Driving device and vehicle

Abstract

The invention provides a driving device and a vehicle. The driving device comprises a motor, a planetary gear mechanism, a first clutch unit and a second clutch unit which are assembled together. When the first sun gear is driven by the motor to rotate towards one side in the circumferential direction, a planet carrier of the planet gear mechanism stops rotating, and the second sun gear rotates towards the other side in the circumferential direction. When the first sun gear is driven by the motor to rotate towards the other side in the circumferential direction, the planet carrier and the second sun gear rotate towards the other side in the circumferential direction. Thus, the driving device can achieve the constant speed mode and the speed reduction mode, output does not need to be conducted through an inner gear ring of the planetary gear mechanism, and therefore the gear ring can be omitted, and the radial size of the driving device is reduced.

Description

Technical Field

[0001] The present invention relates to a drive device and a vehicle equipped with the drive device. Background Art

[0002] In recent years, with the implementation of the "dual carbon" strategy, the new energy field has developed rapidly. New energy vehicles are becoming more and more popular among consumers due to their convenience, environmental protection and low price. In the field of electric vehicles as new energy vehicles, especially electric bicycles, electric motorcycles and other electric vehicles, there is a solution of using planetary gear mechanisms as transmission mechanisms to achieve torque transmission.

[0003] In an electric vehicle of a two-speed drive device using a planetary gear mechanism as a transmission mechanism, two-speed drive is achieved by means of two clutch units (a first clutch unit and a second clutch unit). Specifically, in the drive device, the sun gear of the planetary gear mechanism is connected to the rotor of the motor as an input element, and the inner gear ring of the planetary gear mechanism is used as an output element. The stator of the motor is fixedly mounted on the stator shaft, and the rotor can rotate relative to the stator to generate mechanical energy to do work. The planetary wheel carrier of the planetary gear mechanism can be locked with the stator shaft through the first clutch unit, and the planetary wheel carrier can be locked with the sun gear through the second clutch unit. When the sun gear is driven to one side of the circumference (one direction), the first clutch unit is engaged, the second clutch unit is disengaged to prevent the planetary wheel carrier from rotating, and the inner gear ring rotates at a low speed; when the sun gear is driven to the other side of the circumference (another direction opposite to one direction), the first clutch unit is disengaged, the second clutch unit is engaged, the sun gear, the planetary gear and the planetary wheel carrier rotate as a whole, and the inner gear ring rotates at a high speed. In this way, the above two-speed drive device can achieve two-speed drive.

[0004] However, in the above-mentioned driving device, the inner gear ring located at the outermost radial side is used as the output element, which causes the radial dimension of the entire driving device to be too large. Summary of the invention

[0005] Problem that the invention aims to solve

[0006] The present invention is made in view of the above-mentioned drawbacks of the drive device. One object of the present invention is to provide a drive device that can reduce the radial size of the drive device while achieving two-speed driving. Another object of the present invention is to provide a vehicle equipped with the drive device.

[0007] In order to achieve the above object, the present invention adopts the following technical solution.

[0008] The present invention provides a driving device, comprising a motor, a planetary gear mechanism, a first clutch unit and a second clutch unit.

[0009] The motor includes a stator and a rotor.

[0010] The planetary gear mechanism includes a first sun gear, a second sun gear, a first planetary gear, a second planetary gear, a third planetary gear and a planetary gear carrier, the first sun gear serves as an input element and is connected to the rotor, the first planetary gear is meshed with the first sun gear, the second planetary gear is meshed with the first planetary gear, the third planetary gear rotates integrally and coaxially with the second planetary gear, the second sun gear is meshed with the third planetary gear, the second sun gear serves as an output element and is arranged coaxially with the first sun gear, and the planetary gear carrier is installed on the first planetary gear, the second planetary gear and the third planetary gear,

[0011] The first clutch unit and the second clutch unit are both one-way clutch units, and the first clutch unit and the second clutch unit are configured such that: when the first sun gear is driven by the motor to rotate toward one side of the circumference, the first clutch unit engages and the second clutch unit disengages, the planetary carrier stops rotating, and the second sun gear rotates toward the other side of the circumference; when the first sun gear is driven by the motor to rotate toward the other side of the circumference, the first clutch unit disengages and the second clutch unit engages, and the planetary carrier and the second sun gear rotate toward the other side of the circumference. By adopting the above technical solution, the drive device of the present invention can realize a constant speed mode and a deceleration mode, thereby realizing a two-speed drive. In this case, the drive device of the present invention does not use the inner ring gear of the planetary gear mechanism for output, so the ring gear can be omitted to reduce the radial size of the drive device.

[0012] Preferably, a third clutch unit is further included, which is used to control the locking and unlocking of the planetary wheel carrier relative to the stator. When the first clutch unit and the third clutch unit are engaged, the planetary wheel carrier is locked relative to the stator; when the third clutch unit is disengaged, the planetary wheel carrier is unlocked relative to the stator. By adopting the above technical solution, when the vehicle is pushed backward by external force, the third clutch unit can be disengaged to avoid the situation where the drive device is interlocked and cannot be pushed. In this way, the state where the vehicle cannot move backward due to the locking of the transmission mechanism is avoided, so that the vehicle can be pushed backward artificially by external force.

