Multiplex power drive and brake integrated electric wheel system

Abstract

The invention discloses a multiplex power driving and braking integrated electric wheel system. A wheel unit, a steering knuckle, a hub motor, a planetary gear reducer, an electronic wedge brake and an electromagnetic clutch are integrated. According to the system, the working state of the hub motor is controlled to be matched with the electromagnetic clutch to conduct multi-mode switching, the five working modes of driving, pure electric braking, composite braking, reversing braking and parking braking can be achieved, the hub motor serves as a power source for driving and braking work at the same time, and the power multiplexing function of the driving and braking modes is achieved; the energy utilization rate of the whole vehicle can be improved, a conventional brake execution motor and a speed reducer thereof are omitted, sprung mass is greatly reduced, the controllability and driving comfort of the whole vehicle can be improved, meanwhile, the brake response speed can be increased by adopting the transmission mode that a hub motor directly drives wedge-shaped brake in the brake scheme, and the service life of the whole vehicle is prolonged. The system adopts a driving and braking integrated design, and has great significance for high integration and modularization research of a distributed driving technology.

Description

Technical Field

[0001] The present invention relates to an integrated drive and brake electric wheel system for electric vehicles, and particularly to an integrated drive and brake electric wheel system that integrates a wheel unit, a steering knuckle, a hub motor, a planetary gear reducer, an electronic wedge brake, and an electromagnetic clutch, which can achieve power reuse of the drive and brake system and has multiple working modes. Background Art

[0002] The intelligent chassis roadmap for passenger electric vehicles released in 2022 stipulates that the intelligent chassis is developing towards distributed actuators and integrated control, and coordinated integrated control of drive and brake in the lateral and longitudinal directions should be achieved by 2025. Therefore, the drive system configuration is evolving from centralized drive to distributed drive. Currently, how to design with high integration and modularity to combine the hub motor with the brake system and the suspension system to form a structurally compact electric wheel system has become the focus of research in universities and enterprises.

[0003] Currently, the mainstream configuration of the electric wheel system is to integrate the hub motor (IWM) and the electromechanical brake system (EMB). However, since the electromechanical brake system itself also requires a separate set of actuator motor and reducer to work, this results in a large occupied space for the electric wheel system, excessive sprung mass, poor driving smoothness and handling stability, and it is also difficult to arrange a safety redundancy scheme. In addition, with the continuous progress of hub motor technology, the actuator motor and reducer paired with the electromechanical brake system often only work under specific braking conditions, and do not have a beneficial effect on the vehicle performance in other conditions. Instead, it increases the vehicle mass and deteriorates the vehicle economy. The hub motor itself has a four-quadrant working characteristic range and requires a set of planetary gear reducer to work. If the vehicle drive system and the brake system can share a set of "motor + reducer" mechanism to form an integrated drive and brake system and achieve power reuse of drive and brake work, it will greatly save the wheel side space and reduce the sprung mass, which is beneficial to solving the problems of difficult arrangement of the redundancy scheme and achieving lightweight in the electric wheel system.

[0004] In summary, the current automotive industry urgently needs an integrated drive and brake electric wheel system with high integration design that can achieve power reuse of drive and brake work and has a multi-mode switching function. Summary of the Invention

[0005] According to the background of the times, this paper designs an integrated drive and brake electric wheel system that integrates a wheel unit, a steering knuckle, a hub motor, a planetary gear reducer, an electronic wedge brake, and an electromagnetic clutch, which can achieve power reuse of the drive and brake system and has multiple working modes.

[0006] The technical solution of the present invention is as follows: A power drive and brake integrated electric wheel system is reused, which is characterized by including:

[0007] A wheel unit (100), including a tire (110), a rim and spokes (120), and a brake disc (130), which is mainly used to support the vehicle load and transmit driving and braking torques, and provides space for high-integration layout of various systems inside;

[0008] A knuckle (200), which is an important part of the suspension, is connected to the upper and lower double wishbones through ball pins, and is mainly used to connect the reused power drive and brake integrated electric wheel system to the vehicle suspension and transmit forces and torques. A through hole is provided in the middle for installing a hub motor, and a thick boss and bolt holes are provided on the left side for installing an electronic wedge brake;

[0009] A hub motor (300), which adopts a low-speed inner-rotating motor, is used to provide the execution torque for the driving and braking conditions of the reused power drive and brake integrated electric wheel system, and at the same time serves as the only power source for driving and braking. A through shaft is provided at the rear side of the housing, which is connected with the through hole in the middle of the knuckle (200) by interference fit and fixed by bolts. A threaded hole is provided on the front side of the housing for installing an electromagnetic clutch;

[0010] A planetary gear reducer (400), including an input shaft (410), a sun gear (420), planetary gears (430), a planetary carrier (440), a ring gear (450), a reducer housing (460), and angular contact ball bearings (470), is used to transmit the torque output by the hub motor (300), achieve speed reduction and torque increase, and cooperate with the electromagnetic clutch to work. Through the transmission of the planetary gear train, the switching of multiple driving and braking modes and power reuse are realized;

[0011] An electronic wedge brake (500), including an electronic wedge brake support seat (510), an electronic wedge brake upper cover (520), a brake push rod slider (530), a brake pull rod slider (540), a driving wedge block (550), a friction lining (560), and an electronic wedge brake return rubber block (570), is used to provide the braking torque for the braking condition of the reused power drive and brake integrated electric wheel system;

[0012] An electromagnetic clutch (600), including rollers (610), a clutch outer hub (620), a clutch inner hub (630), a movable coil seat (640), an electromagnetic clutch upper cover (650), a movable coil winding (660), an electromagnetic clutch return rubber block (670), a fixed coil winding (680), and a locking pin (690), cooperates with the planetary gear reducer (400) to work, and is used to realize the switching of multiple driving and braking modes.

[0013] Preferably, it is characterized in that the wheel unit (100) is characterized by including:

[0014] A tire (110) for carrying the entire vehicle load and transmitting ground forces and torques;

[0015] A rim and a spoke (120), with a positioning through-hole provided in the middle of the spoke for the output positioning pin of the planet carrier (440) of the planetary gear reducer (400) to pass through for positioning, and fixed by a flange nut. The circumferential part of the rim is provided with bolt holes for installing a brake disc;

[0016] A brake disc (130) is bolted to the rim in the rim and spoke (120) and has a braking gap with the friction lining (560) in the electronic wedge brake (500).

[0017] Preferably, it is characterized in that the planetary gear reducer (400) includes:

[0018] An input shaft (410) with splines at both ends. The input end is connected to the output end of the in-wheel motor (300) through splines to transmit the output torque of the in-wheel motor (300) to the planetary gear reducer (400), and axial positioning is achieved using a shaft shoulder;

[0019] A sun gear (420) with a spline hole in the center, connected to the output end of the input shaft (410) through splines, and the gear end is connected to the planet gear (430);

[0020] A planet carrier (440), the input positioning pin is connected to the planet gear (430) through a bushing, the output positioning pin passes through the positioning through-hole in the spoke of the rim and spoke (120), and is fixedly connected through a flange nut, rotates synchronously with the wheel unit, and is also provided with threaded holes for installing the reducer housing (460);

[0021] A ring gear (450), the gear end is connected to the planet gear (430), the upper end is provided with a short bushing connected to the electronic wedge brake (500) to transmit torque to the electronic wedge brake (500), the middle part has a hollow shaft structure, is coaxially arranged with the input shaft (410), and the outer ring of the hollow shaft is in contact connection with the electromagnetic clutch (600);

[0022] A reducer housing (460) mainly used to protect the components in the planetary gear reducer (400), is screw-connected to the planet carrier (440), rotates synchronously with the planet carrier (440), and has a certain gap radially with the ring gear (450) to avoid interfering with the rotation of the ring gear (450);

[0023] The angular contact ball bearing (470) has its inner ring connected to the input shaft (410), and its outer ring connected to the inner surface of the hollow shaft portion of the gear ring (450). Axial positioning is carried out through the inner shaft shoulder of the hollow shaft portion. It is mainly used for transmission lubrication and providing radial positioning of the gear ring (450) relative to the input shaft (410).

