotation control of the control disk 503.

[0058] like Figure 3 , Figure 4 As shown, the clutch 400 includes: a first control motor 411, a first worm 401, a first worm wheel 402, a ball 403, a pressure plate 404, a return spring 405, a plurality of friction plates 406, a plurality of steel plates 407, the clutch active part 408, the clutch driven part 409, and a gasket 410; the first control motor 411 is fixedly connected to the first worm 401, the first worm 401 is meshed with the first worm wheel 402 for transmission, and the output torque of the first control motor 411 can drive the first worm wheel 402 to rotate around the central support shaft 601 after passing through the first worm 401; the first worm wheel 402 is axially supported on the motor housing 104 through the gasket 410; as shown Figure 5As shown, a ball ramp with a certain slope is processed on the opposite surface of the first worm gear 402 and the pressure plate 404, and the ball 403 is installed in the ball ramp; the pressure plate 404 is slidably connected to the transmission housing 602 through a spline; the return spring 405 is installed between the pressure plate 404 and the transmission housing 602; when the first worm gear 402 rotates, the pressure plate 404 is pushed by the ball 403 to overcome the resistance of the return spring 405 and move axially: Figure 5 As shown in the left figure, it is a schematic diagram of the relative positions of the worm wheel 402, the ball 403, the pressure plate 404 and the ball ramp when the clutch 400 is in the disengaged state. At this time, the relative distance between the worm wheel 402 and the pressure plate 404 is small; Figure 5 As shown in the right figure, it is a schematic diagram of the relative positions of the worm wheel 402, the ball 403, the pressure plate 404 and the ball ramp when the clutch 400 is fully engaged. At this time, the relative distance between the worm wheel 402 and the pressure plate 404 is relatively large.

[0059] The multiple friction plates 406 and the multiple steel plates 407 are arranged alternately in sequence; the friction plates 406 and the clutch driven part 409 are slidably connected via splines, and the steel plates 407 and the clutch active part 408 are slidably connected via splines. When the pressure plate 404 moves axially, it pushes the friction plates 406 and the steel plates 407 to be pressed against each other, thereby achieving the engagement of the clutch 400; the clutch active part 408 is fixedly connected to the drive motor output shaft 103 via splines, and the clutch driven part 409 is made integral with the first left planetary carrier 206.

[0060] The central support shaft 601 rotatably supports the wheel 606 through the hub bearings 603 and 604 ; its outer side is processed with external threads, and a central large nut 605 is installed to axially fix the wheel 606 .

[0061] like Fig.11 As shown, when the hub motor two-speed transmission is in the first gear driving state, the clutch 400 is in the disengaged state, the one-way clutch 500 is in the bidirectional locking state, and the drive motor 100 rotates in the positive direction to output the drive torque. Fig.12 As shown, when the wheel hub motor two-speed transmission is in the second gear driving state, the clutch 400 is in the engaged state, the controllable one-way clutch 500 is in the two-way overrunning state, and the drive motor 100 rotates in the positive direction to output the driving torque. When the wheel hub motor two-speed transmission is in the neutral state, the clutch 400 is in the disengaged state, the controllable one-way clutch 500 is in the two-way overrunning state, and the drive motor 100 does not output any torque. Fig.13As shown, when the hub motor two-speed transmission is in the first gear regenerative braking state, the clutch 400 is in a disengaged state, the controllable one-way clutch 500 is in a bidirectional locked state, and the drive motor 100 rotates in the positive direction to output electromagnetic braking torque. Fig.14 As shown, when the wheel hub motor two-speed transmission is in the second-speed regenerative braking state, the clutch 400 is in the engaged state, the controllable one-way clutch 500 is in the two-way overrunning state, and the drive motor 100 rotates in the forward direction to output the electromagnetic braking torque. When the wheel hub motor two-speed transmission is in the reverse state, the clutch 400 is in the disengaged state, the controllable one-way clutch 500 is in the two-way locking state, and the drive motor 100 rotates in the reverse direction to output the driving torque. Fig.15 As shown, when the hub motor two-speed transmission is in a low-speed sliding braking state, the clutch 400 is in a sliding state, the controllable one-way clutch 500 is in a two-way locking state, and the drive motor 100 does not output torque.

[0062] 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.