[0013] Preferably, the third clutch unit is located radially inward of the first clutch unit, and the third clutch unit and the first clutch unit at least partially overlap in the axial direction of the drive device. By adopting the above technical solution, when the third clutch unit is provided to cooperate with the first clutch unit, the axial size and radial size of the entire drive device can be reduced as much as possible.

[0014] Preferably, when the motor stops driving and the second sun gear rotates toward the other side in the circumferential direction, the first clutch unit is disengaged and the second clutch unit is disengaged; and when the motor stops driving and the second sun gear rotates toward one side in the circumferential direction, the third clutch unit is disengaged. By adopting the above technical solution, when the motor stops driving and the second sun gear rotates toward the other side in the circumferential direction, the first clutch unit and the second clutch unit are both disengaged, so that an external force can be used to push the vehicle equipped with the drive device forward. When the motor stops running and the second sun gear rotates toward one side in the circumferential direction, the third clutch unit is disengaged to avoid the state in which the transmission mechanism is locked and the vehicle cannot move backward, so that an external force can be used to push the vehicle equipped with the drive device backward.

[0015] Preferably, a third clutch unit is further included, which is used to control the locking and unlocking of the planetary wheel carrier relative to the second sun gear. When the second clutch unit and the third clutch unit are engaged, the planetary wheel carrier is locked relative to the second sun gear; when the third clutch unit is disengaged, the planetary wheel carrier is unlocked relative to the second sun gear. By adopting the above technical solution, when the vehicle is pushed backward by external force, the third clutch unit can be disengaged to avoid the situation where the drive device is interlocked and cannot be pushed. In this way, the state where the vehicle cannot move backward due to the locking of the transmission mechanism is avoided, so that the vehicle can be pushed backward artificially by external force.

[0016] Preferably, the third clutch unit is located radially inward of the second clutch unit, and the third clutch unit and the second clutch unit at least partially overlap in the axial direction of the drive device. By adopting the above technical solution, when the third clutch unit cooperating with the second clutch unit is provided, the axial size and radial size of the entire drive device can be reduced as much as possible.

[0017] Preferably, when the motor stops driving and the second sun gear rotates toward the other side in the circumferential direction, the first clutch unit is disengaged and the second clutch unit is disengaged; and when the motor stops driving and the second sun gear rotates toward one side in the circumferential direction, the third clutch unit is disengaged. By adopting the above technical solution, when the motor stops driving and the second sun gear rotates toward the other side in the circumferential direction, the first clutch unit and the second clutch unit are both disengaged, so that an external force can be used to push the vehicle equipped with the drive device forward. When the motor stops running and the second sun gear rotates toward one side in the circumferential direction, the third clutch unit is disengaged to avoid the state in which the transmission mechanism is locked and the vehicle cannot move backward, so that an external force can be used to push the vehicle equipped with the drive device backward.

[0018] Preferably, the third clutch unit comprises an actuating mechanism and an engaging portion, wherein the actuating mechanism is movable between a disengaged position and an engaged position.

[0019] The third clutch unit is configured such that:

[0020] When the first sun gear is driven by the motor to rotate toward the other side in the circumferential direction, the actuator moves to the engagement position to engage the engagement portion, thereby engaging the third clutch unit.

[0021] When the motor stops driving and the second planetary gear rotates toward one side in the circumferential direction, the actuating mechanism moves to the disengagement position to disengage the engagement portion, so that the third clutch unit is disengaged.

[0022] Preferably, the engagement portion is a meshing engagement portion or a friction engagement portion.

[0023] Preferably, the second sun gear includes a tooth portion and a shaft portion, the tooth portion meshes with the third planetary gear, the shaft portion and the tooth portion can move relative to each other and are transmission-connected, the actuating mechanism is transmission-connected with the tooth portion, the shaft portion has a supporting surface, the actuating mechanism has a sliding surface, the supporting surface and the sliding surface abut against each other and are arranged at an inclination relative to the circumference of the drive device, and the sliding surface slides relative to the supporting surface by utilizing the relative rotation of the tooth portion and the shaft portion, thereby the actuating mechanism can move along the axial direction of the drive device to the engagement position and the disengagement position. By adopting the above technical solution, the second sun gear can be used to realize automatic engagement and disengagement of the third clutch unit, thereby improving the driving performance and automation of the entire drive device.

[0024] Preferably, the second planetary gear is located on one axial side of the third planetary gear, the planetary carrier includes a first carrier portion located on one axial side of the second planetary gear and a second carrier portion located on the other axial side of the third planetary gear, the first clutch unit is located radially inside the first carrier portion and at least partially overlaps with the first carrier portion in the axial direction of the drive device, and the second clutch unit is located radially inside the second carrier portion and at least partially overlaps with the second carrier portion in the axial direction. In the case of providing the third clutch unit, the axial size and radial size of the entire drive device can be reduced as much as possible.

[0025] Preferably, the rotor is located radially inside the stator, and the rotor is coaxially arranged with the first sun gear. By adopting the above technical solution, compared with an outer rotor motor, it is more suitable for the architecture of outputting through the radially innermost shaft of the present application.