[0024] Preferably, the electronic wedge brake (500) is characterized in that it includes:

[0025] The electronic wedge brake support seat (510) is mainly used for connecting, supporting and positioning the components of the electronic wedge brake (500). At the same time, it is provided with a guide groove to limit the movement trajectories of the components of the electronic wedge brake (500). There are lugs on both sides for installing the upper cover (520) of the electronic wedge brake. There are a positioning card slot and through holes at the bottom, which cooperate with the thick boss on the left side of the knuckle (200) and are connected by bolts;

[0026] The upper cover (520) of the electronic wedge brake is mainly used to protect the components of the electronic wedge brake (500) and is connected to the lugs on both sides of the electronic wedge brake support seat (510) by screws;

[0027] The brake push rod slider (530) is installed inside the guide groove of the electronic wedge brake support seat (510). There is a friction lining positioning groove at the left plane, and a boss at the bottom for installing the return rubber block of the electronic wedge brake;

[0028] The brake pull rod slider (540) is U-shaped as a whole and is installed outside the guide groove of the electronic wedge brake support seat (510). There is a friction lining positioning groove at the left plane, and a boss at the bottom for installing the return rubber block of the electronic wedge brake. There is a reinforcing rib at the L-shaped corner at the bottom, and an arc-shaped through hole is provided on the right side at the same time;

[0029] The active wedge block (550), as the active actuator of the electronic wedge brake (500), has a short shaft at one end passing through the arc-shaped through hole of the brake pull rod slider (540) and is connected to the short shaft sleeve at the upper end of the gear ring (450). During the braking condition, the gear ring (450) will drive the active wedge block (550) to swing slightly in the circumferential direction, so that the active wedge block (550) pushes the brake push rod slider (530) and the brake pull rod slider (540) to move, making the brake push rod slider (530) move left and the brake pull rod slider (540) move right, realizing the clamping action of the electronic wedge brake (500), which is the same as the working principle of the floating caliper disc brake. At the same time, there is a cylindrical roller structure at the inclined surface to prevent self-locking during the braking condition;

[0030] The friction lining (560) is divided into two pieces in total and is respectively installed in the friction lining positioning grooves of the brake push rod slider (530) and the brake pull rod slider (540). When braking is not performed, a certain braking gap is maintained with the brake disc (130).

[0031] The electronic wedge brake return rubber block (570) is divided into four pieces in total and is respectively installed in the protrusions on both sides of the bottom of the brake push rod slider (530) and the brake pull rod slider (540). During braking, it is deformed by the extrusion of the protrusion and the groove provided at the bottom of the electronic wedge brake support seat (510). When braking is cancelled, the active wedge block (550) returns to the middle and does not contact the brake push rod slider (530) and the brake pull rod slider (540). At this time, the electronic wedge brake return rubber block (570) will respectively push the brake push rod slider (530) to move right and the brake pull rod slider (540) to move left, so that the friction lining (560) is separated from the brake disc (130).

[0032] Preferably, the electromagnetic clutch (600) is characterized in that it includes:

[0033] The roller (610) is installed between the clutch outer hub and the clutch inner hub;

[0034] The clutch outer hub (620) is the main part of the electromagnetic clutch (600). The middle part is a through-hole structure, and there are multiple arc grooves on the inner side for installing the roller (610). There are lugs on both sides, which are connected to the front side of the hub motor (300) housing through screws. There is a fixed coil seat at the upper end for installing the fixed coil winding, and there are small holes for wiring;

[0035] The clutch inner hub (630) is an open ring structure as a whole. There are multiple arc grooves on the outer side for installing the roller (610). The inner side is in transitional fit with the outer side of the hollow shaft in the middle of the gear ring (450). There is a wedge block structure at the opening;

[0036] The movable coil seat (640) is arranged directly above the fixed coil seat at the upper end of the clutch outer hub (620). There is a deep hole in the middle and a bolt hole at the top for installing the locking pin;

[0037] The electromagnetic clutch upper cover (650) is mainly used to protect the components at the upper end of the electromagnetic clutch (600). There are threads at the bottom and it is installed on the top of the clutch outer hub (620);

[0038] The movable coil winding (660) is installed on the movable coil seat (640). When the movable coil winding (660) is energized, a magnetic field can be generated;

[0039] The electromagnetic clutch return rubber block (670) has a through hole in the center and is installed between the movable coil winding (660) and the fixed coil seat at the upper end of the clutch outer hub (620). When the electromagnetic clutch (600) is in the locked state, the electromagnetic clutch return rubber block (670) is used to separate the movable coil winding (660) from the fixed coil seat at the upper end of the clutch outer hub (620).

[0040] The fixed coil winding (680) is installed on the fixed coil seat at the upper end of the clutch outer hub (620) and has the same winding direction as the movable coil winding (660). When the energizing directions of the fixed coil winding (680) and the movable coil winding (660) are the same, the magnetic fields generated at the upper end of the fixed coil winding (680) and the lower end of the movable coil winding (660) are of opposite polarity and attract each other, causing the movable coil seat (640) to move downward, approach the fixed coil seat at the upper end of the clutch outer hub (620) and compress the electromagnetic clutch return rubber block (670). When the fixed coil winding (680) and the movable coil winding (660) are de-energized, the magnetic field disappears, and due to the action of the electromagnetic clutch return rubber block (670), the movable coil winding (660) is separated from the fixed coil seat at the upper end of the clutch outer hub (620).

[0041] The locking pin (690) has a threaded hole at the top and is connected to the movable coil seat (640) by a screw. It has a wedge structure at the bottom, and the shaft section passes through the fixed coil seat at the upper end of the clutch outer hub (620) and is arranged directly above the opening of the clutch inner hub (630). When the energizing directions of the fixed coil winding (680) and the movable coil winding (660) are the same, due to the magnetic field effect, the movable coil seat (640) moves downward and approaches the fixed coil seat at the upper end of the clutch outer hub (620), causing the locking pin (690) to move downward and insert into the opening of the clutch inner hub (630). At this time, the clutch inner hub (630) will be in the central position and cannot rotate, and at the same time, its inner diameter becomes larger and does not contact the outer ring of the hollow shaft structure in the middle of the gear ring (450). When the electromagnetic clutch (600) is in the locked state, the fixed coil winding (680) and the movable coil winding (660) are de-energized, and due to the action of the electromagnetic clutch return rubber block (670), the locking pin (690) moves upward and disengages from the opening of the clutch inner hub (630).

[0042] Preferably, it is characterized in that the working states of the electromagnetic clutch (600) include:

[0043] Locked state: At this time, the fixed coil winding (680) and the moving coil winding (660) are not energized, and there is no magnetic field. The moving coil seat (640) and the upper fixed coil seat of the clutch outer hub (620) are separated due to the action of the electromagnetic clutch return rubber block (670). The locking pin (690) is disengaged from the opening of the clutch inner hub (630). At this time, the inner ring of the clutch inner hub (630) contacts the outer ring of the hollow shaft structure in the middle of the gear ring (450). When the gear ring (450) attempts to rotate, it will drive the clutch inner hub (630) to rotate. Due to the action of the roller (610), the inner diameter of the clutch inner hub (630) will become smaller, clamping the hollow shaft in the middle of the gear ring (450) to generate friction, and there is a self-increasing force in this process, which is sufficient to prevent the gear ring (450) from rotating, forming a locking effect.

[0044] Active state: At this time, the fixed coil winding (680) and the moving coil winding (660) are energized and the current directions are the same. At this time, the magnetic fields generated at the upper end of the fixed coil winding (680) and the lower end of the moving coil winding (660) are of opposite polarities and attract each other, causing the moving coil seat (640) to move downward and approach the upper fixed coil seat of the clutch outer hub (620), and compressing the electromagnetic clutch return rubber block (670). The locking pin (690) will move downward and insert into the opening of the clutch inner hub (630), forcing the clutch inner hub (630) to be in the center position and unable to rotate. At the same time, the inner diameter becomes larger and does not contact the outer ring of the hollow shaft structure in the middle of the gear ring (450). At this time, the gear ring (450) can rotate freely.

[0045] Preferably, it is characterized in that the rotation direction reference system and the working modes include:

[0046] Define the rotation direction reference system. When the wheel unit (100) moves forward in the positive direction, the direction of its own rotation around the rotation axis is the positive rotation direction.

[0047] The working modes of the multiplexed power drive and brake integrated electric wheel system are mainly divided into drive mode, pure electric braking mode, compound braking mode, reverse braking mode, and parking braking mode.

