Single-source double-control driving fusion distributed transmission using duplex planetary gear train

Abstract

The invention discloses a single-source double-control type driving fusion distributed transmission using a duplex planetary gear train. The transmission is composed of a driving motor, a transmission shell, a main speed reducer, a variable speed planet row, a clutch, a brake, a single-source double-control mechanism and the like. The variable-speed planet row adopts a gear-ring-free duplex planetary gear train, is connected with the output end of the main speed reducer through a second small sun gear and is connected with the output shaft through a second large sun gear; the clutch is used for connecting the second planet carrier and the first small sun gear; the brake is used for connecting the second planet carrier and the transmission shell; by arranging the back-to-back type eight-phase double-slope-ring single-source double-control mechanism, cooperative control over a clutch and a brake by a single execution motor can be achieved, and finally the six working states of first-gear driving, second-gear driving, a neutral gear, first-gear braking, second-gear braking and parking braking of the distributed transmission can be achieved.

Description

Technical Field

[0001] This invention belongs to the field of electric vehicle drive, and specifically relates to a single-source dual-control fusion distributed transmission using a dual planetary gear system. Background Technology

[0002] Distributed drive systems can achieve torque vector control through independent control of the torque of each drive wheel, thereby significantly improving vehicle handling stability and driving pleasure. Among them, distributed in-wheel motor drive systems can integrate the motor into the wheel, thus greatly shortening the transmission chain, improving transmission efficiency, and reducing the chassis space occupied, and are therefore considered to be the best drive form for the future of electric vehicles.

[0003] However, current distributed drive systems primarily employ simple reduction drive or direct drive schemes. While these schemes are simple in structure, low in cost, and relatively mature in technology, single-stage reduction drive or direct drive schemes cannot fully utilize the high efficiency range of the motor itself and place high demands on the motor's extreme performance, failing to effectively meet the diverse operating conditions required for vehicles, such as heavy-load start-up acceleration and extreme off-road escape. Therefore, it is necessary to develop and design a distributed two-speed transmission to resolve the contradiction between power and economy in electric vehicles.

[0004] This invention proposes a single-source, dual-control, distributed transmission using a dual planetary gear train. It employs a gearless dual planetary gear train, an electromechanical wet brake, and an electromechanical wet clutch to achieve gear shifting control. The gearless dual planetary gear train eliminates the need for a gear ring, improving system transmission efficiency and facilitating clutch and brake installation. Furthermore, the invention utilizes an eight-phase dual-slope ring single-source, dual-control mechanism to achieve coordinated control of the electromechanical wet clutch and brake by a single actuator motor. Additionally, this invention can generate wheel-end mechanical braking torque through simultaneous clamping control of the electromechanical wet clutch and brake. Combined with regenerative braking control of the drive motor, this completely eliminates the need for traditional wheel-end mechanical brakes. Summary of the Invention

[0005] This invention provides a single-source dual-control fusion distributed transmission using a dual planetary gear system, which can achieve six working states: first gear drive, second gear drive, neutral, first gear braking, second gear braking, and parking brake.

[0006] To achieve the above objectives, the following technical solution is adopted: A single-source dual-control fusion distributed transmission using a dual planetary gear train consists of a drive motor, a transmission housing, a main reducer, a planetary gear set, a clutch, a brake, and a single-source dual-control mechanism.

[0007] A drive motor is installed inside or beside a wheel, or mounted on a spring in a back-to-back distributed arrangement, and outputs torque through a motor output shaft; characterized in that the drive motor includes a motor housing, a motor stator, a motor rotor, and the motor output shaft, the motor housing is fixedly connected to the gearbox housing, the motor stator is fixed to the motor housing, the motor rotor is fixedly supported on the motor output shaft, and the motor output shaft is rotatably supported on the motor housing.