[0026] The present application also provides a vehicle as follows, which has a driving device as described in any one of the above technical solutions. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1A 1 is a schematic diagram showing a partial structure of a driving device according to a first embodiment of the present invention, wherein a dashed line is a central axis of the driving device.

[0028] Figure 1B It shows Figure 1A Schematic diagram of the topological structure of the drive device.

[0029] Figure 2A 2 is a schematic diagram showing a partial structure of a driving device according to a second embodiment of the present invention, wherein the single-dot chain line is the central axis of the driving device.

[0030] Figure 2B It shows Figure 2A Schematic diagram of the topological structure of the drive device.

[0031] Figure 3A 3 is a schematic diagram showing a partial structure of a driving device according to a third embodiment of the present invention, wherein the single-dot chain line is the central axis of the driving device.

[0032] Figure 3B It shows Figure 3A Schematic diagram of the topological structure of the drive device.

[0033] Figure 3C It is used to illustrate Figure 3A Schematic diagram of the first gear working mode (deceleration mode) of the drive device in, wherein the dotted line with an arrow represents the torque transmission path.

[0034] Figure 3D It shows Figure 3C Speed ​​line diagram of the planetary gear mechanism in the mode.

[0035] Figure 3E It is used to illustrate Figure 3A Schematic diagram of the second gear working mode (constant speed mode) of the drive device in, wherein the dotted line with an arrow represents the torque transmission path.

[0036] Figure 3F It shows Figure 3E Speed ​​line diagram of the planetary gear mechanism in the working mode.

[0037] Figure 3G It is used to illustrate Figure 3A A schematic diagram of a case where a driving device in the vehicle stops driving and a vehicle equipped with the driving device is pushed forward by an external force, wherein a dotted line with an arrow represents a torque transmission path.

[0038] Figure 3H It is used to illustrate Figure 3AA schematic diagram of a case where a driving device in the vehicle stops driving and a vehicle equipped with the driving device is pushed backward by an external force, wherein the dotted line with an arrow represents a torque transmission path.

[0039] FIG. 4A to FIG. 4C It is used to illustrate Figure 3A Schematic diagram of the structure of the third clutch unit of the drive device.

[0040] Description of Reference Numerals

[0041] H housing;

[0042] M motor; S stator; R rotor; O rotor shaft;

[0043] SG1 first sun gear; SG2 second sun gear; PG1 first planetary gear; PG2 second planetary gear; PG3 third planetary gear; PC planetary carrier; PG1 first carrier portion; PG2 second carrier portion; OG tooth portion; OS shaft portion; C groove; S1 abutment surface;

[0044] OWC1 first clutch unit; OWC2 second clutch unit;

[0045] DC third clutch unit; DC1 actuating mechanism; DC2 engaging portion; DC21 first engaging member; DC22 second engaging member; DC3 supporting portion; DC4 force applying portion; S2 sliding surface;

[0046] AD is axial; RD is radial. DETAILED DESCRIPTION

[0047] The exemplary embodiments of the present invention are described below with reference to the accompanying drawings. It should be understood that these specific descriptions are only used to teach those skilled in the art how to implement the present invention, and are not intended to exhaust all possible modes of the present invention, nor to limit the scope of the present invention.

[0048] In the present invention, unless otherwise specified, "axial", "radial" and "circumferential" refer to the axial, radial and circumferential directions of the drive device (motor), respectively. In addition, "fixed connection" refers to a connection between two components without relative movement, including both direct fixed connection and indirect fixed connection via other components. "Locking" includes both direct locking and indirect locking via other components. "Transmission connection" refers to a connection between two components that can transmit torque.

[0049] The following first describes a driving device according to a first embodiment of the present invention in conjunction with the accompanying drawings.

[0050] (Driving device according to the first embodiment of the present invention)

[0051] like Figure 1A and Figure 1BAs shown, the driving device according to the first embodiment of the present invention is a two-speed driving device. The driving device includes a housing H, a motor M, a planetary gear mechanism, and a clutch mechanism (including a first clutch unit OWC1 and a second clutch unit OWC2). The motor M, the planetary gear mechanism, the first clutch unit OWC1, and the second clutch unit OWC2 are arranged in a coaxial manner, and most of their structures are accommodated in the internal space defined by the housing H.

[0052] In this embodiment, if Figure 1A and Figure 1B As shown, the motor M includes a stator S, a rotor R and a rotor shaft O which are assembled together. The stator S is fixed to the housing H. The rotor R is arranged radially inside the stator S and has an air gap with the stator S, and the rotor R can rotate relative to the stator S. The rotor shaft O is fixed to the rotor R and extends linearly along the axial direction AD. The rotor shaft O extends to the position where the planetary gear mechanism is located and is transmission-connected to the first sun gear SG1. Thus, the motor M is constructed into a structure having an inner rotor R and an outer stator S.