[0048] Drive mode: Working under driving conditions, the hub motor (300) operates in the first quadrant, in a positive speed and positive torque state. At the same time, the electromagnetic clutch (600) is in the locked state. At this time, the sun gear (420), the planet carrier (440), and the wheel unit (100) all rotate in the positive direction, and the gear ring (450) is stationary. The vehicle travels forward. If the hub motor (300) operates in the third quadrant, in a negative speed and negative torque state, the vehicle will reverse. The transmission principle is the same.

[0049] Pure electric braking mode, which works under the braking conditions of medium and low vehicle speeds. The in-wheel motor (300) operates in the fourth quadrant and is in the high-efficiency range. The single electric braking is sufficient to meet the braking demand and has a higher energy utilization rate. At this time, the in-wheel motor (300) is in a state of positive rotational speed and negative torque. At the same time, the electromagnetic clutch (600) is in the locked state. The sun gear (420), the planet carrier (440) and the wheel unit (100) rotate in the positive direction and are in a decelerating state, and the ring gear (450) is stationary. The vehicle is in the braking energy recovery state;

[0050] Compound braking mode, which works under the braking conditions of extremely low vehicle speeds and high vehicle speeds with large braking demands. Because at this time the in-wheel motor (300) operates in the fourth quadrant, but due to the limitations of the motor operating characteristics and motor efficiency, the single electric braking is insufficient to meet the braking demand at this time. Therefore, a compound braking mode needs to be adopted. On the basis of electric braking, mechanical friction braking is additionally introduced to meet the braking demand. At this time, the in-wheel motor (300) is in a state of positive rotational speed and negative torque. At the same time, the electromagnetic clutch (600) switches to the active state. The sun gear (420), the planet carrier (440) and the wheel unit (100) rotate in the positive direction and are in a decelerating state, and the ring gear (450) rotates in the positive direction, which will drive the active wedge block (550) to swing slightly in the circumferential direction, approximately moving upward along the tangent direction, actuating the electronic wedge brake (500) to clamp the brake disc (130), realizing the compound braking of the superposition of mechanical friction braking and electric braking. When the braking is cancelled, the in-wheel motor (300) is controlled to operate in the first quadrant, with positive rotational speed and positive torque. At this time, the ring gear (450) rotates in the reverse direction, making the active wedge block (550) return to the central position, and the electronic wedge brake (500) releases the brake disc (130). At this time, the electromagnetic clutch (600) switches back to the locked state, making the ring gear (450) stationary, realizing the release of braking;

[0051] Reverse braking mode, which works under the braking condition when the vehicle is reversing. At this time, the in-wheel motor (300) works in the second quadrant. However, due to the usually extremely low vehicle speed under the reverse braking condition, the in-wheel motor (300) works in a low-efficiency range, resulting in a relatively low electric braking intensity alone. To complete a fast and efficient reverse braking action, mechanical friction braking is introduced. At this time, the in-wheel motor (300) is in a state of negative speed and positive torque. At the same time, the electromagnetic clutch (600) switches to the active state. The sun gear (420), the planet carrier (440), and the wheel unit (100) all rotate in reverse and are in a decelerating state. The ring gear (450) rotates in reverse, which will drive the active wedge block (550) to swing slightly in the circumferential direction, approximately moving downward along the tangent, actuating the electronic wedge brake (500) to clamp the brake disc (130) to achieve reverse braking. When the braking is cancelled, the in-wheel motor (300) is controlled to work in the third quadrant, with negative speed and negative torque. At this time, the ring gear (450) rotates forward, causing the active wedge block (550) to return to the center position, and the electronic wedge brake (500) releases the brake disc (130). At this time, the electromagnetic clutch (600) switches back to the locked state, making the ring gear (450) stationary, realizing the release of braking;

[0052] Parking braking mode, which is mainly divided into three types: flat ground parking braking, uphill parking braking with the front of the vehicle facing upward, and downhill parking braking with the front of the vehicle facing downward;

[0053] When in the flat ground parking braking condition, the vehicle is stationary. At this time, the in-wheel motor (300) is controlled to work in the third quadrant, and the working point torque is relatively small. At the same time, the electromagnetic clutch (600) is in the active state. At this time, the sun gear (420) rotates in reverse. Since the wheel unit (100) belongs to a large inertia system, the planet carrier (440) will shake slightly and can be regarded as stationary, while the ring gear (450) rotates forward, which will drive the active wedge block (550) to actuate the electronic wedge brake (500) to clamp the brake disc (130). After complete clamping, the electromagnetic clutch (600) switches to the locked state to achieve the flat ground parking braking function. When the braking is cancelled, the in-wheel motor (300) is controlled to work in the first quadrant. At this time, the ring gear (450) rotates in reverse, causing the active wedge block (550) to return to the center position, and the electronic wedge brake (500) releases the brake disc (130). At this time, the electromagnetic clutch (600) switches back to the locked state, making the ring gear (450) stationary, realizing the release of braking;

[0054] When the vehicle is in the slope parking brake condition with the front of the vehicle facing upward, the vehicle has a tendency to reverse backward, which can be analogized to the reverse braking mode. At this time, the in-wheel motor (300) operates in the second quadrant, and at the same time, the electromagnetic clutch (600) switches to the active state. The ring gear (450) rotates reversely, which will drive the active wedge block (550) to actuate the electronic wedge brake (500) to clamp the brake disc (130). After complete clamping, the electromagnetic clutch (600) switches to the locked state to achieve the slope parking brake function with the front of the vehicle facing upward. When the braking is cancelled, the in-wheel motor (300) is controlled to operate in the third quadrant, with negative rotational speed and negative torque. At this time, the ring gear (450) rotates forward, causing the active wedge block (550) to return to the center position, and the electronic wedge brake (500) releases the brake disc (130). At this time, the electromagnetic clutch (600) switches back to the locked state to make the ring gear (450) stationary, achieving brake release;

[0055] When the vehicle is in the slope parking brake condition with the front of the vehicle facing downward, the vehicle has a tendency to move forward, which can be analogized to the compound braking mode. At this time, the in-wheel motor (300) operates in the fourth quadrant, and at the same time, the electromagnetic clutch (600) switches to the active state. The ring gear (450) rotates forward, which will drive the active wedge block (550) to actuate the electronic wedge brake (500) to clamp the brake disc (130). After complete clamping, the electromagnetic clutch (600) switches to the locked state to achieve the slope parking brake function with the front of the vehicle facing downward. When the braking is cancelled, the in-wheel motor (300) is controlled to operate in the first quadrant, with positive rotational speed and positive torque. At this time, the ring gear (450) rotates reversely, causing the active wedge block (550) to return to the center position, and the electronic wedge brake (500) releases the brake disc (130). At this time, the electromagnetic clutch (600) switches back to the locked state to make the ring gear (450) stationary, achieving brake release.

[0056] Advantages of the present invention:

[0057] 1. The present invention provides a reusable power drive and brake integrated in-wheel system, which integrates a wheel unit, a knuckle, an in-wheel motor, a planetary gear reducer, an electronic wedge brake, and an electromagnetic clutch, facilitating the modular design of distributed drive. The corresponding in-wheel system can be directly selected according to the application scenario requirements of various types of vehicles, reducing the vehicle development cost to achieve personalized design.

[0058] 2. The present invention provides a reusable power drive and brake integrated in-wheel system. The in-wheel motor simultaneously serves as the power source for both driving and braking, realizing the power reuse function of multiple drive and brake modes, improving the energy utilization rate of the whole vehicle, eliminating the conventional brake execution motor and its reducer, greatly reducing the unsprung mass, facilitating the improvement of the vehicle's handling performance and driving comfort, and saving the wheel side space, which is beneficial to solving the problem of difficult layout of the in-wheel system.

[0059] 3. The present invention provides a power drive and brake integrated electric wheel system. In this system, the electronic wedge brake adopts a transmission scheme in which the hub motor directly drives the wedge brake. Compared with the conventional transmission scheme that uses a small-sized brake actuator motor and a ball screw to achieve braking, the transmission is more direct, the braking response speed is faster, which is beneficial to improving the braking performance of the whole vehicle.