[0008] A main reducer reduces and increases the torque from the input shaft of the motor before outputting it; characterized in that the main reducer includes a first sun gear, a first planet gear, a first planet gear shaft, a first ring gear, and a first planet carrier; the first sun gear is fixedly connected to the output shaft of the motor; the first planet gears externally mesh with the first sun gear for transmission; the first planet gears are rotatably supported on the first planet carrier via the first planet gear shaft; the first ring gear internally meshes with the first planet gear for transmission and is fixedly connected to the motor housing; the first planet carrier is fixedly connected to the second small sun gear.

[0009] A variable-speed planetary gear set, receiving torque from the main reducer; characterized in that it includes a second small sun gear, a second large planet gear, a second small planet gear, a second large sun gear, a second planet gear shaft, and a second planet carrier; the second small sun gear receives the output torque from the main reducer and is coaxially arranged with the second large sun gear; the second large planet gear and the second small sun gear are externally meshed for transmission; the second small planet gear and the second large sun gear are externally meshed for transmission; the second large planet gear and the second small planet gear are integrally formed and rotatably supported on the second planet carrier via the second planet gear shaft; the second large sun gear is connected to a torque output shaft, which is rotatably supported on the gearbox housing.

[0010] A clutch for connecting a second small sun gear and a second planetary carrier; characterized in that it includes a clutch driving part, a clutch driven part, a clutch friction plate, a clutch steel plate, a clutch push plate, and a thrust bearing; the clutch driving part is fixedly connected to the first planetary carrier; the clutch driven part is fixedly connected to the second planetary carrier; the clutch friction plate is slidably connected to the clutch driven part via an internal spline; the clutch steel plate is slidably connected to the clutch driving part via an external spline; the clutch push plate is slidably connected to the clutch driving part via an external spline, and can receive axial thrust from the single-source dual-control mechanism through the thrust bearing, thereby realizing the mutual clamping of the clutch friction plate and the clutch steel plate; the number of clutch friction plates and the clutch steel plate can be selected according to the clamping torque requirement, and the two are arranged in a staggered manner.

[0011] A brake is used to connect the second planetary carrier and the transmission housing; characterized in that the brake includes a brake driving part, brake friction pads, and brake steel plates; the brake driving part is fixedly connected to the second planetary carrier; the brake friction pads are slidably connected to the brake driving part via internal splines; the brake steel plates are slidably connected to the transmission housing via external splines; the number of clutch friction pads and clutch steel plates can be selected according to the clamping torque requirements, and the two are arranged in a cross pattern, and can be clamped together under the axial thrust of the single-source dual-control mechanism.

[0012] The single-source dual-control mechanism can drive the first ramp ring and the second ramp ring to rotate through a single actuator motor. The first ramp ring and the second ramp ring are machined with eight-phase ramp raceways. When the first ramp ring or the second ramp ring rotates, the eight-phase ramp raceways can drive the first roller and the second roller to move axially, thereby realizing the on-demand clamping control of the brake and the clutch, and finally realizing the six working states of the distributed transmission: first gear drive, second gear drive, neutral, first gear braking, second gear braking, and parking brake.

[0013] The single-source dual-control mechanism is characterized as follows: it includes an actuator motor, a worm gear, a worm wheel, a hollow baffle ring, a first ramp ring, a second ramp ring, a first roller, a second roller, a first pressure plate, and a second pressure plate; the actuator motor is fixedly connected to the worm gear; the worm gear meshes with the worm wheel for transmission, and the worm wheel is fixedly connected to the second ramp ring; the hollow baffle ring is fixed in the middle of the inside of the transmission housing; the first ramp ring is rotatably supported on one side of the hollow baffle ring, and the second ramp ring is rotatably supported on the other side of the hollow baffle ring; the first ramp ring and the second ramp ring are fixedly connected to each other; the first pressure plate is slidably connected to the transmission housing via an external spline, and... The thrust bearing can be moved axially; the first roller is rotatably supported on the first pressure plate and can roll along the ramp raceway on the first ramp ring; the second pressure plate is slidably connected to the transmission housing via an external spline, the second roller is rotatably supported on the second pressure plate and can roll along the ramp raceway on the second ramp ring; the actuator motor can drive the first ramp ring and the second ramp ring to rotate synchronously around the axial direction via the worm and the worm wheel, and then drive the first roller and the second roller to move axially via the ramp raceway on them respectively, thereby driving the first pressure plate and the second pressure plate to move axially respectively, and finally realizing the clamping control of the clutch and the brake respectively.