[0053] In this embodiment, if Figure 1A and Figure 1B As shown, the planetary gear mechanism includes a first sun gear SG1, a second sun gear SG2, a first planetary gear PG1, a second planetary gear PG2, a third planetary gear PG3 and a planetary carrier PC that are assembled together. The first sun gear SG1 is drivingly connected to the rotor shaft O of the motor M, thereby being able to receive torque input from the motor M as an input element. The second sun gear SG2 can be drivingly connected to the wheel hub of an electric vehicle (an example of a vehicle of the present invention), thereby outputting torque to the wheel hub as an output element. In the above-mentioned electric vehicle, the rotation of the wheel hub is transmitted to the tire to rotate the wheels of the electric vehicle, thereby enabling the electric vehicle to travel on the road.

[0054] Further, a plurality of first planetary gears PG1 are evenly distributed at intervals in the circumferential direction, located on the radial outer side of the first sun gear SG1 and always meshed with the first sun gear SG1. A plurality of second planetary gears PG2 are evenly distributed at intervals in the circumferential direction, located on the radial outer side of the first planetary gear PG1. A plurality of second planetary gears PG2 and a plurality of first planetary gears PG1 can be configured in pairs, and each pair of the first planetary gear PG1 and the second planetary gear PG2 is always meshed. A plurality of third planetary gears PG3 are evenly distributed at intervals in the circumferential direction, and a plurality of third planetary gears PG3 and a plurality of second planetary gears PG2 can be configured in pairs, and each pair of the second planetary gear PG2 and the third planetary gear PG3 rotates integrally and coaxially, whereby each pair of the second planetary gear PG2 and the third planetary gear PG3 actually constitutes a double gear. The second sun gear SG2 is located on the radial inner side of the third planetary gear PG3 and is always meshed with the plurality of third planetary gears PG3, and the second sun gear SG2 is coaxially arranged with the first sun gear SG1. In addition, the planetary gear carrier PC is installed on the first planetary gear PG1, the second planetary gear PG2 and the third planetary gear PG3, and the planetary gear carrier PC can rotate with the revolution of the first planetary gear PG1, the second planetary gear PG2 and the third planetary gear PG3 around the sun gear SG1 and SG2. Figure 1A , Figure 2A and Figure 3A In the case of the left side in the figure, the planetary carrier PC includes a first carrier portion PC1 located on one axial side of the second planetary gear PG2 and a second carrier portion PC2 located on the other axial side of the third planetary gear PG3.

[0055] In this embodiment, if Figure 1A and Figure 1BAs shown, the clutch mechanism includes a first clutch unit OWC1 and a second clutch unit OWC2. The first clutch unit OWC1 is located radially inside the first wheel carrier part PC1 and at least partially overlaps with the first wheel carrier part PC1 in the axial direction AD. When the first clutch unit OWC1 is in an engaged state, the planetary wheel carrier PC can be locked with the housing H through the first clutch unit OWC1, thereby being locked relative to the stator S, thereby being able to stop rotating; when the first clutch unit OWC1 is in a disengaged state, the locking of the planetary wheel carrier PC and the housing H is released. The second clutch unit OWC2 is located radially inside the second wheel carrier part PC2 and at least partially overlaps with the second wheel carrier part PC2 in the axial direction AD. When the second clutch unit OWC2 is in an engaged state, the planetary wheel carrier PC can be locked with the second sun gear SG2 through the second clutch unit OWC2; when the second clutch unit OWC2 is in a disengaged state, the locking of the planetary wheel carrier PC and the second sun gear SG2 is released. In different gear positions, the first clutch unit OWC1 or the second clutch unit OWC2 can be selectively engaged.

[0056] The first clutch unit OWC1 and the second clutch unit OWC2 are both one-way clutch units (or one-way clutches). The first clutch unit OWC1 and the second clutch unit OWC2 both have an inner ring and an outer ring. In the engaged state, the inner ring and the outer ring cannot rotate relative to each other; in the disengaged state, the inner ring and the outer ring can rotate relative to each other. Preferably, the planetary carrier PC functions as the outer ring of the first clutch unit OWC1 and the second clutch unit OWC2. In the present invention, the one-way clutch refers to the following clutch: when one of the inner ring and the outer ring of the clutch is connected to the motor M as an active part and the other of the inner ring and the outer ring is a passive part, only when the rotor R of the motor M rotates in one direction, the clutch is in an engaged state so that the one can transmit torque to the other; if the rotor R changes the rotation direction and rotates in another direction opposite to the one direction, the clutch is in a disengaged state and the one cannot transmit torque to the other. In this embodiment, it can be understood that when the motor M rotates in one direction, one of the first clutch unit OWC1 and the second clutch unit OWC2 is engaged and the other is disengaged; when the motor M rotates in the other direction, one of the first clutch unit OWC1 and the second clutch unit OWC2 is disengaged and the other is engaged. As a one-way clutch, typically there are various well-known one-way clutches such as a wedge-type one-way clutch, a ratchet-pawl one-way clutch, and a roller one-way clutch.