[0063] 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 with a double planetary compound gear train and a hub motor without power interruption shifting, characterized in that: include: The drive motor uses an axial flux hub motor with high torque density. Four motors are configured and embedded in each wheel to achieve distributed drive vehicle travel. A first planetary gear train, comprising a first sun gear, a first small planet gear, a first large planet gear, a first gear ring, a first planet gear shaft, a first left planet carrier, and a first right planet carrier, wherein the first sun gear is spline-connected to an output shaft of a driving motor, the first small planet gear and the first large planet gear are integrally formed into a double-linked planet gear and are rotatably supported on the first planet gear shaft, the first planet gear shaft is fixedly supported on the first left planet carrier and the first right planet carrier, the first small planet gear is externally meshed with the first sun gear for transmission, the first large planet gear is internally meshed with the first gear ring for transmission, and the radius of the first large planet gear is greater than the radius of the first small planet gear to reduce characteristic parameters of the first planetary gear train; A second planetary gear train, used for reducing the speed of the torque output from the first right planetary carrier and increasing the torque before outputting it to the wheels; A controllable one-way clutch, whose outer ring is fixedly connected to the transmission housing, and whose inner ring is fixedly connected to the first gear ring, wherein 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; A clutch, wherein the clutch active part is spline-fixedly connected to the output shaft of the drive motor, and the clutch driven part is fixedly connected to the first left planetary carrier; A central support shaft connected to the vehicle body through a suspension mechanism and rotatably supporting the wheels; The two-speed transmission of a hub motor using a double-coupled planetary compound gear train described in the present invention can realize seven different working states: first gear drive, second gear drive, neutral, reverse, first gear regenerative braking, second gear regenerative braking, and low-speed sliding friction braking.

2. A two-speed transmission with a double planetary compound gear train and a hub motor without power interruption shifting as claimed in claim 1, characterized in that: The drive motor comprises: a motor stator, a motor rotor, the drive motor output shaft, and a motor housing; the motor stator is fixedly supported on the central support shaft and the motor housing; the motor rotor is fixedly connected to the drive motor output shaft; the drive motor output shaft is rotatably supported on the central support shaft; the motor rotor has embedded permanent magnets arranged radially, and the motor rotor and the motor stator form an axial magnetic flux and an air gap.

3. A two-speed transmission with a double planetary compound gear train and a hub motor without power interruption shifting as claimed in claim 1, characterized in that: The second planetary gear system includes a second sun gear, a second planetary gear, a second ring gear, a second planetary gear shaft, and a second planet carrier; the second sun gear serves as an input end, is spline-connected to the first right planet carrier, and is rotatably supported on the central support shaft; the second planetary gear is rotatably supported on the second planetary gear shaft; the second planetary gear shaft is fixedly supported on the second planet carrier; the second planetary gear is externally meshed with the second sun gear and internally meshed with the second ring gear; the second ring gear is fixedly supported on the transmission housing; the second planet carrier is connected to the wheel hub via a spline.

4. A two-speed transmission with a double planetary compound gear train and a hub motor without power interruption shifting as claimed in claim 1, characterized in that: The clutch comprises: a first control motor, a first worm, a first worm wheel, a ball, a pressure plate, a return spring, a friction plate, a steel plate, the clutch active part, the clutch driven part, and a gasket; the first control motor is connected to the first worm, the first worm is meshed with the first worm wheel for transmission, the first control motor outputs a torque which can drive the first worm wheel to reduce speed and increase torque and rotate around the central support shaft after passing through the first worm; the first worm wheel is axially supported on the motor housing through the gasket; a ball ramp with a certain slope is processed on the opposite surface of the first worm wheel and the pressure plate, and the ball is installed in the ball ramp; the pressure plate is slidably connected to the transmission housing through a spline; the return spring is installed between the pressure plate and the transmission housing; when the first worm wheel rotates, the pressure plate is pushed by the ball to overcome the resistance of the return spring to generate axial movement; the friction plate is slidably connected to the clutch driven part through a spline, and the steel plate is slidably connected to the clutch active part through a spline, and when the pressure plate moves axially, the friction plate and the steel plate are pushed to press each other, thereby realizing the combination of the clutch.

5. A two-speed transmission with a double planetary compound gear train and a hub motor without power interruption shifting as claimed in claim 1, characterized in that: The controllable one-way clutch comprises the inner ring, the outer ring, a plurality of first pawls, a plurality of second pawls, a plurality of return springs, a control disk, and a control mechanism; 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 first gear ring, and the outer surface is processed with a two-way ratchet protrusion; the outer surface of the outer ring is processed with a spline and fixedly connected to the transmission housing, and the inner surface is installed with a plurality of the first pawls and a plurality of 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 control mechanism; the movable end of the first pawl and the movable end of the second pawl can contact the two-way 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.