[0060] 4. The present invention provides a power drive and brake integrated electric wheel system, which can realize five working modes: driving, pure electric braking, compound braking, reverse braking, and parking braking, and has a wide range of application scenarios. BRIEF DESCRIPTION OF THE DRAWINGS

[0061] Figure 1 is an axonometric view of the power drive and brake integrated electric wheel system described in the present invention;

[0062] Figure 2 is a top view of the power drive and brake integrated electric wheel system described in the present invention;

[0063] Figure 3 is a sectional view of the planetary gear reducer of the power drive and brake integrated electric wheel system described in the present invention;

[0064] Figure 4 is a sectional view of the electromagnetic clutch of the power drive and brake integrated electric wheel system described in the present invention;

[0065] Figure 5 is an assembly relationship diagram of the power drive and brake integrated electric wheel system described in the present invention;

[0066] Figure 6 is a rear side view of the electronic wedge brake of the power drive and brake integrated electric wheel system described in the present invention;

[0067] Figure 7 is an axonometric view of the electronic wedge brake of the power drive and brake integrated electric wheel system described in the present invention Figure 1 ;

[0068] Figure 8 is an axonometric view of the electronic wedge brake of the power drive and brake integrated electric wheel system described in the present invention Figure 2 ; DETAILED DESCRIPTION OF THE INVENTION

[0069] The following further describes the present invention in detail with reference to the accompanying drawings, so that those skilled in the art can implement it according to the description in the specification.

[0070] The present invention provides a power drive and brake integrated electric wheel system with multiplexing function, which mainly includes: a wheel unit (100), a steering knuckle (200), a hub motor (300), a planetary gear reducer (400), an electronic wedge brake (500), and an electromagnetic clutch (600).

[0071] Among them, the wheel unit (100) is mainly as Figure 1 shown, mainly used to support the vehicle load and transmit the driving and braking torques, and provides space for the high-integration layout of each system inside. It mainly includes a tire (110), a wheel rim and spokes (120), and a brake disc (130).

[0072] Among them, the tire (110) is used to carry the entire vehicle load and transmit the ground forces and torques; among them, the wheel rim and spokes (120) have a positioning through hole in the middle of the spokes for the output end positioning pin of the planet carrier (440) of the planetary gear reducer (400) to pass through for positioning, and are fixed by flange nuts. The circumferential part of the wheel rim is provided with bolt holes for installing the brake disc; among them, the brake disc (130) is bolted to the wheel rim in the wheel rim and spokes (120), and there is a braking gap with the friction lining (560) in the electronic wedge brake (500).

[0073] Among them, the steering knuckle (200) is mainly as Figure 1 shown, which is an important part of the suspension, is connected to the upper and lower double wishbones through ball pins, and is mainly used to connect the power drive and brake integrated electric wheel system with multiplexing function to the vehicle suspension to transmit forces and torques. Among them, there is a through hole in the middle for installing the hub motor, and there is a thick boss and bolt holes on the left side for installing the electronic wedge brake.

[0074] Among them, the hub motor (300) is mainly as Figure 1 shown, adopts a low-speed inboard motor, is used to provide the execution torque for the driving and braking conditions of the power drive and brake integrated electric wheel system with multiplexing function, and at the same time serves as the only power source for driving and braking operations. There is a through shaft at the rear side of the housing, which is connected with the through hole in the middle of the steering knuckle (200) by interference fit and fixed by bolts. There are threaded holes on the front side of the housing for installing the electromagnetic clutch.

[0075] Among them, the planetary gear reducer (400) is mainly as Figure 3 、 5 shown, is used to transmit the torque output by the hub motor (300), realizes speed reduction and torque increase, and cooperates with the electromagnetic clutch to work. Through the planetary gear train transmission, it realizes the switching of multiple driving and braking modes and power multiplexing. It mainly includes an input shaft (410), a sun gear (420), a planetary gear (430), a planet carrier (440), a ring gear (450), a reducer housing (460), and angular contact ball bearings (470).

[0076] The input shaft (410) is provided with splines at both ends. The input end is connected to the output end of the in-wheel motor (300) through splines to transmit the output torque of the in-wheel motor (300) to the planetary gear reducer (400), and axial positioning is achieved by using a shaft shoulder. The sun gear (420) is provided with a spline hole in the center and is connected to the output end of the input shaft (410) through splines, and the gear end is connected to the planet gear (430). The planet carrier (440) has a positioning pin at the input end connected to the planet gear (430) through a bushing, and the positioning pin at the output end passes through the spoke positioning through hole in the rim and the spoke (120) and is fixedly connected through a flange nut to rotate synchronously with the wheel unit. At the same time, a threaded hole is provided for installing the reducer housing (460). The ring gear (450) has its gear end connected to the planet gear (430), and a short bushing is provided at the upper end to be connected to the electronic wedge brake (500) to transmit torque to the electronic wedge brake (500). A hollow shaft structure is provided in the middle and is coaxially arranged with the input shaft (410). The outer ring of the hollow shaft is in contact connection with the electromagnetic clutch (600). The reducer housing (460) is mainly used to protect the components in the planetary gear reducer (400), is connected to the planet carrier (440) by screws, rotates synchronously with the planet carrier (440), and has a certain gap radially with the ring gear (450) to avoid interfering with the rotation of the ring gear (450). The angular contact ball bearing (470) has its inner ring connected to the input shaft (410), and its outer ring is connected to the inner surface of the hollow shaft part of the ring gear (450) and is axially positioned by the inner shaft shoulder of the hollow shaft part, mainly for transmission lubrication and providing radial positioning of the ring gear (450) relative to the input shaft (410). The electronic wedge brake (500) is used to provide the braking torque for the braking condition of the integrated electric wheel system with combined power drive and braking. It mainly includes an electronic wedge brake support seat (510), an electronic wedge brake upper cover (520), a brake push rod slider (530), a brake pull rod slider (540), a driving wedge block (550), a friction lining (560), and an electronic wedge brake return rubber block (570).

[0077] The electronic wedge brake support seat (510) is mainly as Figure 6 、 7, as shown in Fig. 8, is mainly used to connect, support and position the components of the electronic wedge brake (500). At the same time, it is provided with guide grooves to limit the movement trajectories of the components of the electronic wedge brake (500). There are lugs on both sides for installing the upper cover (520) of the electronic wedge brake. There are positioning card slots and through holes at the bottom, which cooperate with the thick boss on the left side of the knuckle (200) and are connected by bolts. Among them, the upper cover (520) of the electronic wedge brake is mainly used to protect the components of the electronic wedge brake (500) and is connected to the lugs on both sides of the electronic wedge brake support seat (510) by screws. Among them, the brake push rod slider (530) is installed inside the guide groove of the electronic wedge brake support seat (510). There is a friction lining positioning groove on the left plane, and there is a boss at the bottom for installing the return rubber block of the electronic wedge brake. Among them, the brake pull rod slider (540) is integrally U-shaped and is installed outside the guide groove of the electronic wedge brake support seat (510). There is a friction lining positioning groove on the left plane, and there is a boss at the bottom for installing the return rubber block of the electronic wedge brake. There is a reinforcing rib at the L-shaped corner at the bottom, and there is an arc-shaped through hole on the right side at the same time. Among them, the active wedge block (550), as the active actuator of the electronic wedge brake (500), has a short shaft at one end passing through the arc-shaped through hole of the brake pull rod slider (540) and is connected to the short shaft sleeve at the upper end of the gear ring (450). During the braking condition, the gear ring (450) will drive the active wedge block (550) to swing slightly in the circumferential direction, so that the active wedge block (550) pushes the brake push rod slider (530) and the brake pull rod slider (540) to move, making the brake push rod slider (530) move left and the brake pull rod slider (540) move right, realizing the clamping action of the electronic wedge brake (500), which is the same as the working principle of the floating caliper disc brake. At the same time, there is a cylindrical roller structure at the inclined surface to prevent self-locking during the braking condition. Among them, the friction lining (560) is divided into two pieces in total and is respectively installed in the friction lining positioning grooves of the brake push rod slider (530) and the brake pull rod slider (540). When not braking, there is a certain braking gap with the brake disc (130). Among them, the return rubber blocks (570) of the electronic wedge brake are divided into four pieces in total and are respectively installed in the bosses on both sides of the bottom of the brake push rod slider (530) and the brake pull rod slider (540). During braking, they are deformed by the extrusion of the bosses and the grooves provided at the bottom of the electronic wedge brake support seat (510). When braking is cancelled, the active wedge block (550) returns to the middle and does not contact the brake push rod slider (530) and the brake pull rod slider (540). At this time, the return rubber blocks (570) of the electronic wedge brake will respectively push the brake push rod slider (530) to move right and the brake pull rod slider (540) to move left, so that the friction lining (560) is separated from the brake disc (130).

