Dual planetary compound gear train, no power interruption shifting, hub motor, two-speed transmission

Abstract

The present invention discloses a two-speed transmission with a hub motor and a double-linked planetary compound gear train and no power interruption shifting. The transmission mainly comprises a drive 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 housing. The first planetary gear train is a double-linked planetary compound gear train with relatively small characteristic parameters. The output shaft of the drive motor is connected to the first sun gear; the first right planetary carrier is connected to the second sun gear; the second planetary carrier is connected to the wheel; the controllable one-way clutch is used to connect the first ring gear to the transmission housing, and can achieve a one-way locked state, a two-way locked state, or a two-way overrunning state; and the clutch is used to connect the output shaft of the drive motor to the first left planetary carrier. By controlling the clutch and the controllable one-way clutch, the hub motor two-speed transmission can achieve seven different driving states: first gear drive, second gear drive, neutral, reverse, first gear regenerative braking, second gear regenerative braking, and low-speed slip braking.

Description

Technical Field

[0001] The present invention belongs to the field of electric vehicle transmission, and in particular relates to a highly integrated dual-planetary compound gear train with a power-interruption-free shifting hub motor two-speed transmission. Background Art

[0002] In recent years, with the development of electrification in the automotive industry, electric vehicles, with their advantages of low emissions, low energy consumption, and high performance, have gradually become one of the future development directions of automobiles. Currently, electric vehicle drive systems are mainly equipped with single-stage reducers, which have the advantages of simple structure and low cost. However, single-stage reducers also limit the frequency of use of the motor's high efficiency range. In addition, to meet the high performance requirements of electric vehicles, they often need to be matched with drive motors with higher peak torque, which will make the motors too heavy and large. To address these issues, some scholars and companies have proposed two-speed transmissions for electric vehicles, which can effectively improve the power and economy of electric vehicles and reduce the size and weight of the motors.

[0003] On the other hand, automotive distributed drive systems, represented by in-wheel motor drive systems, can effectively improve vehicle handling, stability, and economy through optimized torque distribution, and have attracted the attention of many scholars and companies.

[0004] To effectively combine the advantages of a two-speed transmission and an in-wheel motor, this invention proposes a novel two-speed transmission with a dual-planetary compound gear train and no power interruption shifting for an in-wheel motor. It primarily consists of a drive motor, a dual-planetary compound gear train, a single planetary gear train acting as a final reducer, a clutch, and a one-way controllable clutch. It can be installed within the wheel hub space and can operate in seven different operating modes: first gear drive, second gear drive, neutral, reverse, first gear regenerative braking, second gear regenerative braking, and low-speed sliding friction braking. Summary of the Invention

[0005] This invention provides a two-speed in-wheel motor transmission with a dual-linked planetary compound gear train and no power interruption shifting. It enables seven different driving modes: first gear drive, second gear drive, neutral, reverse, first gear regenerative braking, second gear regenerative braking, and low-speed sliding friction braking. This in-wheel motor two-speed transmission effectively combines the advantages of a two-speed transmission and an in-wheel motor, improving vehicle 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 hub motor and a double-linked planetary compound gear train and no power interruption shifting is mainly composed 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; and a transmission housing.

[0008] The drive motor includes: 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 ring gear, a first planetary gear shaft, a first left planetary carrier, and a first right planetary carrier. The first sun gear is connected to the output shaft of the drive motor. The first small planet gear and the first large planet gear are integrated into a double planetary gear and are rotatably supported on the first planetary gear shaft. The first planetary gear shaft is fixedly supported on the first left planetary carrier and the first right planetary carrier. The first small planet gear and the first sun gear are externally meshed for transmission, and the first large planet gear and the first ring gear are internally meshed for transmission. The radius of the first large planet gear is larger than that 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 decelerate 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 the input end, is spline-connected 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] 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 ring gear. 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 includes 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 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 return spring is installed between the first pawl and the outer ring and the second pawl and the outer ring; the control pin cooperates with the control disk and can move radially within the space limited 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 bidirectional ratchet protrusion on the outer surface of the inner ring under the action of the return spring, thereby locking the inner ring from rotating counterclockwise and clockwise respectively.

