Cooling device for driving and braking integrated variable-speed electric wheel system

Abstract

The invention discloses a cooling device of a driving and braking integrated variable-speed electric wheel system. The vehicle-mounted air conditioner mainly comprises a two-gear transmission integrated with double electronic mechanical clutches, a vehicle-mounted air conditioner system and a heat dissipation system. In the vehicle-mounted air conditioning system, a fan is mounted in front of an evaporator; a radiator in the radiating system is mounted behind an evaporator in the vehicle-mounted air conditioning system; a cooling oil pump in the heat dissipation system sucks cooling oil which absorbs heat and is heated in a cavity of the double-electronic-mechanical clutch into a radiator, and low-temperature cooling oil which completes heat dissipation in the radiator is input into the cavity of the double-electronic-mechanical clutch again. The cooling device can achieve the effects that when the device is started, a vehicle-mounted air conditioning system is started, the working position of a two-position three-way valve is switched, and at the moment, air circulation of the vehicle-mounted air conditioning system is isolated from a cab and communicated with a heat dissipation system; when the fan in the vehicle-mounted air conditioning system rotates, the radiator can be in contact with air cooled by the evaporator, so that cooling oil in the radiator can be quickly cooled.

Description

TECHNICAL FIELD

[0001] The application relates to the field of cooling technology, in particular to a cooling device for a drive-brake integrated variable-speed electric wheel system. BACKGROUND

[0002] The drive-brake integrated double-clutch two-gear transmission is a component for realizing power transmission in a vehicle drive system. The electric wheel two-gear transmission system can better balance the low-speed performance and high-speed performance of the electric wheel system and reduce the dependence on super-power electric motors. The drive-brake integrated design can abolish the traditional wheel-end mechanical brake and reduce the complexity of the mechanism in the narrow hub space. In an application patent "Drive-brake integrated electric wheel system applying high-integration double-electronic mechanical clutch (CN202510848357.3)" previously applied by the applicant, a new type of distributed drive-brake integrated double-clutch two-gear transmission is mentioned. The transmission can realize the combination and separation of the first clutch driving part and the first clutch driven part and the combination and separation between the second clutch driving part and the second clutch driven part by controlling the compression force of the first pressure plate and the second pressure plate, so as to realize six working modes of one-gear driving, two-gear driving, one-gear mechanical braking, two-gear mechanical braking, reverse driving and parking braking, and further realize the degradation or even abolition of the traditional mechanical brake.

[0003] In the one-gear mechanical braking and two-gear mechanical braking working modes of the drive-brake integrated double-clutch two-gear transmission, the clutch friction plate and the clutch steel sheet can be compressed and ground, and then the mechanical braking force is generated to realize the braking of the vehicle. In general driving braking conditions, the braking force generated by the braking energy recovery system is sufficient to meet the braking demand. However, in the emergency braking condition or the long-time braking condition, the braking force generated by the braking energy recovery system is insufficient to meet the braking demand, at this time, the two-gear transmission will be switched to the one-gear mechanical braking or two-gear mechanical braking working mode to generate the mechanical braking force, compensate for the braking force generated by the braking energy recovery system, and meet the braking force demand. In this condition, the temperature of the clutch friction plate will rise rapidly, causing the braking performance of the clutch friction plate material to decline. Although the maximum temperature rise and a certain safety factor are considered in the design of the clutch, the uncertainty in actual use, the performance attenuation of parts and materials, and the influence of different roads and extreme environments often lead to a situation that the design does not match the actual situation, and a cooling system that is more efficient, reliable in a short working time under the emergency braking condition or the long-time braking condition and has a lower requirement for continuous working time is needed.

[0004] Most wet clutches use immersion cooling, where the friction plates are submerged in lubricating oil, which carries away heat. However, due to the lack of a circulation loop, the cooling effect depends on the heat capacity of the lubricating oil, making it difficult to meet the needs of integrated drive and braking two-speed transmission clutches under extreme conditions, such as emergency braking or long-term braking, in first and second gear mechanical braking modes. Adding a circulation loop further improves cooling efficiency by incorporating a heat exchanger and a corresponding refrigeration unit. Since this cooling device only activates under extreme conditions and has a short actual operating time, the number and complexity of its components must be limited to maximize space utilization and minimize the complexity of the wheel hub.

[0005] On the other hand, to improve the comfort of passengers, vehicles are generally equipped with air conditioning systems. In cooling mode, the compressor pressurizes the refrigerant, transforming it from a low-temperature, low-pressure gaseous state to a high-temperature, high-pressure gaseous state. The condenser causes the high-temperature, high-pressure gaseous refrigerant to release heat to the outside environment, undergoing a phase change and liquefying into a high-pressure, low-temperature liquid state. The evaporator causes the high-pressure, low-temperature liquid refrigerant to undergo a phase change, vaporizing and absorbing heat from the outside environment, returning to a low-temperature, low-pressure gaseous state to complete the cycle. Cooling the vehicle interior is achieved during the refrigerant vaporization process. The air conditioning system can be used as a cooling device in the circulation loop. By reusing components, the overall number of components in the cooling system can be reduced. Since the cooling device operates for a short period, using the air conditioning system as a cooling device will not affect its normal operation.

[0006] To address the problem of rapid temperature rise and performance degradation of the clutch in the dual-clutch two-speed transmission with integrated drive and braking during mechanical braking under extreme conditions, this invention, based on invention patent CN202510848357.3, further proposes a cooling system based on the vehicle air conditioning system that can be used for the dual-clutch two-speed transmission with integrated drive and braking. Summary of the Invention

[0007] The purpose of this invention is to address the shortcomings of existing technologies by providing a cooling device with good heat dissipation for a dual-clutch two-speed transmission with integrated drive and braking.