[0078] Among them, the electromagnetic clutch (600) is mainly as Figure 4As shown, it is used to cooperate with the planetary gear reducer (400) to realize the switching of multiple driving and braking modes. It mainly includes a roller (610), a clutch outer hub (620), a clutch inner hub (630), a movable coil seat (640), an electromagnetic clutch upper cover (650), a movable coil winding (660), an electromagnetic clutch return rubber block (670), a fixed coil winding (680), and a locking pin (690).

[0079] Wherein the roller (610) is installed between the clutch outer hub and the clutch inner hub; wherein the clutch outer hub (620) is the main part of the electromagnetic clutch (600), with a through-hole structure in the middle, and multiple arc grooves are provided on the inner side for installing the roller (610). There are lugs on both sides, which are connected to the front side of the hub motor (300) housing by screws. A fixed coil seat is provided at the upper end for installing the fixed coil winding, and small holes are provided for wiring; wherein the clutch inner hub (630) is an open-ring structure as a whole, with multiple arc grooves provided on the outer side for installing the roller (610), and the inner side is in transitional fit with the outer side of the hollow shaft in the middle of the gear ring (450). A wedge block structure is provided at the opening; wherein the movable coil seat (640) is arranged directly above the fixed coil seat at the upper end of the clutch outer hub (620), with a deep hole in the middle and bolt holes at the top for installing the locking pin; wherein the electromagnetic clutch upper cover (650) is mainly used to protect the components at the upper end of the electromagnetic clutch (600), and has threads at the bottom for installing on the top of the clutch outer hub (620); wherein the movable coil winding (660) is installed in the movable coil seat (640), and when the movable coil winding (660) is energized, a magnetic field can be generated; wherein the electromagnetic clutch return rubber block (670) has a through-hole in the center and is installed between the movable coil winding (660) and the fixed coil seat at the upper end of the clutch outer hub (620). When the electromagnetic clutch (600) is in the locked state, the electromagnetic clutch return rubber block (670) is used to separate the movable coil winding (660) from the fixed coil seat at the upper end of the clutch outer hub (620); wherein the fixed coil winding (680) is installed in the fixed coil seat at the upper end of the clutch outer hub (620), and has the same winding direction as the movable coil winding (660). When the energizing directions of the fixed coil winding (680) and the movable coil winding (660) are the same, the magnetic fields generated at the upper end of the fixed coil winding (680) and the lower end of the movable coil winding (660) are of opposite polarities and attract each other, causing the movable coil seat (640) to move downward, approach the fixed coil seat at the upper end of the clutch outer hub (620) and compress the electromagnetic clutch return rubber block (670). When the fixed coil winding (680) and the movable coil winding (660) are de-energized, the magnetic field disappears, and due to the action of the electromagnetic clutch return rubber block (670), the movable coil winding (660) is separated from the fixed coil seat at the upper end of the clutch outer hub (620);Among them, the locking bolt (690) is provided with a threaded hole at the top and is connected to the movable coil seat (640) by a screw. It is provided with a wedge structure at the bottom. The shaft section passes through the fixed coil seat at the upper end of the clutch outer hub (620) and is arranged directly above the opening of the clutch inner hub (630). When the energizing directions of the fixed coil winding (680) and the movable coil winding (660) are the same, due to the magnetic field effect, the movable coil seat (640) moves downward and approaches the fixed coil seat at the upper end of the clutch outer hub (620), causing the locking bolt (690) to move downward and insert into the opening of the clutch inner hub (630). At this time, the clutch inner hub (630) will be in the middle position and cannot rotate. At the same time, the inner diameter becomes larger and does not contact the outer ring of the hollow shaft structure in the middle of the gear ring (450). When the electromagnetic clutch (600) is in the locked state, the fixed coil winding (680) and the movable coil winding (660) are not energized. Due to the action of the electromagnetic clutch return rubber block (670), the locking bolt (690) moves upward and disengages from the opening of the clutch inner hub (630). The electromagnetic clutch (600) has two working states, namely the locked state and the movable state.;

[0080] In the locked state mentioned above, at this time, the fixed coil winding (680) and the movable coil winding (660) are not energized, and there is no magnetic field. The movable coil seat (640) and the fixed coil seat at the upper end of the clutch outer hub (620) are separated due to the action of the electromagnetic clutch return rubber block (670). The locking bolt (690) disengages from the opening of the clutch inner hub (630). At this time, the inner ring of the clutch inner hub (630) contacts the outer ring of the hollow shaft structure in the middle of the gear ring (450). When the gear ring (450) attempts to rotate, it will drive the clutch inner hub (630) to rotate. Due to the action of the roller (610), the inner diameter of the clutch inner hub (630) will become smaller, clamping the hollow shaft in the middle of the gear ring (450) to generate friction, and there is a self-increasing force effect in this process, which is sufficient to prevent the gear ring (450) from rotating, forming a locking effect. In the movable state mentioned above, at this time, the fixed coil winding (680) and the movable coil winding (660) are energized and the current directions are the same. At this time, the magnetic fields generated at the upper end of the fixed coil winding (680) and the lower end of the movable coil winding (660) are of opposite polarity and attract each other, causing the movable coil seat (640) to move downward and approach the fixed coil seat at the upper end of the clutch outer hub (620), and compressing the electromagnetic clutch return rubber block (670). The locking bolt (690) will move downward and insert into the opening of the clutch inner hub (630), forcing the clutch inner hub (630) to be in the middle position and unable to rotate. At the same time, the inner diameter becomes larger and does not contact the outer ring of the hollow shaft structure in the middle of the gear ring (450). At this time, the gear ring (450) can rotate freely.

[0081] Among them, the integrated electric wheel system with multiplexed power drive and braking needs to define a reference system for the rotation direction. When the wheel unit (100) moves forward in the positive direction, the direction of its own rotation around the rotation axis is the positive rotation direction, as Figure 1 shown by the arrow.

[0082] Among them, the working modes of the integrated electric wheel system with multiplexed power drive and braking are mainly divided into a driving mode, a pure electric braking mode, a compound braking mode, a reverse braking mode, and a parking braking mode.

[0083] Among them, in the driving mode, it works under driving conditions. The hub motor (300) works in the first quadrant, with a positive rotational speed and a positive torque state. At the same time, the electromagnetic clutch (600) is in a locked state. At this time, the sun gear (420), the planet carrier (440), and the wheel unit (100) all rotate in the positive direction, and the ring gear (450) is stationary. The vehicle travels forward. If the hub motor (300) works in the third quadrant, with a negative rotational speed and a negative torque state, the vehicle travels in reverse. The transmission principle is the same.

[0084] Among them, in the pure electric braking mode, it works under medium and low vehicle speed braking conditions. The hub motor (300) works in the fourth quadrant and is in a high-efficiency range. The separate electric braking is sufficient to meet the braking demand, and the energy utilization rate is higher. At this time, the hub motor (300) is in a positive rotational speed and negative torque state. At the same time, the electromagnetic clutch (600) is in a locked state. The sun gear (420), the planet carrier (440), and the wheel unit (100) all rotate in the positive direction and are in a decelerating state, and the ring gear (450) is stationary. The vehicle is in a braking energy recovery state.

[0085] Among them, the composite braking mode works under braking conditions of extremely low vehicle speeds, high vehicle speeds, and large braking demands. At this time, the in-wheel motor (300) works in the fourth quadrant. However, due to the limitations of the motor operating characteristics and motor efficiency, the separate electric braking is insufficient to meet the braking demand at this time. Therefore, the composite braking mode needs to be adopted. On the basis of electric braking, mechanical friction braking is additionally introduced to meet the braking demand. At this time, the in-wheel motor (300) is in a state of positive rotational speed and negative torque. At the same time, the electromagnetic clutch (600) switches to the active state. The sun gear (420), the planet carrier (440), and the wheel unit (100) all rotate forward and are in a decelerating state. The ring gear (450) rotates forward, which will drive the active wedge block (550) to swing slightly in the circumferential direction, approximately moving upward along the tangent direction, actuating the electronic wedge brake (500) to clamp the brake disc (130), realizing the composite braking of the superposition of mechanical friction braking and electric braking. When the braking is cancelled, the in-wheel motor (300) is controlled to work in the first quadrant, with positive rotational speed and positive torque. At this time, the ring gear (450) rotates reversely, making the active wedge block (550) return to the central position, and the electronic wedge brake (500) releases the brake disc (130). At this time, the electromagnetic clutch (600) switches back to the locked state, making the ring gear (450) stationary, realizing the release of braking.