[0014] The control disk is mounted on the side surfaces of the inner ring and the outer ring; the control disk is machined with multiple sets of control grooves of two different shapes arranged alternately around the circumference, which respectively cooperate with the control pins of the first pawl and the control pins of the second pawl to constrain the spatial range in which the respective control pins can move. 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. At this time, 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 no longer controlled by their corresponding control grooves, and the first pawl movable end and the second pawl movable end are both 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;

[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 engaged in 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 includes: 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, and the first worm is meshed with the first worm wheel for transmission. The output torque of the first control motor can drive the first worm wheel to reduce the 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. When the pressure plate moves axially, it will push the friction plate and the steel plate to be pressed against each other, thereby realizing the engagement of the clutch; the clutch active part is fixedly connected to the drive motor output shaft spline, 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; the outer side of the central support shaft is processed with an external thread and is equipped with a central large nut for axially fixing the wheel.

[0021] When the wheel hub motor two-speed transmission is in the first gear driving state, the clutch is in the disengaged state, the one-way clutch is in the two-way locked state, and the drive motor rotates in the positive direction to output the driving torque; when the wheel hub motor two-speed transmission is in the second gear driving 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 positive direction to output the driving torque; when the wheel hub motor two-speed transmission is in the neutral state, the clutch is in the disengaged state, the controllable one-way clutch is in the 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 the disengaged state, the controllable one-way clutch is in the two-way overrunning state, and the drive motor does not output any torque. The one-way clutch is in a two-way locked state, and the drive motor rotates in the forward direction to output electromagnetic braking torque; when the hub motor two-speed transmission is in the second gear 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 forward direction to output electromagnetic braking torque; when the hub motor two-speed transmission is in the reverse 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 reverse direction to output driving torque; when the hub motor two-speed transmission is in a low-speed sliding friction braking state, the clutch is in a semi-clutched sliding friction state, the controllable one-way clutch is in a two-way locked 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 performing a non-power interrupted upshift, the torque phase control is performed first, and then the 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 required torque of 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 relationship is satisfied: Where i g1 is the first gear transmission ratio, i g2 is the second gear 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, 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 Appropriately increase the torque 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 required torque of the first gear The clutch is gradually released, and the drive motor outputs torque T m The clutch transmits torque T c The following relationship is satisfied: When the clutch is fully released, the vehicle enters the first gear state.

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

[0026] 1. The dual-linked planetary compound gear system and in-wheel motor two-speed transmission with no power interruption shifting described in the present invention can effectively combine the advantages of a two-speed transmission for electric vehicles and a distributed drive system for in-wheel motors, effectively improving the economy, power, maneuverability, and stability of the vehicle, and conforming to the development trend of chassis integration.

[0027] 2. The dual-linked planetary compound gear system and the two-speed transmission with hub motors with no power interruption 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 dual-linked planetary compound gear train, a two-speed hub motor transmission with no power interruption shifting, described in this invention, utilizes a dual-linked compound planetary gear train (first planetary gear train) with smaller characteristic parameters than conventional single-gear planetary gear trains. This allows the ratio of the first gear to second gear ratio to be controlled near 2 (the characteristic parameter is defined as the product of the number of teeth on the first ring gear and the number of teeth on the first small planetary gear divided by the product of the number of teeth on the first sun gear and the number of teeth on the first large planetary gear). This ensures that the maximum output torque at the wheel does not abruptly change before and after gear shifts, and improves the utilization rate of the motor's high-efficiency range.

[0029] 4. The dual-linked planetary compound gear system and non-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 with a dual-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 with a dual-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 with a double-linked planetary compound gear train and a hub motor with no power interruption shifting as described in the present invention.

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

[0034] Figure 5 This is a schematic diagram of the ball ramp of a two-speed transmission for a double-linked 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 the controllable one-way clutch of a two-speed transmission with a dual-planetary compound gear train and a hub motor with no power interruption shifting as described in the present invention.

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

[0038] Figure 9 This is a schematic diagram of the principle of the controllable one-way clutch bidirectional locking state of a double-linked planetary compound gear system without power interruption shifting hub motor two-speed transmission according to the present invention.