[0008] The technical solution adopted in this invention is as follows: A cooling device for an integrated drive and braking variable speed electric wheel system, characterized in that it includes: A two-speed electric wheel system, including a hub motor, a two-speed gearbox, a wheel hub, and a hub bearing; The hub motor is the drive and electric braking power source of the integrated drive and brake variable speed electric wheel system. A hub motor with high torque density and axial flux type is preferred. The two-speed transmission consists of a transmission housing, a reduction planetary gear set, a shift planetary gear set, dual electromechanical clutches, and multiple sealing rings, and can achieve two different power transmission ratios. The deceleration planetary gear set consists of a first ring gear, a first planetary gear, a first planetary carrier, a first planetary gear shaft, and a first sun gear. The variable speed planetary gear set consists of a second ring gear, a second planetary gear, an inner planetary carrier, an outer planetary carrier, a second planetary gear shaft, a second sun gear, and a sun gear shaft; The dual electromechanical clutch consists of a first clutch, a second clutch, and an electromechanical actuation mechanism. The first clutch is used to connect the transmission housing and the second gear ring, and the second clutch is used to connect the inner planetary carrier and the sun gear shaft. The electromechanical actuation mechanism can simultaneously control the clamping or disengaging of the first clutch and the second clutch. The transmission housing contains the first clutch and the second clutch, but the space that does not contain the electromechanical actuation mechanism is a dual electromechanical clutch chamber. Its boundary is composed of the plurality of sealing rings, the first clutch, the second clutch, and the sun gear shaft. The dual electromechanical clutch chamber is sealed with cooling oil. When the cooling oil flows through the dual electromechanical clutch chamber, it can cool and reduce the temperature of the first clutch and the second clutch. By controlling the movement of the electromechanical actuation mechanism, the clamping state of the first clutch and the second clutch can be controlled as needed, thereby enabling the integrated drive and brake transmission electric wheel system to achieve first-gear drive, second-gear drive, first-gear clutch slip friction braking, second-gear clutch slip friction braking, and reverse driving. The vehicle air conditioning circuit includes an evaporator, compressor, condenser, fan, pipes, air duct, and a two-position three-way solenoid valve; The air duct has an air inlet, a first air outlet, and a second air outlet. The air inlet receives airflow from the fan. The first air outlet leads to the driver's cabin for normal vehicle air conditioning cooling. The second air outlet leads to the cooling circuit for cooling the cooling oil in the cooling circuit. The two-position three-way solenoid valve controls the connection between the air inlet, the first air outlet, and the second air outlet. Under normal conditions, to achieve normal vehicle air conditioning cooling, the electromagnet of the two-position three-way solenoid valve is energized, overcoming the spring force under electromagnetic force and maintaining the first working position. The air inlet is normally connected to the first air outlet. When the two-speed electric wheel system controls the electromechanical actuation mechanism to make the first clutch and the second clutch slip brake, the two-speed electric wheel system simultaneously starts the cooling device of the integrated drive and brake electric wheel system. If the vehicle air conditioning circuit is not working at this time, the vehicle air conditioning circuit is started at the same time. In order to realize the cooling oil cooling function of the heat dissipation circuit, the electromagnet of the two-position three-way solenoid valve is de-energized and remains in the second working position under the action of spring force, so that the air inlet is connected to the second air outlet. The cooling circuit comprises a radiator, a cooling oil pump, a cooling oil inlet hose, a cooling oil return hose, a cooling oil inlet port, a cooling oil return port, a cooling oil inlet adapter, a cooling oil return adapter, a cooling oil inlet copper pipe, and a cooling oil return copper pipe. The cooling oil pump is fixed to the vehicle body and includes an oil outlet and an oil inlet port. The cooling oil inlet adapter and the cooling oil return adapter are fixedly arranged on the wheel arch mudguards. The cooling oil inlet adapter is connected to the cooling oil inlet copper pipe and the cooling oil inlet hose, respectively. The cooling oil return adapter is connected to the cooling oil return copper pipe and the cooling oil return hose, respectively. The cooling oil inlet port and the cooling oil return port are machined on the transmission housing and communicate with the dual electromechanical clutch chamber. The radiator is a multi-segment coiled metal pipe installed behind the second air outlet. Its two ends are connected to the oil outlet of the cooling oil pump and the oil inlet copper pipe of the cooling oil pump, respectively. The oil inlet of the cooling oil pump is connected to the oil return copper pipe of the cooling oil pump. The cooling oil pump pumps the high-temperature cooling oil generated by the frictional heat conduction of the clutch in the dual electromechanical clutch chamber into the radiator through the cooling oil return port, the cooling oil return hose, the cooling oil return adapter, and the cooling oil return copper pipe. This allows the cooling oil to fully contact and exchange heat with the low-temperature airflow generated by the fan and the evaporator flowing out from the second air outlet, achieving good heat dissipation of the cooling oil. After heat dissipation, the low-temperature cooling oil is returned to the dual electromechanical clutch chamber through the cooling oil inlet copper pipe, the cooling oil inlet adapter, the cooling oil inlet hose, and the cooling oil inlet.

[0009] The transmission housing is fixedly connected to the hub motor housing and is divided into two chambers by a partition, which are used to accommodate the planetary gear set, the dual electromechanical clutch, the hub motor, and the reduction planetary gear set, respectively. The hub is connected to the output end of the planetary gear set to output power to the wheel, and the hub is rotatably supported on the transmission housing by the hub bearing.

[0010] The integrated drive and braking electric wheel adopts a distributed drive scheme for the left and right wheels. It can be installed in the wheel rim or wheel side space to directly drive the wheels to achieve a distributed arrangement, or arranged back-to-back on the sprung frame to drive the wheels through the drive shaft to achieve a centralized arrangement.

[0011] The first gear ring is fixedly connected to the motor housing of the hub motor via a spline and meshes internally with the first planetary gear for transmission; the first planetary gear is rotatably supported on the first planetary gear shaft and meshes externally with the first sun gear for transmission; the first planetary gear shaft is rotatably supported on the first planetary carrier; the first planetary carrier is fixedly connected to the sun gear shaft via a spline; the first sun gear is fixedly connected to the torque output shaft of the hub motor via a spline. The second ring gear is rotatably supported on the transmission housing via bearings and internally meshes with the second planetary gears for transmission; the second planetary gear is rotatably supported on the second planetary gear shaft and externally meshes with the second sun gear for transmission; the sun gear shaft is connected to the second sun gear via a spline; the second planetary gear shaft is rotatably supported on the inner planetary carrier and the outer planetary carrier via bearings; the inner planetary carrier is rotatably supported on the sun gear shaft via bearings; the outer planetary carrier is rotatably supported on the transmission housing via bearings. The reduction planetary gear set receives torque from the hub motor, reduces and increases its torque, and then outputs it to the variable planetary gear set; the variable planetary gear set receives torque from the reduction planetary gear set and finally transmits the torque to the wheel end in a variable speed.