[0014] Both the first and second ramp rings are machined with multiple sets of ramp raceways, each set of ramp raceways having eight phases, which are, in order of position, phase one, phase two, phase three, phase four, phase five, phase six, phase seven, and phase eight; the number of ramp sets is the same as the number of the first or second rollers; the positions of the same ramp raceway phases on the first and second ramp rings correspond; the installation positions of the first and second rollers also correspond to each other; When the first roller is located at phase one of the first ramp ring, the second roller is located at phase one of the second ramp ring; at this time, the first pressure plate is axially pushed by the ramp raceway on the first ramp ring, realizing the complete clamping of the clutch; when the worm gear is controlled to rotate in the opposite direction, the second pressure plate gradually increases the axial pushing distance under the axial pushing action of the ramp raceway on the second ramp ring, realizing the gradual clamping of the brake; then at this time the system is in the second gear braking state, and the magnitude of the mechanical braking force depends on the axial pushing distance of the second pressure plate; When the first roller is located at the second phase of the first ramp ring, the second roller is located at the second phase of the second ramp ring; at this time, the first pressure plate is axially pushed by the ramp raceway on the first ramp ring, realizing the complete clamping of the clutch; while the second pressure plate is not axially pushed by the ramp raceway on the second ramp ring, that is, the brake is in the disengaged state; then the system is in the second gear drive state. When the first roller is located at phase three of the first ramp ring, the second roller is located at phase three of the second ramp ring. At this time, when the worm gear rotates in the forward direction, the first pressure plate gradually decreases in axial pushing distance under the axial pushing action of the ramp raceway on the first ramp ring, realizing the gradual disengagement of the clutch. Meanwhile, the second pressure plate is not axially pushed by the ramp raceway on the second ramp ring, that is, the brake is in the disengaged state. At this time, the system is in a transition state from second gear drive state to neutral state. When the first roller is located at phase four of the first ramp ring, the second roller is located at phase four of the second ramp ring; at this time, the first pressure plate is not axially pushed by the ramp raceway on the first ramp ring, that is, the clutch is in the disengaged state; and the second pressure plate is also not axially pushed by the ramp raceway on the second ramp ring, that is, the brake is in the disengaged state; then the system is in the neutral state. When the first roller is located at phase five of the first ramp ring, the second roller is located at phase five of the second ramp ring; at this time, the first pressure plate is not axially pushed by the ramp raceway on the first ramp ring, that is, the clutch is in the disengaged state; when the worm gear rotates in the forward direction, the second pressure plate gradually increases the axial pushing distance under the axial pushing action of the ramp raceway on the second ramp ring, realizing the gradual clamping of the brake; at this time, the system is in the transition state from the neutral state to the first gear drive state; When the first roller is located at phase six of the first ramp ring, the second roller is located at phase six of the second ramp ring; at this time, the first pressure plate is not axially pushed by the ramp raceway on the first ramp ring, that is, the clutch is in the disengaged state; while the second pressure plate is axially pushed by the ramp raceway on the second ramp ring, realizing the complete clamping of the brake; at this time, the system is in the first gear drive state; When the first roller is located at phase seven of the first ramp ring, the second roller is located at phase seven of the second ramp ring. At this time, when the worm gear is controlled to rotate in the forward direction, the first pressure plate gradually increases its axial pushing distance under the axial pushing action of the ramp raceway on the first ramp ring, thereby gradually clamping the clutch. The second pressure plate is axially pushed by the ramp raceway on the second ramp ring, thereby fully clamping the brake. At this time, the system is in the first gear braking state, and the magnitude of the mechanical braking force depends on the axial pushing distance of the first pressure plate. When the first roller is located at phase eight of the first ramp ring, the second roller is located at phase eight of the second ramp ring; at this time, the first pressure plate is axially pushed by the ramp raceway on the first ramp ring to achieve full clamping of the clutch; the second pressure plate is axially pushed by the ramp raceway on the second ramp ring to achieve full clamping of the brake; at this time, the system is in the parking brake state; phase eight is located between phase one and phase seven; Both the first-gear braking state and the second-gear braking state can be combined with the regenerative braking of the drive motor on the basis of the mechanical braking of the clutch or the brake to achieve compound braking control.