[0039] Figure 10 This is a schematic diagram of the principle of the controllable one-way clutch in the two-way overrunning state of the double-linked planetary compound gear system without power interruption shifting hub motor two-speed transmission of the present invention.

[0040] Figure 11 This is a schematic diagram of the torque flow of a two-speed transmission with a double-linked planetary compound gear train and a hub motor with no power interruption shifting in the first gear driving state according to the present invention.

[0041] Figure 12 This is a schematic diagram of the torque flow of a two-speed transmission with a double-linked planetary compound gear train and a hub motor with no power interruption shifting in the second gear driving state according to the present invention.

[0042] Figure 13 This is a schematic diagram of the torque flow of a two-speed transmission with a double-linked planetary compound gear train and a hub motor with no power interruption shifting under first-gear regenerative braking according to the present invention.

[0043] Figure 14 This is a schematic diagram of the torque flow of a two-speed transmission with a double-linked planetary compound gear train and a hub motor with no power interruption shifting in the second gear regenerative braking state according to the present invention.

[0044] Figure 15 This is a schematic diagram of the torque flow of a two-speed transmission with a double-linked planetary compound gear train and a hub motor with no power interruption shifting under low-speed sliding braking state according to the present invention. DETAILED DESCRIPTION

[0045] The present invention will be further described in detail below with reference to the accompanying drawings so that those skilled in the art can implement the invention with reference to the description. An embodiment of the present invention of a two-speed transmission with a dual planetary compound gear train and a hub motor with no power interruption shifting is as follows:

[0046] like Figure 1 、 Figure 2 As shown, a two-speed transmission with a double-linked 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 and 604; and a wheel 606.

[0047] The drive motor 100 includes: a motor stator 101, a motor rotor 102, the drive 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 drive motor output shaft 103; the drive motor output shaft 103 is rotationally supported on the central support shaft 601 through 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 ring gear 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 drive motor output shaft 103 via a spline; the first small planetary gear 202 and the first large planetary gear 203 are integrally formed and rotatably supported on the first planetary gear shaft 205 via needle bearings; 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 and the first sun gear 201 are externally meshed for transmission, while the first large planetary gear 203 and the first ring gear 204 are internally meshed 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 approximately 1 / 3. The gear ratio of the first ring gear 204 to the first large planetary gear 203 is approximately 3. The characteristic parameter of the first planetary gear train 200 is approximately 1 (the characteristic parameter is defined as the ratio 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). The transmission ratio from the first sun gear 201 to the first right planet carrier 207 is approximately 2.

[0049] The second planetary gear train 300 is used to decelerate and amplify the torque from the first right planetary carrier 207 before outputting it to the wheels 606. The second planetary gear train 300 primarily comprises a second sun gear 301, second planetary gears 302, a second ring gear 303, a second planetary gear shaft 304, and a second planetary carrier 305. The second sun gear 301, serving as the input, is fixedly connected to the first right planetary carrier 207 via a spline and rotatably supported on the central support shaft 601 via a needle bearing. The second planetary gears 302 are rotatably supported on the second planetary gear shaft 304 via a needle bearing. The second planetary gear shaft 304 is fixedly supported on the second planetary carrier 305. The second planetary gears 302 are externally meshed with the second sun gear 301 and internally meshed with the second ring gear 303. The second ring gear 303 is fixedly connected to the transmission housing 602 via a spline. The second planetary carrier 305 is fixedly connected to the wheels 606 via 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 ring gear 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, which serves as the first gear ring 204 and meshes with 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 is fixedly connected to the transmission housing 602, and the inner surface is installed with a plurality of evenly staggered first pawls 506 and a plurality of second pawls 507, the first pawls 506 and the second pawls 507 are installed in opposite directions, and the movable end of the first pawl 506 is fixedly installed with a control pin 506 (a); the movable end of the second pawl 507 is fixed ... A control pin 507 (a) is fixedly installed at the moving end; the return 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 within 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 return 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 machined with multiple sets of control grooves of two different shapes arranged alternately around 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 within which the respective control pins can move. 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. 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 is not in 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 is locked in counterclockwise rotation.