[0012] The first clutch includes a first pressure plate, a first clutch friction plate, a first clutch steel plate, a first clutch driving portion, and a first clutch driven portion; the first pressure plate is connected to the transmission housing via a sliding spline; the first clutch friction plate is connected to the first clutch driving portion via a sliding spline; the first clutch steel plate is connected to the first clutch driven portion via a sliding spline; the first clutch driving portion is integrally formed with the second gear ring; the first clutch driven portion is integrally formed with the transmission housing. The first pressure plate, the first clutch friction plate, and the first clutch steel plate can all achieve axial translational movement through sliding splines. When the first pressure plate moves axially, the first clutch friction plate can engage or disengage with the first clutch steel plate and the first pressure plate. By controlling the clamping force when the first pressure plate moves axially, the relative sliding friction amplitude between the first clutch friction plate and the first clutch steel plate can be controlled, thereby transmitting the power required under different working conditions.

[0013] The second clutch includes a second pressure plate, a push plate, a second clutch friction plate, a second clutch steel plate, a second clutch driving part, and a second clutch driven part; the second pressure plate is connected to the partition plate via a sliding spline; the second clutch friction plate is connected to the second clutch driving part via a sliding spline; the second clutch steel plate is connected to the second clutch driven part via a sliding spline; the second clutch driving part is connected to the sun gear shaft via a spline; the second clutch driven part is integrally formed with the inner planetary carrier; the push plate is rotatably supported on the second pressure plate by bearings, and the push plate is connected to the second clutch driven part via a sliding spline; The second pressure plate, the push plate, the second clutch friction plate, and the second clutch steel plate can all achieve axial translational movement through sliding splines. When the second pressure plate moves axially, the push plate can be pushed to engage or disengage the second clutch friction plate, the second clutch steel plate, and the push plate. By controlling the clamping force during the translational movement of the second pressure plate, the relative sliding friction amplitude between the second clutch friction plate and the second clutch steel plate can be controlled, thereby transmitting the power required under different working conditions.

[0014] The electromechanical actuation mechanism comprises a control motor, a control worm gear, a control worm wheel, a first inclined raceway, a second inclined raceway, a first roller, and a second roller. The first and second inclined raceways are machined on the side end faces of the control worm wheel. The first and second rollers are rotatably fixed on the first and second pressure plates, respectively, and correspond to the positions of the first and second inclined raceways. The control motor drives the control worm gear to rotate the control worm wheel, thereby causing the first and second inclined raceways on it to rotate. This, in turn, drives the first and second rollers to move axially according to the design rules of the inclined raceways, thereby controlling the axial movement of the first and second pressure plates and achieving the clamping or disengagement of the first and second clutches.

[0015] The pipes in the vehicle air conditioning circuit contain refrigerant and connect the compressor, condenser, and evaporator. The compressor pressurizes the refrigerant. The condenser condenses the refrigerant into a liquid. The evaporator absorbs heat and vaporizes the refrigerant into a gas, thereby lowering the temperature of the surrounding air. A fan is installed in front of the evaporator to generate airflow. When the fan rotates forward, it blows air across the evaporator for cooling and blows cold air into the air duct through the air inlet, then into the passenger cabin through the first air outlet, lowering the cabin temperature, or into the cooling circuit through the second air outlet, lowering the temperature of the cooling oil in the radiator.

[0016] The plurality of sealing rings are divided into a first sealing ring, a second sealing ring, a third sealing ring, a fourth sealing ring, and a fifth sealing ring. The first sealing ring is located between the sun gear shaft and the partition plate. The second sealing ring is located between the driven part of the second clutch and the driving part of the first clutch. The third sealing ring is located between the driving part of the first clutch and the driven part of the first clutch. The fourth sealing ring is located at the outer end of the second planetary gear shaft. The fifth sealing ring is located between the first pressure plate and the push plate. The dual electromechanical clutch chamber is bounded by the first sealing ring, the partition plate, the push plate, the fifth sealing ring, the first pressure plate, the driven part of the first clutch, the third sealing ring, the driving part of the first clutch, the second sealing ring, the driven part of the second clutch, and the sun gear shaft. The interior of the dual electromechanical clutch chamber houses the driving parts of the first clutch and the second clutch, as well as the main heat-generating components, namely the first clutch friction plate, the first clutch steel plate, the second clutch friction plate, and the second clutch steel plate. The interior of the dual electromechanical clutch chamber is divided into two parts by the driven part of the second clutch. The radially outer part is the first clutch part of the dual electromechanical clutch chamber, and the radially inner part is the second clutch part of the dual electromechanical clutch chamber. The two parts are connected by a cooling oil flow channel within the chamber.

[0017] The cooling oil inlet is machined at the spline of the transmission housing, allowing the cooling oil to enter the first clutch portion of the dual electromechanical clutch chamber and directly spray onto the first clutch friction plate and the first clutch steel plate, thereby cooling the first clutch. The cooling oil in the first clutch portion of the dual electromechanical clutch chamber flows into the second clutch portion of the dual electromechanical clutch chamber through the cooling oil flow channel in the chamber, and then flows through the second clutch friction plate and the second clutch steel plate, thereby cooling the second clutch.

[0018] The beneficial effects of this invention are: 1. The cooling device for the integrated drive-brake transmission electric wheel system of the present invention, while replacing traditional wheel-end mechanical brakes and effectively reducing the complexity of mechanisms in confined spaces, introduces a new heat source. Under extreme operating conditions, the cooling device needs to provide short-term, high-intensity cooling. By introducing the air conditioning circuit, compared to a cooling system that relies solely on natural air convection to dissipate heat from the cooling oil, the heat dissipation efficiency of the cooling oil is effectively improved, thereby enhancing the cooling effect of the cooling device used in the integrated drive-brake dual-clutch two-speed transmission. This ensures that the friction plate temperature does not rise rapidly under extreme operating conditions, keeping the friction plate temperature within a reasonable range, ensuring normal braking performance of the friction plate material, improving the precision of clutch slippage mechanical braking control, and ensuring braking safety during driving.