[0015] Another embodiment of the distributed transmission is as follows: the distributed transmission includes a drive motor, a transmission housing, a main reducer, a planetary gear set, a clutch, a brake, and a unit dual-control mechanism; the brake is used to connect the second planetary carrier to the transmission housing; the clutch can be used to connect the second sun gear to the second planetary carrier, characterized in that: It includes the clutch driving part, the clutch driven part, the clutch friction plate, the clutch steel plate, the clutch push plate, and the thrust bearing; the clutch driving part is fixedly connected to the second planetary carrier; the clutch driven part is fixedly connected to the second large sun gear; the clutch friction plate is slidably connected to the clutch driving part through an internal spline; the clutch steel plate is slidably connected to the clutch driven part through an external spline; the clutch push plate is slidably connected to the clutch driven part through an external spline, and can receive axial thrust from the single-source dual-control mechanism through the thrust bearing, thereby realizing the mutual clamping of the clutch friction plate and the clutch steel plate; the number of clutch friction plates and the clutch steel plate can be selected according to the clamping torque requirement, and the two are arranged in a cross pattern.

[0016] The beneficial effects of this invention are: 1. The single-source dual-control distributed transmission using a dual planetary gear system described in this invention can effectively improve the utilization rate of the high-efficiency range of the motor by setting a distributed two-speed transmission while retaining the advantages of torque vector control of the distributed drive system, and meet the diverse transportation conditions such as heavy-load start-up acceleration and off-road extreme escape.

[0017] 2. The single-source dual-control drive-braking fusion distributed transmission using a dual planetary gear train described in this invention can achieve mechanical braking control at different gears by using a distributed two-speed transmission shifting mechanism—an electromechanical wet clutch and an electromechanical wet brake; based on this, combined with the regenerative braking control of the drive motor, the traditional wheel-end mechanical brakes can be completely eliminated.

[0018] 3. The single-source dual-control drive-brake fusion distributed transmission using a dual planetary gear train described in this invention, through the setting of a back-to-back eight-phase dual-slope ring single-source dual-control mechanism, can realize the coordinated clamping control of the electromechanical wet clutch and the electromechanical wet brake by a single actuator motor, thereby realizing six working states: first gear drive, second gear drive, neutral, first gear braking, second gear braking, and parking brake; this can effectively reduce the complexity of the actuator control system and improve the control accuracy of the clamping force.

[0019] 4. The single-source dual-control drive-brake fusion distributed transmission using a dual planetary gear train described in this invention avoids the use of a gear ring by using a gearless dual planetary gear train, thereby improving the transmission efficiency of the system; at the same time, it facilitates the installation and arrangement of the clutch and brake, effectively reducing the diameter of the transmission. Attached Figure Description

[0020] Figure 1This is a simplified structural diagram of a single-source dual-control fusion distributed transmission using a dual planetary gear system, as described in this invention.

[0021] Figure 2 This is a structural diagram of a single-source dual-control fusion distributed transmission using a dual planetary gear system, as described in this invention.