[0055] like Figure 9As shown, when the control disk 503 rotates counterclockwise by a certain angle from the middle position, the first pawl control pin 506(a) and the second pawl control pin 507(a) are no longer controlled by their corresponding control slots. 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 Figure 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 overcome the resistance of the return spring 508 under the action of the control grooves and are pushed outward without contacting 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 into an integral part with the control disk 503; the second worm 504 is engaged 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 decelerated 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 machined 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 ball 403 pushes the pressure plate 404 to overcome the resistance of the return spring 405 and move axially: Figure 5 The left figure shows the relative positions of the worm gear 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 gear 402 and the pressure plate 404 is small; Figure 5 The right figure shows the relative positions of the worm gear 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 gear 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 connected by spline sliding, and the steel plates 407 and the clutch active part 408 are connected by spline sliding. When the pressure plate 404 moves axially, it will push the friction plates 406 and the steel plates 407 to press each other, thereby realizing the engagement of the clutch 400; the clutch active part 408 and the drive motor output shaft 103 are fixedly connected by splines, and the clutch driven part 409 is made into one piece with the first left planetary carrier 206.

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

[0061] like Figure 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 locked state, and the drive motor 100 rotates in the positive direction to output the driving torque. Figure 12 As shown, when the in-wheel 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 driving torque. When the in-wheel 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. Figure 13As shown, when the hub motor two-speed transmission is in the first gear regenerative braking state, the clutch 400 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 positive direction to output electromagnetic braking torque. Figure 14 As shown, when the in-wheel 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 bidirectional overrunning state, and the drive motor 100 rotates in the forward direction to output electromagnetic braking torque. When the in-wheel 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 bidirectional locked state, and the drive motor 100 rotates in the reverse direction to output driving torque. Figure 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 bidirectional locking state, and the drive motor 100 does not output torque.

[0062] The one-way locked state of the controllable one-way clutch 500 is a transition state when the hub motor two-speed transmission switches between the first gear driving state and the second gear driving state.

[0063] Although the embodiments of the present invention have been disclosed above, they are not limited to the applications listed in the description and implementation methods. 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 illustrations shown and described herein.

Claims

1. A two-speed transmission with a dual planetary compound gear train and a hub motor with no power interruption and 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 ring gear, a first planetary gear shaft, a first left planetary carrier, and a first right planetary carrier. The first sun gear is spline-connected to the output shaft of a drive motor. The first small planet gear and the first large planet gear are integrally formed into a double-linked planetary gear and are rotatably supported on the first planetary gear shaft. The first planetary gear shaft is fixedly supported on the first left planetary carrier and the first right planetary carrier. The first small planet gear and the first sun gear are externally meshed for transmission, and the first large planet gear and the first ring gear are internally meshed for transmission. The radius of the first large planet gear is larger than that of the first small planet gear to reduce characteristic parameters of the first planetary gear train. a second planetary gear train, configured to decelerate and increase the torque outputted from the first right planetary carrier and output the torque to the wheels; A controllable one-way clutch, the outer ring of which is fixedly connected to the transmission housing, and the inner ring of which is fixedly connected to the first ring gear, 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 portion is fixedly connected to the output shaft of the drive motor by a spline, and the clutch driven portion is fixedly connected to the first left planetary carrier; a central support shaft connected to the vehicle body via a suspension mechanism and rotatably supporting the wheels; The dual-planetary compound gear train and the hub motor two-speed transmission without power interruption shifting can realize seven different working states: first gear drive, second gear drive, neutral gear, reverse gear, 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 with no power interruption shifting as claimed in claim 1, characterized in that: The drive motor includes: 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 with no 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 planetary carrier; the second sun gear serves as the input end, is spline-connected to the first right planetary 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 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 via a spline.