[0057] Thus, in the case of using a drive device having the above structure, when the first sun gear SG1 is driven by the motor M to rotate to one side in the circumferential direction, the first clutch unit OWC1 is engaged and the second clutch unit OWC2 is disengaged, the planetary carrier PC is locked relative to the stator S by the first clutch unit OWC1 and stops rotating, and the second sun gear SG2 rotates to the other side in the circumferential direction. At this time, the planetary gear mechanism is formed as a fixed-axis gear train, and the drive device operates in the first gear deceleration mode. Further, when the first sun gear SG1 is driven by the motor M to rotate to the other side in the circumferential direction, the first clutch unit OWC1 is disengaged and the second clutch unit OWC2 is engaged, the planetary carrier PC is locked relative to the second sun gear SG2 by the second clutch unit OWC2, and the planetary carrier PC and the second sun gear SG2 rotate to the other side in the circumferential direction. At this time, the planetary gear mechanism is configured to rotate as a whole, and the drive device operates in the second gear constant speed mode. By adopting the above technical solution, the drive device of the present invention can realize the deceleration mode and the constant speed mode, thereby realizing two-speed drive. In this case, the drive device of the present invention does not use the inner ring gear of the planetary gear mechanism for output, so the inner ring gear can be omitted to reduce the radial size of the drive device. In addition, by providing the second planetary gear PG2 and the third planetary gear PG3 as double gears, the transmission ratio in the deceleration mode can be increased, thereby improving the driving performance of the vehicle equipped with the drive device.

[0058] The driving device according to the second embodiment of the present invention is described below with reference to the accompanying drawings.

[0059] (Driving device according to the second embodiment of the present invention)

[0060] The driving device according to the second embodiment of the present invention has the same structure as the driving device according to the first embodiment of the present invention in most aspects, and the differences between the two are mainly described below.

[0061] In this embodiment, if Figure 2A and Figure 2B As shown, the clutch mechanism also includes a third clutch unit DC. The third clutch unit DC is used to control the locking and unlocking of the planetary wheel carrier PC relative to the housing H (stator S). When the third clutch unit DC is engaged, the inner ring of the first clutch unit OWC1 is locked relative to the housing H (stator S), and once the first clutch unit OW1 is engaged, the planetary wheel carrier PC is locked relative to the housing H (stator S); when the third clutch unit DC is disengaged, the inner ring of the first clutch unit OWC1 is unlocked relative to the housing H (stator S), and the planetary wheel carrier PC is unlocked relative to the housing H (stator S). The third clutch unit DC can be various well-known clutches, such as a one-way clutch and a two-way clutch.

[0062] Further, in this embodiment, in order to reduce the axial size and radial size of the entire drive device as much as possible when the third clutch unit DC is provided, the third clutch unit DC is provided radially inside the first clutch unit OWC1, and the third clutch unit DC and the first clutch unit OWC1 at least partially overlap in the axial direction AD. That is, when observed along the radial direction RD, the third clutch unit DC and the first clutch unit OWC1 at least partially shield each other.

[0063] The driving device according to the third embodiment of the present invention is described below with reference to the accompanying drawings.

[0064] (Driving device according to the third embodiment of the present invention)

[0065] The driving device according to the third embodiment of the present invention has the same structure as the driving device according to the first embodiment of the present invention in most aspects, and the differences between the two are mainly described below.

[0066] In this embodiment, if Figure 3A and Figure 3B As shown, the clutch mechanism also includes a third clutch unit DC. The third clutch unit DC is used to control the locking and unlocking of the planetary wheel carrier PC2 relative to the second sun gear SG2. When the third clutch unit DC is engaged, the inner ring of the second clutch unit OWC2 is locked relative to the second sun gear SG2, and once the second clutch unit OWC2 is engaged, the planetary wheel carrier PC2 is locked relative to the second sun gear SG2; when the third clutch unit DC is disengaged, the inner ring of the second clutch unit OWC2 is unlocked relative to the second sun gear SG2, and the planetary wheel carrier PC2 is unlocked relative to the second sun gear SG2. The third clutch unit DC can be various well-known clutches, such as a one-way clutch and a two-way clutch.

[0067] Further, in this embodiment, in order to reduce the axial size and radial size of the entire drive device as much as possible when the third clutch unit DC is provided, the third clutch unit DC is provided radially inward of the second clutch unit OWC2, and the third clutch unit DC and the second clutch unit OWC2 are at least partially overlapped in the axial direction AD. That is, when observed along the radial direction RD, the third clutch unit DC and the second clutch unit OWC2 at least partially shield each other.

[0068] In either the second embodiment or the third embodiment, when the vehicle is pushed backward by external force, the third clutch unit DC can be disengaged to avoid the situation where the drive device is locked and cannot be pushed.

[0069] The operation process of the driving device will be described below based on the driving device of the third embodiment.

[0070] like Figure 3C and Figure 3D As shown, when the drive device is in the first gear, the electric vehicle moves forward. The first sun gear SG1 is driven to one side in the circumferential direction by the motor M, the first clutch unit OWC1 is in the engaged state, and the second clutch unit OWC2 and the third clutch unit DC are in the disengaged state. All the planetary gears PG1, PG2, and PG3 only rotate on their own and do not revolve. The torque from the motor M is transmitted via the gear pair formed by the first sun gear SG1 and the first planetary gear PG1, the gear pair formed by the first planetary gear PG1 and the second planetary gear PG2, and the gear pair formed by the third planetary gear PG3 and the second sun gear SG2. As a result, the second sun gear SG2 reduces the output relative to the first sun gear SG1 and increases the torque, so that the electric vehicle can move forward at a lower speed.