[0086] Among them, the reverse braking mode works under the braking conditions when the vehicle is reversing. At this time, the in-wheel motor (300) works in the second quadrant. However, due to the usually extremely low vehicle speed under the reverse braking condition, the in-wheel motor (300) works in a low-efficiency range, resulting in a relatively low intensity of the separate electric braking, and it is difficult to complete a fast and efficient reverse braking action. Therefore, mechanical friction braking is introduced. At this time, the in-wheel motor (300) is in a state of negative rotational speed and positive torque. At the same time, the electromagnetic clutch (600) switches to the active state. The sun gear (420), the planet carrier (440), and the wheel unit (100) all rotate reversely and are in a decelerating state. The ring gear (450) rotates reversely, which will drive the active wedge block (550) to swing slightly in the circumferential direction, approximately moving downward along the tangent direction, actuating the electronic wedge brake (500) to clamp the brake disc (130), realizing reverse braking. When the braking is cancelled, the in-wheel motor (300) is controlled to work in the third quadrant, with negative rotational speed and negative torque. At this time, the ring gear (450) rotates forward, making the active wedge block (550) return to the central position, and the electronic wedge brake (500) releases the brake disc (130). At this time, the electromagnetic clutch (600) switches back to the locked state, making the ring gear (450) stationary, realizing the release of braking.

[0087] Among them, the parking braking mode is mainly divided into three working conditions: flat ground parking braking, uphill parking braking with the front of the vehicle facing upward, and downhill parking braking with the front of the vehicle facing downward.

[0088] When in the flat ground parking brake condition, the vehicle is stationary. At this time, the in-wheel motor (300) is controlled to operate in the third quadrant, and the working point torque is small. At the same time, the electromagnetic clutch (600) is in the active state. At this time, the sun gear (420) rotates reversely. Since the wheel unit (100) belongs to a large inertia system, the planet carrier (440) will shake slightly and can be regarded as stationary, while the ring gear (450) rotates forward, which will drive the active wedge block (550) to actuate the electronic wedge brake (500) to clamp the brake disc (130). After complete clamping, the electromagnetic clutch (600) switches to the locked state to realize the flat ground parking brake function. When canceling the brake, the in-wheel motor (300) is controlled to operate in the first quadrant. At this time, the ring gear (450) rotates reversely, making the active wedge block (550) return to the middle position, and the electronic wedge brake (500) releases the brake disc (130). At this time, the electromagnetic clutch (600) switches back to the locked state to make the ring gear (450) stationary, realizing the brake release; when in the uphill slope parking brake condition with the vehicle head facing up, the vehicle has a tendency to reverse backward, which can be analogized to the reverse braking mode. At this time, the in-wheel motor (300) operates in the second quadrant, and at the same time, the electromagnetic clutch (600) switches to the active state. The ring gear (450) rotates reversely, which will drive the active wedge block (550) to actuate the electronic wedge brake (500) to clamp the brake disc (130). After complete clamping, the electromagnetic clutch (600) switches to the locked state to realize the uphill slope parking brake function with the vehicle head facing up. When canceling the brake, the in-wheel motor (300) operates in the third quadrant, with negative rotational speed and negative torque. At this time, the ring gear (450) rotates forward, making the active wedge block (550) return to the middle position, and the electronic wedge brake (500) releases the brake disc (130). At this time, the electromagnetic clutch (600) switches back to the locked state to make the ring gear (450) stationary, realizing the brake release; when in the downhill slope parking brake condition with the vehicle head facing down, the vehicle has a tendency to move forward, which can be analogized to the compound braking mode. At this time, the in-wheel motor (300) operates in the fourth quadrant, and at the same time, the electromagnetic clutch (600) switches to the active state. The ring gear (450) rotates forward, which will drive the active wedge block (550) to actuate the electronic wedge brake (500) to clamp the brake disc (130). After complete clamping, the electromagnetic clutch (600) switches to the locked state to realize the downhill slope parking brake function with the vehicle head facing down. When canceling the brake, the in-wheel motor (300) operates in the first quadrant, with positive rotational speed and positive torque. At this time, the ring gear (450) rotates reversely, making the active wedge block (550) return to the middle position, and the electronic wedge brake (500) releases the brake disc (130). At this time, the electromagnetic clutch (600) switches back to the locked state to make the ring gear (450) stationary, realizing the brake release.

[0089] Although the embodiments of the present invention have been disclosed as above, they are not limited to the applications listed in the specification and the embodiments. It can be fully applied to various fields suitable for the present invention. For those skilled in the art, additional modifications can be easily achieved. Therefore, without departing from the general concept defined by the claims and the equivalent scope, the present invention is not limited to the specific details and the examples shown and described herein. Although the embodiments of the present invention have been disclosed as above, they are not limited to the applications listed in the specification and the embodiments. It can be fully applied to various fields suitable for the present invention. For those skilled in the art, additional modifications can be easily achieved. Therefore, without departing from the general concept defined by the claims and the equivalent scope, the present invention is not limited to the specific details and the examples shown and described herein.

Claims

1. A reusable power drive and brake integrated electric wheel system, characterized in that, Comprising: A wheel unit (100), including a tire (110), a rim and spokes (120), and a brake disc (130), mainly used for supporting the vehicle load and transmitting driving and braking torques, and providing space for the highly integrated layout of various systems inside; A knuckle (200), which is an important part of the suspension, is connected to the upper and lower double wishbones through ball pins, mainly used for connecting the integrated power drive and brake electric wheel system and the vehicle suspension, and transmitting forces and torques. There is a through hole in the middle for installing a hub motor, and a thick boss and bolt holes are provided on the left side for installing an electronic wedge brake; A hub motor (300), using a low-speed inboard motor, is used to provide the execution torque for the driving and braking conditions of the integrated power drive and brake electric wheel system, and at the same time acts as the only power source for driving and braking. There is a through shaft at the rear side of the housing, which is connected with the through hole in the middle of the knuckle (200) by interference fit and fixed by bolts. There are threaded holes on the front side of the housing for installing an electromagnetic clutch; A planetary gear reducer (400), including an input shaft (410), a sun gear (420), planetary gears (430), a planetary carrier (440), a ring gear (450), a reducer housing (460), and angular contact ball bearings (470), is used to transmit the torque output by the hub motor (300), realize speed reduction and torque increase, and cooperate with the electromagnetic clutch to work. Through the planetary gear train transmission, it realizes the switching of multiple driving and braking modes and power reuse; An electronic wedge brake (500), including an electronic wedge brake support seat (510), an electronic wedge brake upper cover (520), a brake push rod slider (530), a brake pull rod slider (540), a driving wedge block (550), a friction lining (560), and an electronic wedge brake return rubber block (570), is used to provide the braking torque for the braking condition of the integrated power drive and brake electric wheel system; An electromagnetic clutch (600), including rollers (610), a clutch outer hub (620), a clutch inner hub (630), a movable coil seat (640), an electromagnetic clutch upper cover (650), a movable coil winding (660), an electromagnetic clutch return rubber block (670), a fixed coil winding (680), and a locking pin (690), cooperates with the planetary gear reducer (400) to work, and is used to realize the switching of multiple driving and braking modes.

2. The integrated electric wheel system for multiplexed power drive and braking according to claim 1, wherein The wheel unit (100) is characterized by including: A tire (110), used for carrying the vehicle load and transmitting ground forces and torques; A rim and spokes (120), with a positioning through hole left in the middle of the spokes for the output end positioning pin of the planetary carrier (440) of the planetary gear reducer (400) to pass through for positioning, and fixed by flange nuts. There are bolt holes on the circumferential part of the rim for installing the brake disc; A brake disc (130), which is connected to the rim in the rim and spokes (120) by bolts, and there is a braking gap with the friction lining (560) in the electronic wedge brake (500).