4. A two-speed transmission with a double planetary compound gear train and a hub motor with no power interruption shifting as claimed in claim 2, characterized in that: The clutch comprises: a first control motor, a first worm, a first worm gear, a ball, a pressure plate, a return spring, a friction plate, a steel plate, the clutch active portion, the clutch passive portion, and a gasket. The first control motor is connected to the first worm, which meshes with the first worm gear. The first control motor outputs torque that, after passing through the first worm, drives the first worm gear to reduce speed and increase torque, thereby rotating around the central support shaft. The first worm gear is axially supported on the motor housing by the gasket. A ball ramp with a certain slope is machined on the surface opposite the first worm gear and the pressure plate, and the ball is mounted in the ball ramp. The pressure plate is slidably connected to the transmission housing via a spline. The return spring is mounted between the pressure plate and the transmission housing. When the first worm gear rotates, the ball pushes the pressure plate to overcome the resistance of the return spring and cause axial movement. The friction plate is slidably connected to the clutch passive portion via a spline, and the steel plate is slidably connected to the clutch active portion via a spline. When the pressure plate moves axially, it pushes the friction plate and the steel plate into contact with each other, thereby engaging the clutch.

5. The dual-linked planetary compound gear train without power interruption shifting hub motor two-speed transmission as claimed in claim 1, characterized in that: The controllable one-way clutch includes 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; In which, 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 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 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 return spring is installed between the movable end of the first pawl and the outer ring and the movable end of the second pawl and the outer ring; the control pin cooperates with the control disk and can move radially within the space limited 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 bidirectional ratchet protrusion on the outer surface of the inner ring under the action of the return spring, thereby locking the inner ring from rotating counterclockwise and clockwise respectively.

6. A two-speed transmission with a double planetary compound gear train and a hub motor with no 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 machined with multiple sets of control grooves of two different shapes arranged alternately around the circumference, which respectively cooperate with the control pins of the first pawl and the control pins of the second pawl to constrain the spatial range in which the respective control pins can move. The total number of the control pins is the same as the total number of the control grooves; the constraints are specifically manifested 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. At this time, 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 no longer controlled by their corresponding control grooves, and the first pawl movable end and the second pawl movable end are both 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; 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 with a double planetary compound gear train and a hub motor with no power interruption shifting 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 engaged in 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. The dual-planetary compound gear train without power interruption shifting hub motor two-speed transmission 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 the disengaged state, the one-way clutch is in the bidirectional locked state, and the drive motor rotates in the positive direction to output driving torque; when the wheel hub motor two-speed transmission is in the second gear driving state, the clutch is in the engaged state, the controllable one-way clutch is in the bidirectional overrunning state, and the drive motor rotates in the positive direction to output driving torque; when the wheel hub motor two-speed transmission is in the neutral state, the clutch is in the disengaged state, the controllable one-way clutch is in the bidirectional 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 the disengaged state, the controllable one-way clutch is in the bidirectional locked state, and the drive motor rotates in the positive direction to output electromagnetic braking torque; When the two-speed transmission of the wheel hub motor 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 electromagnetic braking torque; when the two-speed transmission of the wheel hub motor is in the reverse state, the clutch is in the disengaged state, the controllable one-way clutch is in the two-way locked state, and the drive motor rotates in the reverse direction to output driving 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 locked state, the drive motor does not output torque, and the friction resistance in the clutch generates a deceleration braking force for the vehicle.

9. A two-speed transmission with a dual planetary compound gear train and a hub motor with no power interruption shifting as claimed in claim 1, characterized in that: When performing a non-power interrupted upshift, the torque phase control is performed first, and then the 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 required torque of the second gear The clutch gradually tightens and enters a semi-clutch sliding state, causing the drive motor to output torque. The clutch transmits torque The following relationship is satisfied: Where, For the first gear transmission ratio, is the second gear transmission ratio, The desired wheel end torque; after the torque phase ends, the drive motor output torque 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 a two-way locking state to a 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 a one-way overtaking state to a two-way overtaking state.

10. A two-speed transmission with a double planetary compound gear train and a hub motor with no power interruption shifting as claimed in claim 9, characterized in that: When downshifting without power interruption, 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 Appropriately increase the torque 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 required torque of the first gear , the clutch is gradually released, and the drive motor outputs torque The clutch transmits torque The following relationship is satisfied: When the clutch is fully released, the vehicle enters the first gear state.

Images