[0071] like Figure 3E and Figure 3F As shown, when the drive device is in the second gear, the electric vehicle moves forward. The first sun gear SG1 is driven by the motor M to the other side in the circumferential direction, the first clutch unit OWC1 is in a disengaged state, and the second clutch unit OWC2 and the third clutch unit DC are in an engaged state. The entire planetary gear mechanism rotates toward the other side of the axis as a whole, and the planetary gears PG1, PG2, and PG3 only revolve but do not rotate on their own. At this time, the reduction ratio (transmission ratio) is 1, and the second sun gear SG2 outputs at the same speed relative to the first sun gear SG1, so the electric vehicle can move forward at a higher speed.

[0072] like Figure 3G As shown, when the driving device stops driving and the electric vehicle is pushed forward by external force, the motor M stops driving but the second sun gear SG2 rotates toward the other side of the circumference, the first clutch unit OWC1 and the second clutch unit OWC2 are in a disengaged state, and the third clutch unit DC is in an engaged state. At this time, the second planetary gear PG2 is not relatively fixed to the housing H, so the electric vehicle can be pushed forward.

[0073] like Figure 3H As shown, when the driving device stops driving and the electric vehicle is pushed backward by external force, the motor M stops driving but the second planetary gear PG2 rotates toward one side in the circumferential direction, the first clutch unit OWC1 and the second clutch unit OWC2 are in the engaged state, and the third clutch unit DC is in the disengaged state. At this time, even if the second clutch unit OWC2 is in the engaged state, the torque transmission path through the second clutch unit OWC2 is cut off by the third clutch unit DC. Therefore, the second planetary gear PG2 and the housing H are not relatively fixed, so the electric vehicle can be pushed backward.

[0074] Further, in a third embodiment of the present invention, as Figure 3A and Figure 3BAs shown, the second sun gear SG2 includes a tooth portion OG and a shaft portion OS. The second sun gear SG2 is meshed with the third planetary gear PG3 via the tooth portion OG and is transmission-connected to the wheel hub via the shaft portion OS. The tooth portion OG and the shaft portion OS are not completely fixedly connected but can achieve a two-way transmission connection through tooth meshing, thereby the tooth portion OG and the shaft portion OS can both undergo a slight relative movement in the circumferential direction. In order to achieve the automatic engagement and disengagement of the third clutch unit DC according to the needs of the working mode, the actuating mechanism DC1 of the third clutch unit DC is transmission-connected to the tooth portion OG of the second sun gear SG2 and extends into the groove C formed by the shaft portion OS, thereby achieving the automatic engagement and disengagement of the third clutch unit DC according to the needs of the working mode. This structural arrangement is further described below.

[0075] like FIG. 4A to FIG. 4C As shown, the third clutch unit DC includes an actuating mechanism DC1, a coupling portion DC2, a supporting portion DC3 and a force applying portion DC4 which are assembled together.

[0076] The actuator DC1 includes a wedge-shaped portion and extends into the groove C of the shaft OS. The side wall of the groove C is formed with a contact surface S1. The actuator DC1 has a sliding surface S2 that matches the shape of the contact surface S1 formed on the shaft OS. The sliding surface S2 and the contact surface S1 are in contact with each other. The actuator DC1 is fixed to the tooth portion OG of the second sun gear SG2. The actuator DC1 and the tooth portion OG can be formed integrally or separately and then fixedly connected together. The sliding surface S2 and the contact surface S1 are arranged to be inclined relative to the circumferential direction. The relative sliding of the sliding surface S2 and the contact surface S1 can lead the actuator DC1 to move in the axial direction AD relative to the shaft OS, thereby moving between the disengaged position and the engaged position relative to the shaft OS. The engaging portion DC2 includes a first engaging member DC21 arranged on the supporting portion DC3 and a second supporting member DC22 arranged on the inner ring of the second clutch unit OWC2. The support part DC3 is arranged on the shaft part OS, and the first engagement member DC21 is in driving connection with the support part DC3, and the second support member DC22 is in driving connection with the inner ring of the second clutch unit OWC2. Figure 4A and Figure 4C ), the first engaging member DC21 and the second engaging member DC22 of the engaging portion DC2 are separated from each other so as not to interfere with each other. When the actuator DC1 overcomes the force of the force applying portion DC4 and moves relative to the shaft portion OS to the engaging position (see Figure 4B), the first engaging member DC21 and the second engaging member DC22 of the engaging portion DC2 engage with each other. It can be understood that the engaging portion D2 can be a structure that achieves engagement by tooth meshing, in which case the first engaging member DC21 and the second engaging member DC22 can be engaging teeth. The engaging portion D2 can also be a structure that achieves engagement by friction, in which case the first engaging member DC21 and the second engaging member DC22 can be a pressure plate and a friction disc.