6. A two-speed transmission with a double planetary compound gear train and a hub motor without power interruption shifting 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 movable end of the first pawl 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 movable end of the second pawl is pushed 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 in counterclockwise rotation; 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 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.

7. 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 control mechanism includes: a second worm wheel, a second worm, and a second control motor; the second worm wheel is a fan-shaped structure, which is fixedly connected to the control disk; the second worm and the second worm wheel are meshed for transmission; the second control motor is fixedly connected to the second worm; the output torque of the second control motor is reduced and increased by the second worm and the second worm wheel and the transmission direction is vertically changed to realize the rotation control of the control disk.

8. A two-speed transmission with a double planetary compound gear train and a hub motor without power interruption shifting as claimed in claim 1, characterized in that: When the wheel hub motor two-speed transmission is in the first gear driving state, the clutch is in a disengaged state, the one-way clutch is in a two-way locked state, and the drive motor 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 clutch is in a coupled state, the controllable one-way clutch is in a two-way overrunning state, and the drive motor rotates in the positive direction to output the drive torque; when the wheel hub motor two-speed transmission is in the neutral state, the clutch is in a disengaged state, the controllable one-way clutch is in a two-way overrunning state, and the drive motor does not output any torque; when the wheel hub motor two-speed transmission is in the first gear regenerative braking state, the clutch is in a disengaged state, the controllable one-way clutch is in a two-way locked state, and the drive motor rotates in the positive direction to output the electromagnetic braking torque; When the wheel hub motor two-speed transmission is in the second-speed regenerative braking state, the clutch is in the engaged state, the controllable one-way clutch is in the two-way overrunning state, and the drive motor rotates in the forward direction to output the electromagnetic braking torque; when the wheel hub motor two-speed transmission is in the reverse state, the clutch is in the disengaged state, the controllable one-way clutch is in the two-way locking state, and the drive motor rotates in the reverse direction to output the drive torque; When the hub motor two-speed transmission is in a low-speed sliding braking state, the clutch is in a semi-clutching sliding state, the controllable one-way clutch is in a two-way locking state, the drive motor does not output torque, and the friction resistance in the clutch generates a vehicle deceleration braking force.

9. A two-speed transmission with a double planetary compound gear train and a hub motor without power interruption shifting as claimed in claim 1, characterized in that: When upshifting without power interruption, torque phase control is performed first, and then inertia phase control is performed; in the torque phase, the torque of the drive motor is controlled by the first gear required torque Gradually increase to the torque required for the second gear The clutch gradually tightens and enters a semi-clutch sliding state, causing the drive motor to output a torque T m The clutch transmits torque T c The following relations are satisfied: In the formula, i g1 is the first gear transmission ratio, i g2 is the second gear transmission ratio, is the desired wheel end torque; after the torque phase ends, the output torque of the drive motor is The clutch transmits torque During the inertia phase, the clutch maintains the torque it transmits unchanged, and the drive motor appropriately reduces the output torque so that the speed of the clutch active part is synchronized with the speed of the clutch driven part. When the speed difference between the clutch active part and the clutch driven part is less than a certain threshold, the clutch is fully clamped and enters the second gear state; the controllable one-way clutch needs to switch from the two-way locking state to the one-way overtaking state before the speed of the clutch active part is synchronized with the speed of the clutch driven part. When the clutch is fully clamped, the controllable one-way clutch needs to switch from the one-way overtaking state to the two-way overtaking state.

10. A two-speed transmission with a double planetary compound gear train and a hub motor without power interruption shifting as claimed in claim 9, characterized in that: When downshifting without power interruption is performed, inertia phase control is performed first, and then torque phase control is performed; in the inertia phase stage, the clutch enters a semi-clamped sliding state from a fully clamped state, and its torque is The drive motor requires torque from the second gear The torque is appropriately increased so that the inner ring speed of the one-way controllable clutch approaches zero; the controllable one-way clutch needs to be switched from the two-way overrunning state to the one-way overrunning state before the inner ring speed of the one-way controllable clutch approaches zero. When the inner ring speed of the one-way controllable clutch reaches zero, the controllable one-way clutch needs to be switched from the one-way overrunning state to the two-way locking state. When the inner ring speed of the one-way controllable clutch reaches zero, the torque phase stage is entered, and the torque of the drive motor is changed from the second gear required torque to the second gear required torque. Gradually reduce to the first gear required torque The clutch is gradually released, and the drive motor outputs a torque T m The clutch transmits torque T c The following relations are satisfied: When the clutch is fully released, the first gear state is entered.

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