3. The integrated electric wheel system for multiplexed power drive and braking according to claim 2, characterized in that, The planetary gear reducer (400) is characterized by including: Input shaft (410), with splines at both ends. The input end is connected to the output end of the in-wheel motor (300) through splines, used to transmit the output torque of the in-wheel motor (300) to the planetary gear reducer (400), and achieve axial positioning by using the shaft shoulder. Sun gear (420), with a spline hole in the center, connected to the output end of the input shaft (410) through splines, and the gear end is connected to the planet gear (430). Planet carrier (440), the input end locating pin is connected to the planet gear (430) through a bushing, and the output end locating pin passes through the spoke positioning through hole in the rim and the spoke (120), and is fixedly connected through a flange nut, rotates synchronously with the wheel unit, and is also provided with threaded holes for installing the reducer housing (460). Ring gear (450), the gear end is connected to the planet gear (430), and the upper end is provided with a short bushing connected to the electronic wedge brake (500), used to transmit the torque to the electronic wedge brake (500), and a hollow shaft structure is provided in the middle, arranged coaxially with the input shaft (410), and the outer ring of the hollow shaft is in contact connection with the electromagnetic clutch (600). Reducer housing (460), mainly used to protect the components in the planetary gear reducer (400), is connected to the planet carrier (440) by screws, rotates synchronously with the planet carrier (440), and leaves a certain gap radially with the ring gear (450) to avoid interfering with the rotation of the ring gear (450). Angular contact ball bearing (470), the inner ring is connected to the input shaft (410), the outer ring is connected to the inner surface of the hollow shaft part of the ring gear (450), and is axially positioned by the inner shaft shoulder of the hollow shaft part, mainly used for transmission lubrication and providing radial positioning of the ring gear (450) relative to the input shaft (410).

4. The integrated electric wheel system for multiplex power drive and braking according to claim 3, wherein, The electronic wedge brake (500) is characterized in that it includes: Electronic wedge brake support seat (510), mainly used to connect, support and position the components of the electronic wedge brake (500), and is also provided with a guide groove to limit the movement trajectory of the components of the electronic wedge brake (500), with lugs on both sides for installing the upper cover (520) of the electronic wedge brake, and a positioning card slot and through holes at the bottom, which cooperate with the thick boss on the left side of the steering knuckle (200) and are connected by bolts. Upper cover (520) of the electronic wedge brake, mainly used to protect the components of the electronic wedge brake (500), is connected to the lugs on both sides of the electronic wedge brake support seat (510) by screws. Brake push rod slider (530), installed inside the guide groove of the electronic wedge brake support seat (510), with a friction lining positioning groove at the left plane, and a boss at the bottom for installing the return rubber block of the electronic wedge brake. Brake pull rod slider (540), integrally U-shaped, installed outside the guide groove of the electronic wedge brake support seat (510), with a friction lining positioning groove at the left plane, and a boss at the bottom for installing the return rubber block of the electronic wedge brake, with a reinforcing rib at the L-shaped corner at the bottom, and an arc-shaped through hole on the right side at the same time. The active wedge block (550), as the active actuator of the electronic wedge brake (500), has a short shaft at one end passing through the arc-shaped through-hole of the brake pull rod slider (540) and is connected to the short shaft sleeve at the upper end of the gear ring (450). During the braking condition, the gear ring (450) will drive the active wedge block (550) to swing slightly in the circumferential direction, so that the active wedge block (550) pushes the brake push rod slider (530) and the brake pull rod slider (540) to move, causing the brake push rod slider (530) to move left and the brake pull rod slider (540) to move right, realizing the clamping action of the electronic wedge brake (500), which is the same as the working principle of the floating caliper disc brake. At the same time, a cylindrical roller structure is provided at the inclined surface to prevent self-locking during the braking condition; The friction linings (560) are divided into two pieces in total and are respectively installed in the friction lining positioning grooves of the brake push rod slider (530) and the brake pull rod slider (540). When not braking, there is a certain braking gap with the brake disc (130); The electronic wedge brake return rubber blocks (570) are divided into four pieces in total and are respectively installed in the convex platforms on both sides of the bottom of the brake push rod slider (530) and the brake pull rod slider (540). During braking, they are deformed by the extrusion of the convex platform and the groove provided at the bottom of the electronic wedge brake support seat (510). When braking is cancelled, the active wedge block (550) returns to the middle and does not contact the brake push rod slider (530) and the brake pull rod slider (540). At this time, the electronic wedge brake return rubber blocks (570) will respectively push the brake push rod slider (530) to move right and the brake pull rod slider (540) to move left, so that the friction linings (560) are separated from the brake disc (130).

5. The integrated electric wheel system with multiplexed power drive and braking according to claim 3, characterized in that, The electromagnetic clutch (600) is characterized in that it includes: Rollers (610) installed between the clutch outer hub and the clutch inner hub; The clutch outer hub (620), which is the main part of the electromagnetic clutch (600), has a through-hole structure in the middle, with multiple arc-shaped grooves on the inner side for installing the rollers (610). There are lugs on both sides, which are connected to the front side of the hub motor (300) housing by screws. There is a fixed coil seat at the upper end for installing the fixed coil winding, and there are small holes for wiring; The clutch inner hub (630) is an overall open ring structure, with multiple arc-shaped grooves on the outer side for installing the rollers (610). The inner side has an interference fit with the outer side of the hollow shaft in the middle of the gear ring (450), and there is a wedge block structure at the opening; The movable coil seat (640) is arranged directly above the fixed coil seat at the upper end of the clutch outer hub (620). There is a deep hole in the middle and a bolt hole at the top for installing the locking pin; The electromagnetic clutch upper cover (650) is mainly used to protect the components at the upper end of the electromagnetic clutch (600). There are threads at the bottom and it is installed on the top of the clutch outer hub (620); The movable coil winding (660) is installed in the movable coil seat (640). When the movable coil winding (660) is energized, a magnetic field can be generated; The electromagnetic clutch return rubber block (670) has a through hole in the center and is installed between the movable coil winding (660) and the fixed coil seat at the upper end of the clutch outer hub (620). When the electromagnetic clutch (600) is in the locked state, the electromagnetic clutch return rubber block (670) is used to separate the movable coil winding (660) from the fixed coil seat at the upper end of the clutch outer hub (620). The fixed coil winding (680) is installed on the fixed coil seat at the upper end of the clutch outer hub (620) and has the same coil winding direction as the movable coil winding (660). When the energization directions of the fixed coil winding (680) and the movable coil winding (660) are the same, the magnetic fields generated at the upper end of the fixed coil winding (680) and the lower end of the movable coil winding (660) are of opposite polarities and attract each other, causing the movable coil seat (640) to move downward, approach the fixed coil seat at the upper end of the clutch outer hub (620) and compress the electromagnetic clutch return rubber block (670). When the fixed coil winding (680) and the movable coil winding (660) are de-energized, the magnetic field disappears, and due to the action of the electromagnetic clutch return rubber block (670), the movable coil winding (660) is separated from the fixed coil seat at the upper end of the clutch outer hub (620). The locking pin (690) has a threaded hole at the top and is connected to the movable coil seat (640) by a screw. The bottom has a wedge structure, and the shaft section passes through the fixed coil seat at the upper end of the clutch outer hub (620) and is arranged directly above the opening of the clutch inner hub (630). When the energization directions of the fixed coil winding (680) and the movable coil winding (660) are the same, due to the magnetic field effect, the movable coil seat (640) moves downward and approaches the fixed coil seat at the upper end of the clutch outer hub (620), causing the locking pin (690) to move downward and insert into the opening of the clutch inner hub (630). At this time, the clutch inner hub (630) will be in the center position and unable to rotate, and at the same time, the inner diameter becomes larger and does not contact the outer ring of the hollow shaft structure in the middle of the gear ring (450). When the electromagnetic clutch (600) is in the locked state, the fixed coil winding (680) and the movable coil winding (660) are de-energized, and due to the action of the electromagnetic clutch return rubber block (670), the locking pin (690) moves upward and disengages from the opening of the clutch inner hub (630).