[0077] like Figure 4A As shown, when the drive device is in the first gear, the tooth portion OG drives the shaft portion OS to rotate toward the other side in the circumferential direction, the actuating mechanism DC1 is in the disengaged position, and the first engagement member DC21 and the second engagement member DC22 are separated from each other. Figure 4B As shown, when the drive device shifts from the first gear to the second gear or when the drive device stops driving and the electric vehicle is pushed forward by external force, the shaft portion OS rotates to the other side of the circumference, the tooth portion OG rotates to one side of the circumference relative to the shaft portion OS, the actuating mechanism DC1 is in the engagement position, the first engagement member DC21 and the second engagement member DC22 are engaged with each other, and the shaft portion OS of the second sun gear SG2 is in transmission connection with the inner ring of the second clutch unit OWC2. Figure 4C As shown, when the driving device stops driving and the electric vehicle is pushed backward by external force, the shaft OS rotates toward one side in the circumferential direction, driving the tooth portion OG to rotate together, the actuating mechanism DC1 is in the disengaged position, and the first coupling member DC21 and the second coupling member DC22 are separated from each other.

[0078] (Vehicle equipped with drive device according to the present invention)

[0079] The present invention also provides a vehicle comprising the above-mentioned driving device. The vehicle may in particular be a vehicle having more than two wheels, and the driving device is mounted on at least one wheel.

[0080] The present invention is not limited to the above embodiments and variations, and those skilled in the art may make other modifications to the above embodiments and variations under the guidance of the present invention without departing from the scope of the present invention. In addition, the following supplementary explanation is made.

[0081] i. In the above specific embodiments, the inner ring of the first clutch unit OWC1 is fixed to the housing H to achieve locking of the planetary wheel carrier PC, the housing H and the stator S, but it goes without saying that the inner ring of the first clutch unit OWC1 can also be fixed to other components that do not move relative to the installation object.

[0082] ii. In the above specific embodiments, the planetary carrier PC functions as the outer ring of the first clutch unit OWC1 and the second clutch unit OWC2, but it goes without saying that at least one of the first clutch unit OWC1 and the second clutch unit OWC2 may have an independent outer ring.

[0083] iii. In the above specific embodiments, the motor M is an inner rotor type motor, but it is not limited thereto, and the motor M may also be an outer rotor type motor.

[0084] iv. Even in the third embodiment above, in order to make the actuating mechanism DC1 of the third clutch unit DC operate, the tooth portion OG and the shaft portion OS of the second sun gear SG2 can produce a small relative movement in the circumferential direction, but in the process of explaining the torque transmission path in the present invention, it can be considered that the tooth portion OG and the shaft portion OS of the second sun gear SG2 are always in transmission connection in the above scheme. Therefore, the second clutch unit OWC2 and the third clutch unit DC are used to achieve locking and unlocking between the planetary carrier PC and the shaft portion OS, and the record here mainly explains that the second clutch unit OWC2 and the third clutch unit DC are used to achieve controlled locking and unlocking between the second sun gear SG2 and the planetary carrier PC.

[0085] v. It can be understood that the technical solution of the drive device of the present invention is particularly suitable for outputting through the shaft located at the radial innermost side (center) of the entire drive device. For example, compared with the structure using the shell output, the drive device of the present invention does not need to set a structure for realizing transmission connection between the shaft and the shell, which can avoid the torque transmission path of the drive device from becoming longer, thereby avoiding the torque transmission efficiency from becoming lower. In addition, compared with the structure of transmitting torque from the sun gear located at the radial inner side (shaft side) to the shell, there is no need to set an additional structure for transmitting torque, which can avoid the axial size and radial size of the entire drive device from becoming larger, which is conducive to miniaturization.

[0086] vi. In this application, all drawings are schematic. By combining these schematic drawings with the text description of this application, those skilled in the art can fully understand and know the working principle of the drive device and its components of this application, thereby realizing a specific structure adapted to various application scenarios. For example, in this application FIG. 4A to FIG. 4C The working principle of the third clutch unit DC is schematically shown in FIG. After understanding and knowing the working principle of the third clutch unit DC, those skilled in the art can realize the adaptation Figure 3A The specific structure of the third clutch unit DC of the middle drive device.

Claims

1. A driving device, wherein: The invention comprises a motor (M), a planetary gear mechanism, a first clutch unit (OWC1) and a second clutch unit (OWC2), The motor (M) comprises a stator (S) and a rotor (R), The planetary gear mechanism includes a first sun gear (SG1), a second sun gear (SG2), a first planetary gear (PG1), a second planetary gear (PG2), a third planetary gear (PG3) and a planetary carrier (PC), wherein the first sun gear (SG1) serves as an input element and is connected to the rotor (R), the first planetary gear (PG1) is meshed with the first sun gear (SG1), the second planetary gear (PG2) is meshed with the first planetary gear (PG1), the third planetary gear (PG3) rotates integrally and coaxially with the second planetary gear (PG2), the second sun gear (SG2) is meshed with the third planetary gear (PG3), the second sun gear (SG2) serves as an output element and is arranged coaxially with the first sun gear (SG1), and the planetary carrier (PC) is installed on the first planetary gear (PG1), the second planetary gear (PG2) and the third planetary gear (PG3), The first clutch unit (OWC1) and the second clutch unit (OWC2) are both one-way clutch units, and the first clutch unit (OWC1) and the second clutch unit (OWC2) are configured such that: when the first sun gear (SG1) is driven by the motor (M) to rotate toward one side of the circumference, the first clutch unit (OWC1) is engaged and the second clutch unit (OWC2) is disengaged, the planetary carrier (PC) stops rotating, and the second sun gear (SG2) rotates toward the other side of the circumference; when the first sun gear (SG1) is driven by the motor (M) to rotate toward the other side of the circumference, the first clutch unit (OWC1) is disengaged and the second clutch unit (OWC2) is engaged, and the planetary carrier (PC) and the second sun gear (SG2) rotate toward the other side of the circumference.