[0019] 2. The integrated drive and brake transmission electric wheel system cooling device of the present invention incorporates the air conditioning circuit already installed on the vehicle for passenger cabin cooling, instead of designing a separate cooling device, thereby effectively reducing the complexity of the cooling device, reducing the number of parts, and facilitating integrated design.

[0020] 3. The cooling device for the integrated drive and brake transmission electric wheel system of the present invention uses a two-position three-way solenoid valve to connect the air conditioning circuit and the heat dissipation circuit. The second working position for realizing the cooling function is controlled by a spring to return to its original position, ensuring that the cooling device can still maintain its cooling function even if the solenoid valve fails to control it, thus ensuring braking safety during driving. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of the overall design of the cooling device for the integrated drive and brake transmission electric wheel system described in this invention.

[0022] Figure 2 This is a simplified diagram of the vehicle air conditioning circuit structure of the cooling device for the integrated drive and brake transmission electric wheel system described in this invention.

[0023] Figure 3 This is a simplified diagram of the heat dissipation circuit structure of the cooling device for the integrated drive and brake variable speed electric wheel system described in this invention.

[0024] Figure 4 This is a structural diagram illustrating the dual electromechanical clutch chamber of the cooling device for the integrated drive and brake transmission electric wheel system described in this invention.

[0025] Figure 5 This is a diagram illustrating the structure of the cooling oil flow channel within the chamber of the cooling device for the integrated drive and brake electric wheel system described in this invention.

[0026] Figure 6 This is a structural diagram of the two-speed transmission of the cooling device for the integrated drive and brake electric wheel system described in this invention.

[0027] Part number explanation in the attached diagram: 100-Drive Motor 200-Variable Speed ​​Planetary Set 300-Deceleration Planetary Gear 400-First Clutch 500-Second Clutch 800-Dual Electromechanical Clutch Chamber 1001-Compressor 1002-Condenser 1003-Fan 1004-Evaporator 1005-Radiator 1006-Cooling Oil Pump 1007-Cooling oil inlet pipe 1008-Cooling oil return line 1009-Air Inlet 1010 - First Air Outlet 1011 - Second Air Outlet 1012-Cooling oil return port 1013-Cooling oil inlet 1014-Two-position three-way solenoid valve 101-Motor Housing 102-Motor Stator 103-First Motor Rotor 104-Second Motor Rotor 105-Motor output shaft 201 - Second Sun Wheel 202 - Second Planetary Wheel 203-Second Gear Ring 204 - Second Planetary Gear Shaft 205-Inner Planetary Carrier 206-Outer Planetary Carrier 207-Sun Gear Shaft 301 - First Sun Wheel 302 - First Planetary Gear 303-First Gear Ring 304 - First Planetary Gear Shaft 305-First Planetary Carrier 401 - First Pressure Plate 402 - First return spring 403 - First Clutch Steel Plate 404 - First Clutch Friction Plate 405 - First Clutch Active Section 406-First Clutch Driven Part 501 - Second Pressure Plate 502 - Second Clutch Return Spring 505-Push Plate 506 - Second Clutch Steel Plate 507 - Second Clutch Friction Plate 508 - Second Clutch Active Section 509-Second Clutch Driven Part 601-Control Worm Gear 602 - Control Turbine 605 - Second Roller 606 - First Roller 701-Baffle 702-Fixing Bolt 703 - Transmission Housing 704 - First Wheel Hub Bearing 705 - Second Hub Bearing 706-Support Flange 708-Wheel 801 - First Sealing Ring 802 - Second sealing ring 803 - Third Sealing Ring 804 - Fourth Sealing Ring 805 - Fifth Sealing Ring 806-Inner Chamber Cooling Oil Flow Channel 10071-Copper inlet pipe for cooling oil 10072-Cooling oil inlet adapter 10073-Cooling oil inlet hose 10081-Copper pipe for cooling oil return 10082-Cooling oil return adapter 10083-Cooling oil return hose 8001 - First clutch section of dual electromechanical clutch chamber 8002 - Second clutch section of dual electromechanical clutch chamber 8061-Inner Chamber Cooling Oil Inlet Flow Channel 8062-Inner chamber cooling oil outlet channel Detailed Implementation

[0028] The present invention will now be described in further detail with reference to the accompanying drawings, so that those skilled in the art can implement it based on the description. An embodiment of the cooling system for a dual-clutch two-speed transmission with integrated drive and braking according to the present invention is as follows: like Figure 1 As shown, the main components of the cooling system for a dual-clutch two-speed transmission with integrated drive and braking, as described in this invention, include: 1001-compressor, 1002-condenser, 1003-fan, 1004-evaporator, 1005-radiator, 1006-cooling oil pump, 1007-cooling oil inlet pipe, 1008-cooling oil return pipe, 1009-air inlet, 1010-first air outlet, 1011-second air outlet, 1014-two-position three-way solenoid valve, 100-drive motor, 300-reduction planetary gear set, 400-first clutch, 500-second clutch, 200-transmission planetary gear set, and 800-dual electromechanical clutch chamber. The flow path of the cooling oil is as follows: 1006 - Cooling oil pump - 1005 - Radiator - 1007 - Cooling oil inlet line - 800 - Dual electromechanical clutch chamber - 1008 - Cooling oil return line - 1006 - Cooling oil pump. The flow path of the refrigerant is as follows: 1001 - Compressor - 1002 - Condenser - 1004 - Evaporator - 1001 - Compressor. The passenger compartment is located after the first air outlet (1010), and the radiator is located after the second air outlet (1011).

[0029] like Figure 2As shown, for the air conditioning circuit, the compressor (1001) compresses the refrigerant into a high-pressure, high-temperature gas. When this high-pressure, high-temperature gaseous refrigerant passes through the condenser (1002), its temperature is higher than the ambient air temperature, causing it to transfer heat to the outside atmosphere and lower its own temperature. During this process, it liquefies into a high-pressure, low-temperature liquid refrigerant. When this high-pressure, low-temperature liquid refrigerant passes through the evaporator (1004), the pressure decreases, causing the boiling point of the liquid refrigerant to drop. At this point, the refrigerant vaporizes because its temperature is higher than its boiling point. During this process, the refrigerant absorbs the latent heat of phase change, causing the surrounding temperature to drop, and finally becomes a low-pressure, low-temperature gaseous refrigerant, re-entering the compressor. This cycle repeats continuously, achieving the cooling and temperature-reducing functions.