6. The integrated electric wheel system for multiplexed power drive and braking according to claim 5, wherein The working states of the electromagnetic clutch (600) include: Locked state: At this time, the fixed coil winding (680) and the movable coil winding (660) are not energized, there is no magnetic field, and the movable coil seat (640) and the upper fixed coil seat of the clutch outer hub (620) are separated due to the action of the electromagnetic clutch return rubber block (670). The locking pin (690) disengages from the opening of the clutch inner hub (630). At this time, the inner ring of the clutch inner hub (630) contacts the outer ring of the hollow shaft structure in the middle of the gear ring (450). When the gear ring (450) attempts to rotate, it will drive the clutch inner hub (630) to rotate. Due to the action of the roller (610), the inner diameter of the clutch inner hub (630) will become smaller, clamping the hollow shaft in the middle of the gear ring (450) to generate friction, and there is a self-increasing force in this process, which is sufficient to prevent the gear ring (450) from rotating, forming a locking effect. Active state: At this time, the fixed coil winding (680) and the movable coil winding (660) are energized and the current directions are the same. At this time, the magnetic fields generated at the upper end of the fixed coil winding (680) and the lower end of the movable coil winding (660) are of opposite polarities and attract each other, causing the movable coil seat (640) to move downward and approach the upper fixed coil seat of the clutch outer hub (620), and compressing the electromagnetic clutch return rubber block (670). The locking pin (690) will move downward and insert into the opening of the clutch inner hub (630), forcing the clutch inner hub (630) to be in the center position and unable to rotate. At the same time, the inner diameter becomes larger and does not contact the outer ring of the hollow shaft structure in the middle of the gear ring (450). At this time, the gear ring (450) can rotate freely.

7. The integrated electric wheel system for multiplex power drive and braking according to claim 6, wherein Rotation direction reference system and working modes include: Define the rotation direction reference system. When the wheel unit (100) moves forward in the positive direction, the direction of its own rotation around the rotation axis is the positive rotation direction. The working modes of the multiplexed power drive and brake integrated electric wheel system are mainly divided into drive mode, pure electric braking mode, compound braking mode, reverse braking mode, and parking braking mode. Drive mode: It works under driving conditions. The hub motor (300) works in the first quadrant, in a state of positive rotational speed and positive torque. At the same time, the electromagnetic clutch (600) is in the locked state. At this time, the sun gear (420), the planetary carrier (440), and the wheel unit (100) all rotate in the positive direction, and the gear ring (450) is stationary. The vehicle travels forward. If the hub motor (300) works in the third quadrant, in a state of negative rotational speed and negative torque, the vehicle will reverse. The transmission principle is the same. Pure electric braking mode: It works under medium and low vehicle speed braking conditions. The hub motor (300) works in the fourth quadrant and is in the high-efficiency range. Separate electric braking is sufficient to meet the braking requirements, and the energy utilization rate is higher. At this time, the hub motor (300) is in a state of positive rotational speed and negative torque. At the same time, the electromagnetic clutch (600) is in the locked state. The sun gear (420), the planetary carrier (440), and the wheel unit (100) all rotate in the positive direction and are in a decelerating state. The gear ring (450) is stationary. The vehicle is in a state of braking energy recovery. The compound braking mode works under braking conditions of extremely low vehicle speeds, high vehicle speeds, and high braking demands. At this time, the in-wheel motor (300) operates in the fourth quadrant. However, due to the limitations of the motor operating characteristics and motor efficiency, the single electric braking is insufficient to meet the braking demand at this time. Therefore, the compound braking mode needs to be adopted. On the basis of electric braking, mechanical friction braking is additionally introduced to meet the braking demand. At this time, the in-wheel motor (300) is in a state of positive rotational speed and negative torque. At the same time, the electromagnetic clutch (600) switches to the active state. The sun gear (420), the planet carrier (440), and the wheel unit (100) all rotate forward and are in a decelerating state. The ring gear (450) rotates forward, which will drive the active wedge block (550) to swing slightly in the circumferential direction, approximately moving upward along the tangent, actuating the electronic wedge brake (500) to clamp the brake disc (130), realizing the compound braking of the superposition of mechanical friction braking and electric braking. When braking is cancelled, the in-wheel motor (300) is controlled to operate in the first quadrant, with positive rotational speed and positive torque. At this time, the ring gear (450) rotates reversely, causing the active wedge block (550) to return to the middle position, and the electronic wedge brake (500) releases the brake disc (130). At this time, the electromagnetic clutch (600) switches back to the locked state, making the ring gear (450) stationary, realizing the release of braking; The reverse braking mode works under the braking conditions when the vehicle is reversing. At this time, the in-wheel motor (300) operates in the second quadrant. However, due to the usually extremely low vehicle speed under the reverse braking condition, the in-wheel motor (300) operates in a low-efficiency range, resulting in a relatively low strength of single electric braking. To complete a fast and efficient reverse braking action, mechanical friction braking is introduced. At this time, the in-wheel motor (300) is in a state of negative rotational speed and positive torque. At the same time, the electromagnetic clutch (600) switches to the active state. The sun gear (420), the planet carrier (440), and the wheel unit (100) all rotate reversely and are in a decelerating state. The ring gear (450) rotates reversely, which will drive the active wedge block (550) to swing slightly in the circumferential direction, approximately moving downward along the tangent, actuating the electronic wedge brake (500) to clamp the brake disc (130), realizing reverse braking. When braking is cancelled, the in-wheel motor (300) is controlled to operate in the third quadrant, with negative rotational speed and negative torque. At this time, the ring gear (450) rotates forward, causing the active wedge block (550) to return to the middle position, and the electronic wedge brake (500) releases the brake disc (130). At this time, the electromagnetic clutch (600) switches back to the locked state, making the ring gear (450) stationary, realizing the release of braking; The parking braking mode is mainly divided into three types: flat ground parking braking, uphill parking braking with the vehicle head facing up, and downhill parking braking with the vehicle head facing down; When in the flat ground parking brake condition, the vehicle is stationary. At this time, the in-wheel motor (300) is controlled to operate in the third quadrant, and the torque at the operating point is small. At the same time, the electromagnetic clutch (600) is in the active state. At this time, the sun gear (420) rotates reversely. Since the wheel unit (100) belongs to a large inertia system, the planet carrier (440) will shake slightly and can be regarded as stationary, while the ring gear (450) rotates forward, which will drive the active wedge block (550) to actuate the electronic wedge brake (500) to clamp the brake disc (130). After complete clamping, the electromagnetic clutch (600) switches to the locked state to achieve the flat ground parking brake function. When the brake is released, the in-wheel motor (300) is controlled to operate in the first quadrant. At this time, the ring gear (450) rotates reversely, making the active wedge block (550) return to the middle position, and the electronic wedge brake (500) releases the brake disc (130). At this time, the electromagnetic clutch (600) switches back to the locked state to make the ring gear (450) stationary, achieving brake release; When in the uphill slope parking brake condition with the vehicle head facing up, the vehicle has a tendency to reverse backward, which can be analogized to the reverse braking mode. At this time, the in-wheel motor (300) operates in the second quadrant, and at the same time, the electromagnetic clutch (600) switches to the active state. The ring gear (450) rotates reversely, which will drive the active wedge block (550) to actuate the electronic wedge brake (500) to clamp the brake disc (130). After complete clamping, the electromagnetic clutch (600) switches to the locked state to achieve the uphill slope parking brake function with the vehicle head facing up. When the brake is released, the in-wheel motor (300) operates in the third quadrant, with negative speed and negative torque. At this time, the ring gear (450) rotates forward, making the active wedge block (550) return to the middle position, and the electronic wedge brake (500) releases the brake disc (130). At this time, the electromagnetic clutch (600) switches back to the locked state to make the ring gear (450) stationary, achieving brake release; When in the downhill slope parking brake condition with the vehicle head facing down, the vehicle has a tendency to move forward, which can be analogized to the compound braking mode. At this time, the in-wheel motor (300) operates in the fourth quadrant, and at the same time, the electromagnetic clutch (600) switches to the active state. The ring gear (450) rotates forward, which will drive the active wedge block (550) to actuate the electronic wedge brake (500) to clamp the brake disc (130). After complete clamping, the electromagnetic clutch (600) switches to the locked state to achieve the downhill slope parking brake function with the vehicle head facing down. When the brake is released, the in-wheel motor (300) operates in the first quadrant, with positive speed and positive torque. At this time, the ring gear (450) rotates reversely, making the active wedge block (550) return to the middle position, and the electronic wedge brake (500) releases the brake disc (130). At this time, the electromagnetic clutch (600) switches back to the locked state to make the ring gear (450) stationary, achieving brake release.

Images