2. The driving device according to claim 1, wherein: It also includes a third clutch unit (DC) for controlling the planetary wheel carrier (PC) to lock and unlock relative to the stator (S), When the first clutch unit (OWC1) and the third clutch unit (DC) are engaged, the planetary wheel carrier (PC) is locked relative to the stator (S); when the third clutch unit (DC) is disengaged, the planetary wheel carrier (PC) is unlocked relative to the stator (S).

3. The driving device according to claim 2, wherein: The third clutch unit (DC) is located radially inside the first clutch unit (OWC1), and the third clutch unit (DC) at least partially overlaps with the first clutch unit (OWC1) in the axial direction (AD) of the drive device.

4. The driving device according to claim 2, wherein: When the motor (M) stops driving and the second sun gear (SG2) rotates toward the other side in the circumferential direction, the first clutch unit (OWC1) is disengaged and the second clutch unit (OWC2) is disengaged; and When the motor (M) stops driving and the second sun gear (SG2) rotates toward one side in the circumferential direction, the third clutch unit (DC) is disengaged.

5. The driving device according to claim 1, wherein: The invention also includes a third clutch unit (DC) for controlling the planetary carrier (PC) to lock and unlock relative to the second sun gear (SG2), When the second clutch unit (OWC2) and the third clutch unit (DC) are engaged, the planetary carrier (PC) is locked relative to the second sun gear (SG2); when the third clutch unit (DC) is disengaged, the planetary carrier (PC) is unlocked relative to the second sun gear (SG2).

6. The driving device according to claim 5, wherein: The third clutch unit (DC) is located radially inside the second clutch unit (OWC2), and the third clutch unit (DC) and the second clutch unit (OWC2) at least partially overlap in the axial direction (AD) of the drive device.

7. The driving device according to claim 5, wherein: When the motor (M) stops driving and the second sun gear (SG2) rotates toward the other side in the circumferential direction, the first clutch unit (OWC1) is disengaged and the second clutch unit (OWC2) is disengaged; and When the motor (M) stops driving and the second sun gear (SG2) rotates toward one side in the circumferential direction, the third clutch unit (DC) is disengaged.

8. The driving device according to claim 5, wherein: The third clutch unit (DC) comprises an actuating mechanism (DC1) and an engaging portion (DC2), wherein the actuating mechanism (DC1) is movable between a disengaged position and an engaged position. The third clutch unit (DC) is configured such that: When the first sun gear (SG1) is driven by the motor (M) to rotate toward the other side in the circumferential direction, the actuator (DC1) moves to the engagement position to engage the engagement portion (DC2), thereby engaging the third clutch unit (DC). When the motor (M) stops driving and the second planetary gear (PG2) rotates toward one side in the circumferential direction, the actuator (DC1) moves to the disengagement position to disengage the engagement portion (DC2), thereby disengaging the third clutch unit (DC).

9. The driving device according to claim 8, wherein: The engaging portion (DC2) is a meshing engaging portion or a friction engaging portion.

10. The driving device according to claim 8, wherein: The second sun gear (SG2) comprises a tooth portion (OG) and a shaft portion (OS), the tooth portion (OG) meshes with the third planetary gear (PG3), the shaft portion (OS) and the tooth portion (OG) are capable of relative movement and are transmission-connected, and the actuating mechanism (DC1) is transmission-connected to the tooth portion (OG). The shaft portion (OS) has a contact surface (S1), and the actuating mechanism (DC1) has a sliding surface (S2). The contact surface (S1) and the sliding surface (S2) contact each other and are arranged to be inclined relative to the circumferential direction of the driving device. The sliding surface (S2) slides relative to the contact surface (S1) by utilizing the relative rotation of the tooth portion (OG) and the shaft portion (OS), thereby enabling the actuating mechanism (DC1) to move to the engagement position and the disengagement position along the axial direction (AD) of the driving device.

11. The driving device according to any one of claims 1 to 10, wherein: The second planetary gear (PG2) is located on one axial side of the third planetary gear (PG3), and the planetary carrier (PC) includes a first carrier portion (PC1) located on one axial side of the second planetary gear (PG2) and a second carrier portion (PC2) located on the other axial side of the third planetary gear (PG3). The first clutch unit (OWC1) is located radially inside the first wheel carrier portion (PC1) and at least partially overlaps with the first wheel carrier portion (PC1) in the axial direction (AD) of the drive device, and the second clutch unit (OWC2) is located radially inside the second wheel carrier portion (PC2) and at least partially overlaps with the second wheel carrier portion (PC2) in the axial direction (AD).

12. The driving device according to any one of claims 1 to 10, wherein: The rotor (R) is located radially inside the stator (S), and the rotor (R) is arranged coaxially with the first sun gear (SG1).

13. A vehicle, wherein: A drive device according to any one of claims 1 to 12 is provided.

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