[0030] The function of fan 1003 in the air conditioning circuit is twofold: first, to promote the refrigerant in evaporator 1004 to fully exchange heat and vaporize with the outside environment; and second, to send low-temperature air into the cabin through the air duct to cool the cabin or to the heat dissipation circuit to achieve heat exchange and cooling of the cooling oil. Figure 1 As shown, at this time, the electromagnet of the 1014-two-position three-way solenoid valve is energized, and under the action of electromagnetic force, it overcomes the spring force and remains in the first working position. The corresponding port connection is that port P is connected to port A, and port B is disconnected. At this time, the flow path of the low-temperature airflow generated by 1003-fan and 1004-evaporator is: flowing into 1009-air inlet—1014-two-position three-way solenoid valve—and flowing out of 1010-first air outlet, realizing the cabin cooling function. When the two-speed electric wheel system controls the electromechanical actuation mechanism to make the first clutch and the second clutch slip brake, the two-speed electric wheel system simultaneously starts the cooling device of the integrated drive and brake electric wheel system. If the vehicle air conditioning circuit is not working at this time, the vehicle air conditioning circuit is started at the same time. At this time, the electromagnet of the 1014-two-position three-way solenoid valve is de-energized and remains in the second working position under the action of spring force. The corresponding port connection is that port P is connected to port B, and port A is disconnected. The flow path of the low-temperature airflow is as follows: inlet 1009 → 2-position 3-way solenoid valve 1014 → outlet 1011. This achieves sufficient heat exchange between radiator 1005 and evaporator 1004, ensuring that the high-temperature cooling oil in radiator 1005 is fully cooled, resulting in better heat dissipation performance of radiator 1005 compared to radiators relying on natural heat dissipation.

[0031] The first air outlet (1010) and the second air outlet (1011) are physically isolated by a two-position three-way solenoid valve (1014) to prevent the heated air from entering the cabin after sufficient heat exchange with the radiator (1005), which would affect cabin cooling and reduce the comfort of passengers.

[0032] like Figure 3As shown, the cooling system consists of 1005 - radiator, 1006 - cooling oil pump, 1007 - cooling oil inlet pipe, 1008 - cooling oil return pipe, 1012 - cooling oil return port, and 1013 - cooling oil inlet port. The 1007 - cooling oil inlet pipe is composed of 10071 - cooling oil inlet hose, 10072 - cooling oil inlet adapter, and 10073 - cooling oil inlet hose. The 1008 - cooling oil return pipe is composed of 10081 - cooling oil return copper pipe, 10082 - cooling oil return adapter, and 10083 - cooling oil return hose. Both the 10072 - cooling oil inlet adapter and the 10082 - cooling oil return adapter are fixed to the wheel arch mudguard (not shown).

[0033] Regarding the cooling circuit, the 1006-cooling oil pump draws the high-temperature cooling oil (703-transmission housing, formed by the clutch absorbing heat during operation) through the 1012-cooling oil return port and the 1008-cooling oil return line. This oil is then pressurized by the 1006-cooling oil pump and pumped into the 1005-radiator for cooling. After sufficient cooling in the 1005-radiator, the cooling oil enters the 1013-cooling oil inlet port through the 1007-cooling oil inlet line. The cooling oil directly sprays onto the main heat-generating elements of the clutch, the 403-first clutch steel plate and the 404-first clutch friction plate, cooling them down before entering the 800-dual electromechanical clutch chamber.

[0034] As shown in Figure 4, the first sealing ring (801) is located between the sun gear shaft (207) and the partition plate (701); the second sealing ring (802) is located between the inner planetary carrier (205) and the second gear ring (203); the third sealing ring (803) is located between the second gear ring (203) and the transmission housing (703); the fourth sealing ring (804) is located at the outer end of the second planetary gear shaft (204); and the fifth sealing ring (805) is located between the push plate (505) and the first pressure plate (401). The dual electromechanical clutch chamber (800) is isolated and sealed by these sealing rings. The 509-second clutch driven part divides the 800-dual electromechanical clutch chamber into two parts: the radially outer part is the first clutch part of the 8001-dual electromechanical clutch chamber, and the radially inner part is the second clutch part of the 8002-dual electromechanical clutch chamber. The two parts are connected by the 806-inner chamber cooling oil passage, allowing cooling oil to flow into the second clutch part of the 8002-dual electromechanical clutch chamber, and then flow through the main heat-generating elements of the clutch, the 506-second clutch steel plate and the 507-second clutch friction plate, to cool down the 506-second clutch steel plate and the 507-second clutch friction plate.

[0035] like Figure 5As shown, the 806-inner chamber cooling oil flow channel is machined on the spline of the 505-push plate. After removing part of the external spline teeth, a gap will be formed between the inner spline grooves of the corresponding 509-second clutch driven part. This gap is the 806-inner chamber cooling oil flow channel. The upper part of the 806-inner chamber cooling oil flow channel is the 8061-inner chamber cooling oil inlet flow channel, and the lower part of the 806-inner chamber cooling oil flow channel is the 8062-inner chamber cooling oil outlet flow channel.

[0036] like Figure 6 As shown, the cooling oil entering the 800-dual electromechanical clutch chamber through the 1013-cooling oil inlet first enters the first clutch section of the 8001-dual electromechanical clutch chamber, then enters the second clutch section of the 8002-dual electromechanical clutch chamber through the 8061-internal cooling oil inlet channel, flows out of the second clutch section of the 8002-dual electromechanical clutch chamber through the 8062-internal cooling oil outlet channel, then flows back into the first clutch section of the 8001-dual electromechanical clutch chamber, and finally flows out through the 1012-cooling oil return port.

[0037] 101 - Motor housing and 701 - Partition plate are sequentially mounted on 703 - Gearbox housing via 702 - Fixing screw. 706 - Support flange is rotatably supported on 703 - Gearbox housing via 704 - First hub bearing and 705 - Second hub bearing. 708 - Hub is bolted to 706 - Support flange and connected to 206 - Outer planetary carrier via splines, receiving torque from 206 - Outer planetary carrier and outputting power to the wheel end.

[0038] The reduction planetary gear set consists of a first sun gear (301), a first planet gear (302), a first ring gear (303), a first planet gear shaft (304), and a first planet carrier (305). The first sun gear (301) is connected to the motor output shaft (105) via a spline and meshes externally with the first planet gear (302). The first planet gear (302) is rotatably supported on the first planet gear shaft (304) via a bearing and meshes internally with the first ring gear (303). The first ring gear (303) is connected to the motor housing (101) via a spline. The first planet gear shaft (304) is fixedly supported on the first planet carrier (305), and the first planet carrier (305) is connected to the sun gear shaft (207) via a spline.

[0039] The reduction planetary gear set receives torque from the hub motor, reduces speed, increases torque, and outputs it to the variable speed planetary gear set. The variable speed planetary gear set consists of 201-second sun gear, 202-second planet gear, 203-second ring gear, 204-second planet gear shaft, 205-inner planet carrier, 206-outer planet carrier, and 207-sun gear shaft. The second sun gear (201) is connected to the sun gear shaft (207) via a spline and meshes externally with the second planet gear (202). The second planet gear (202) is fixedly supported on the second planet gear shaft (204) and meshes internally with the second ring gear (203). The second ring gear (203) is rotatably supported on the transmission housing (703) via bearings. The second planet gear shaft (204) is rotatably supported on the inner planet carrier (205) and outer planet carrier (206) via bearings. The inner planet carrier (205) is rotatably supported on the sun gear shaft (207) via bearings. The outer planet carrier (206) is rotatably supported on the transmission housing (703) via bearings. The sun gear shaft (207) is rotatably supported on the partition plate (701) via bearings. The planetary gear set transmits the received torque to the gear ends.

[0040] The first clutch of the dual electromechanical clutch comprises a first pressure plate (401), a first clutch friction plate (404), a first clutch steel plate (403), a first clutch driving part (405), a first clutch driven part (406), and a first return spring (402). The first pressure plate (401) is connected to the transmission housing (703) via a sliding spline. The first return spring (402) is mounted between a spring mounting hole on the transmission housing (703) and a spring mounting hole on the first pressure plate (401). The first clutch friction plate (404) is connected to the first clutch driving part (405) via a sliding spline. The first clutch steel plate (403) is connected to the first clutch driven part (406) via a sliding spline. The first clutch driving part (405) is integrally formed with the second gear ring (203). The first clutch driven part (406) is integrally formed with the transmission housing (703).

[0041] The first pressure plate (401), the first clutch friction plate (404), and the first clutch steel plate (403) can all achieve axial translational movement via sliding splines. When the first pressure plate (401) moves axially, it engages with the first clutch friction plate (404), the first clutch steel plate (403), and the first pressure plate (401). At this time, the first return spring is compressed, providing thrust when the first clutch friction plate (404), the first clutch steel plate (403), and the first pressure plate (401) need to disengage. By controlling the clamping force during the translational movement of the first pressure plate (401), the clamping control of the first clutch can be achieved, thereby transmitting the required power or providing the required braking force under different operating conditions.

[0042] The second clutch of the dual electromechanical clutch comprises a second pressure plate (501), a push plate (505), a second clutch friction plate (507), a second clutch steel plate (506), a second clutch driving part (508), a second clutch driven part (509), and a second clutch return spring (502). The second pressure plate (501) is connected to the partition plate (701) via a sliding spline. One end of the second clutch return spring (502) is mounted on a spring mounting hole on the second pressure plate (501), and the other end is mounted on a nut fixed to the end of the partition plate (701). The second clutch friction plate (507) is connected to the second clutch driving part (508) via a sliding spline. The second clutch steel plate (506) is connected to the second clutch driven part (509) via a sliding spline. The second clutch driving part (508) is connected to the second sun gear shaft (207) via a spline. 509 - The driven part of the second clutch is integrated with 205 - the inner planetary carrier; 505 - the push plate is rotatably supported on 501 - the second pressure plate by bearings, and 505 - the push plate is connected to 509 - the driven part of the second clutch by sliding splines.

[0043] 501 - the second pressure plate, 505 - the push plate, 507 - the second clutch friction plate, and 506 - the second clutch steel plate can all achieve axial translational movement via sliding splines. When the 501 - second pressure plate moves axially, it can push the 505 - push plate, enabling the 507 - second clutch friction plate, 506 - second clutch steel plate, and 505 - push plate to engage. At this time, the 502 - second clutch return spring is compressed, providing thrust when the 505 - push plate, 507 - second clutch friction plate, and 506 - second clutch steel plate need to disengage. By controlling the clamping force during the translational movement of the 501 - second pressure plate, the clamping control of the second clutch can be achieved, thereby transmitting the required power or providing the required braking force under different operating conditions.

[0044] The electromechanical actuation mechanism comprises a control motor, a control worm gear (601), a control worm wheel (602), a first inclined raceway, a second inclined raceway, a first roller (606), and a second roller (605). The first and second inclined raceways are machined onto the control worm wheel (602). The first roller (606) and the second roller (605) are rotatably fixed on the first pressure plate (401) and the second pressure plate (501), respectively, and correspond to the positions of the first and second inclined raceways. The control motor (not shown) drives the control worm wheel (602) to rotate via the control worm gear (601), causing the first and second inclined raceways on it to rotate, thereby driving the first roller (606) and the second roller (605) to move axially, thus controlling the axial movement of the first pressure plate (401) and the second pressure plate (501), achieving clamping control of the first and second clutches.

[0045] Although embodiments of the present invention have been disclosed above, they are not limited to the applications listed in the specification and embodiments. They can be applied to various fields suitable for the present invention. For those skilled in the art, other modifications can be easily made. Therefore, without departing from the general concept defined by the claims and their equivalents, the present invention is not limited to the specific details and illustrations shown and described herein.

Claims

1. A cooling device for an integrated drive and brake transmission electric wheel system, characterized in that, include: A two-speed electric wheel system, including a hub motor, a two-speed gearbox, a wheel hub, and a hub bearing; The hub motor is the drive and electric braking power source of the integrated drive and brake variable speed electric wheel system. A hub motor with high torque density and axial flux type is preferred. The two-speed transmission consists of a transmission housing, a reduction planetary gear set, a shift planetary gear set, dual electromechanical clutches, and multiple sealing rings, and can achieve two different power transmission ratios. The deceleration planetary gear set consists of a first ring gear, a first planetary gear, a first planetary carrier, a first planetary gear shaft, and a first sun gear. The variable speed planetary gear set consists of a second ring gear, a second planetary gear, an inner planetary carrier, an outer planetary carrier, a second planetary gear shaft, a second sun gear, and a sun gear shaft; The dual electromechanical clutch consists of a first clutch, a second clutch, and an electromechanical actuation mechanism. The first clutch is used to connect the transmission housing and the second gear ring, and the second clutch is used to connect the inner planetary carrier and the sun gear shaft. The electromechanical actuation mechanism can simultaneously control the clamping or disengaging of the first clutch and the second clutch. The transmission housing contains the first clutch and the second clutch, but the space that does not contain the electromechanical actuation mechanism is a dual electromechanical clutch chamber. Its boundary is composed of the plurality of sealing rings, the first clutch, the second clutch, and the sun gear shaft. The dual electromechanical clutch chamber is sealed with cooling oil. When the cooling oil flows through the dual electromechanical clutch chamber, it can cool and reduce the temperature of the first clutch and the second clutch. By controlling the movement of the electromechanical actuation mechanism, the clamping state of the first clutch and the second clutch can be controlled as needed, thereby enabling the integrated drive and brake transmission electric wheel system to achieve first-gear drive, second-gear drive, first-gear clutch slip friction braking, second-gear clutch slip friction braking, and reverse driving. The vehicle air conditioning circuit includes an evaporator, compressor, condenser, fan, pipes, air duct, and a two-position three-way solenoid valve; The air duct has an air inlet, a first air outlet, and a second air outlet. The air inlet receives airflow from the fan. The first air outlet leads to the driver's cabin for normal vehicle air conditioning cooling. The second air outlet leads to the cooling circuit for cooling the cooling oil in the cooling circuit. The two-position three-way solenoid valve controls the connection between the air inlet, the first air outlet, and the second air outlet. Under normal conditions, to achieve normal vehicle air conditioning cooling, the electromagnet of the two-position three-way solenoid valve is energized, overcoming the spring force under electromagnetic force and maintaining the first working position. The air inlet is normally connected to the first air outlet. When the two-speed electric wheel system controls the electromechanical actuation mechanism to make the first clutch and the second clutch slip brake, the two-speed electric wheel system simultaneously starts the cooling device of the integrated drive and brake electric wheel system. If the vehicle air conditioning circuit is not working at this time, the vehicle air conditioning circuit is started at the same time. In order to realize the cooling oil cooling function of the heat dissipation circuit, the electromagnet of the two-position three-way solenoid valve is de-energized and remains in the second working position under the action of spring force, so that the air inlet is connected to the second air outlet. The cooling circuit comprises a radiator, a cooling oil pump, a cooling oil inlet hose, a cooling oil return hose, a cooling oil inlet port, a cooling oil return port, a cooling oil inlet adapter, a cooling oil return adapter, a cooling oil inlet copper pipe, and a cooling oil return copper pipe. The cooling oil pump is fixed to the vehicle body and includes an oil outlet and an oil inlet port. The cooling oil inlet adapter and the cooling oil return adapter are fixedly arranged on the wheel arch mudguards. The cooling oil inlet adapter is connected to the cooling oil inlet copper pipe and the cooling oil inlet hose, respectively. The cooling oil return adapter is connected to the cooling oil return copper pipe and the cooling oil return hose, respectively. The cooling oil inlet port and the cooling oil return port are machined on the transmission housing and communicate with the dual electromechanical clutch chamber. The radiator is a multi-segment coiled metal pipe installed behind the second air outlet. Its two ends are connected to the oil outlet of the cooling oil pump and the oil inlet copper pipe of the cooling oil pump, respectively. The oil inlet of the cooling oil pump is connected to the oil return copper pipe of the cooling oil pump. The cooling oil pump pumps the high-temperature cooling oil generated by the frictional heat conduction of the clutch in the dual electromechanical clutch chamber into the radiator through the cooling oil return port, the cooling oil return hose, the cooling oil return adapter, and the cooling oil return copper pipe. This allows the cooling oil to fully contact and exchange heat with the low-temperature airflow generated by the fan and the evaporator flowing out from the second air outlet, achieving good heat dissipation of the cooling oil. After heat dissipation, the low-temperature cooling oil is returned to the dual electromechanical clutch chamber through the cooling oil inlet copper pipe, the cooling oil inlet adapter, the cooling oil inlet hose, and the cooling oil inlet.

2. The cooling device for the integrated drive and braking electric wheel system as described in claim 1, characterized in that... The transmission housing is fixedly connected to the hub motor housing and is divided into two chambers by a partition, which are used to accommodate the planetary gear set, the dual electromechanical clutch, the hub motor, and the reduction planetary gear set, respectively. The hub is connected to the output end of the planetary gear set to output power to the wheel, and the hub is rotatably supported on the transmission housing by the hub bearing.

3. The cooling device for the integrated drive and braking electric wheel system as described in claim 1, characterized in that... The integrated drive and braking electric wheel adopts a distributed drive scheme for the left and right wheels. It can be installed in the wheel rim or wheel side space to directly drive the wheels to achieve a distributed arrangement, or arranged back-to-back on the sprung frame to drive the wheels through the drive shaft to achieve a centralized arrangement.

4. The cooling device for the integrated drive and braking electric wheel system as described in claim 1, characterized in that... The first gear ring is fixedly connected to the motor housing of the hub motor via a spline and meshes internally with the first planetary gear for transmission; the first planetary gear is rotatably supported on the first planetary gear shaft and meshes externally with the first sun gear for transmission; the first planetary gear shaft is rotatably supported on the first planetary carrier; the first planetary carrier is fixedly connected to the sun gear shaft via a spline; the first sun gear is fixedly connected to the torque output shaft of the hub motor via a spline. The second ring gear is rotatably supported on the transmission housing via bearings and internally meshes with the second planetary gears for transmission; the second planetary gear is rotatably supported on the second planetary gear shaft and externally meshes with the second sun gear for transmission; the sun gear shaft is connected to the second sun gear via a spline; the second planetary gear shaft is rotatably supported on the inner planetary carrier and the outer planetary carrier via bearings; the inner planetary carrier is rotatably supported on the sun gear shaft via bearings; the outer planetary carrier is rotatably supported on the transmission housing via bearings. The reduction planetary gear set receives torque from the hub motor, reduces and increases its torque, and then outputs it to the variable planetary gear set; the variable planetary gear set receives torque from the reduction planetary gear set and finally transmits the torque to the wheel end in a variable speed.

5. The cooling device for the integrated drive and braking electric wheel system as described in claim 1, characterized in that... The first clutch includes a first pressure plate, a first clutch friction plate, a first clutch steel plate, a first clutch driving portion, and a first clutch driven portion; the first pressure plate is connected to the transmission housing via a sliding spline; the first clutch friction plate is connected to the first clutch driving portion via a sliding spline; the first clutch steel plate is connected to the first clutch driven portion via a sliding spline; the first clutch driving portion is integrally formed with the second gear ring; the first clutch driven portion is integrally formed with the transmission housing. The first pressure plate, the first clutch friction plate, and the first clutch steel plate can all achieve axial translational movement through sliding splines. When the first pressure plate moves axially, the first clutch friction plate can engage or disengage with the first clutch steel plate and the first pressure plate. By controlling the clamping force when the first pressure plate moves axially, the relative sliding friction amplitude between the first clutch friction plate and the first clutch steel plate can be controlled, thereby transmitting the power required under different working conditions.

6. The cooling device for the integrated drive and braking electric wheel system as described in claim 1, characterized in that... The second clutch includes a second pressure plate, a push plate, a second clutch friction plate, a second clutch steel plate, a second clutch driving part, and a second clutch driven part; the second pressure plate is connected to the partition plate via a sliding spline; the second clutch friction plate is connected to the second clutch driving part via a sliding spline; the second clutch steel plate is connected to the second clutch driven part via a sliding spline; the second clutch driving part is connected to the sun gear shaft via a spline; the second clutch driven part is integrally formed with the inner planetary carrier; the push plate is rotatably supported on the second pressure plate by bearings, and the push plate is connected to the second clutch driven part via a sliding spline; The second pressure plate, the push plate, the second clutch friction plate, and the second clutch steel plate can all achieve axial translational movement through sliding splines. When the second pressure plate moves axially, the push plate can be pushed to engage or disengage the second clutch friction plate, the second clutch steel plate, and the push plate. By controlling the clamping force during the translational movement of the second pressure plate, the relative sliding friction amplitude between the second clutch friction plate and the second clutch steel plate can be controlled, thereby transmitting the power required under different working conditions.

7. The cooling device for the integrated drive and braking electric wheel system as described in claims 5 and 6, characterized in that... The electromechanical actuation mechanism comprises a control motor, a control worm gear, a control worm wheel, a first inclined raceway, a second inclined raceway, a first roller, and a second roller. The first and second inclined raceways are machined on the side end faces of the control worm wheel. The first and second rollers are rotatably fixed on the first and second pressure plates, respectively, and correspond to the positions of the first and second inclined raceways. The control motor drives the control worm gear to rotate the control worm wheel, thereby causing the first and second inclined raceways on it to rotate. This, in turn, drives the first and second rollers to move axially according to the design rules of the inclined raceways, thereby controlling the axial movement of the first and second pressure plates and achieving the clamping or disengagement of the first and second clutches.

8. The cooling device for the integrated drive and braking electric wheel system as described in claim 1, characterized in that... The pipes in the vehicle air conditioning circuit contain refrigerant and are used to connect the compressor, the condenser, and the evaporator; the compressor is used to pressurize the refrigerant. The condenser is used to condense and liquefy the refrigerant into a liquid; the evaporator is used to evaporate and vaporize the refrigerant into a gas by absorbing heat, thereby lowering the temperature of the surrounding air; the fan is installed in front of the evaporator to generate airflow; when the fan rotates in the forward direction, it can blow air across the evaporator for cooling, and blow the cold air into the air duct through the air inlet, and enter the cabin through the first air outlet to lower the temperature inside the cabin, or enter the heat dissipation circuit through the second air outlet to lower the temperature of the cooling oil in the radiator.

9. The cooling device for the integrated drive and braking electric wheel system as described in claims 5 and 6, characterized in that... The plurality of sealing rings are divided into a first sealing ring, a second sealing ring, a third sealing ring, a fourth sealing ring, and a fifth sealing ring. The first sealing ring is located between the sun gear shaft and the partition plate. The second sealing ring is located between the driven part of the second clutch and the driving part of the first clutch. The third sealing ring is located between the driving part of the first clutch and the driven part of the first clutch. The fourth sealing ring is located at the outer end of the second planetary gear shaft. The fifth sealing ring is located between the first pressure plate and the push plate. The dual electromechanical clutch chamber is bounded by the first sealing ring, the partition plate, the push plate, the fifth sealing ring, the first pressure plate, the driven part of the first clutch, the third sealing ring, the driving part of the first clutch, the second sealing ring, the driven part of the second clutch, and the sun gear shaft. The interior of the dual electromechanical clutch chamber houses the driving parts of the first clutch and the second clutch, as well as the main heat-generating components, namely the first clutch friction plate, the first clutch steel plate, the second clutch friction plate, and the second clutch steel plate. The interior of the dual electromechanical clutch chamber is divided into two parts by the driven part of the second clutch. The radially outer part is the first clutch part of the dual electromechanical clutch chamber, and the radially inner part is the second clutch part of the dual electromechanical clutch chamber. The two parts are connected by a cooling oil flow channel within the chamber.

10. The cooling device for the integrated drive and braking electric wheel system as described in claim 1, characterized in that... The cooling oil inlet is machined at the spline of the transmission housing, allowing the cooling oil to enter the first clutch portion of the dual electromechanical clutch chamber and directly spray onto the first clutch friction plate and the first clutch steel plate, thereby cooling the first clutch. The cooling oil in the first clutch portion of the dual electromechanical clutch chamber flows into the second clutch portion of the dual electromechanical clutch chamber through the cooling oil flow channel in the chamber, and then flows through the second clutch friction plate and the second clutch steel plate, thereby cooling the second clutch.

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