[0022] Figure 3 This is a structural diagram of a single-source dual-control mechanism for a single-source dual-control drive-braking fusion distributed transmission using a dual planetary gear system, as described in this invention.

[0023] Figure 4 This is a schematic diagram of the working principle of a back-to-back eight-phase double ramp ring of a single-source dual-control drive-integrated distributed transmission using a dual planetary gear system, as described in this invention.

[0024] Figure 5 This is a simplified structural diagram of another embodiment of the single-source dual-control drive-integrated distributed transmission using a dual planetary gear system described in this invention. Detailed Implementation

[0025] 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 single-source dual-control drive-brake fusion distributed transmission using a dual planetary gear train according to the present invention is as follows: like Figure 1 , Figure 2 The aforementioned single-source dual-control fusion distributed transmission using a dual planetary gear train comprises a drive motor 100, a transmission housing 701, a main reducer 200, a planetary gear set 500, a clutch 300, a brake 400, and a single-source dual-control mechanism 600.

[0026] A drive motor 100 is installed inside or beside a wheel, or mounted on a spring in a back-to-back distributed arrangement, and outputs torque through a motor output shaft 104. The drive motor 100 comprises a motor housing 101, a motor stator 102, a motor rotor 103, and the motor output shaft 104. The motor housing 101 is fixedly connected to a gearbox housing 701. The motor stator 102 is fixed to the motor housing 101. The motor rotor 103 is fixedly supported on the motor output shaft 104, and the motor output shaft 104 is rotatably supported on the motor housing 101.

[0027] The main reducer 200 reduces and increases the torque from the motor input shaft 104 before outputting it. The main reducer 200 includes a first sun gear 201, a first planetary gear 202, a first planetary gear shaft 203, a first ring gear 204, a first left planetary carrier 205, and a first right planetary carrier 206. The first sun gear 201 is fixedly connected to the motor output shaft 104 via a spline. The first planetary gear 202 externally meshes with the first sun gear 201. The first planetary gear 202 is rotatably supported on the first left planetary carrier 205 and the first right planetary carrier 206 via the first planetary gear shaft 203. The first ring gear 204 internally meshes with the first planetary gear 202 and is fixedly connected to the motor housing 101. The first right planetary carrier 206 is fixedly connected to the second small sun gear 501 via a spline.

[0028] A variable-speed planetary gear set 500 receives torque from a main reducer 200; characterized in that it includes a second small sun gear 501, a second large planet gear 502, a second small planet gear 503, a second large sun gear 505, a second planet gear shaft 504, a second left planet carrier 506, and a second left planet carrier 507. The second small sun gear 501 receives the output torque from the main reducer 200 and is rotatably supported on the motor output shaft 104. The second large sun gear 505 is coaxial with the second small sun gear 501. The gears are mounted and supported by bearings that allow them to rotate relative to each other. The second large planetary gear 502 meshes with the second small planetary gear 501 for external transmission, and the second small planetary gear 503 meshes with the second large planetary gear 505 for external transmission. The second large planetary gear 502 and the second small planetary gear 503 are integrated and supported on the second left planetary carrier 506 and the second right planetary carrier 507 via the second planetary gear shaft 504. The second large planetary gear 505 is integrated with the torque output shaft 702 and is supported on the transmission housing 701 via bearings.

[0029] Clutch 300, used to connect the second small sun gear 501 and the second left planetary carrier 506; characterized in that it includes a clutch driving part 301, a clutch driven part 302, a clutch friction plate 303, a clutch steel plate 304, a clutch push plate 305, and a thrust bearing 306; the clutch driving part 301 is fixedly connected to the first right planetary carrier 206 and then fixedly connected to the second small sun gear 501; the clutch driven part 302 is fixedly connected to the second left planetary carrier 506; the clutch friction plate 303 is connected via an internal spline. The clutch driven part 302 is slidably connected to the clutch; the clutch steel plate 304 is slidably connected to the clutch driving part 301 via an external spline; the clutch push plate 305 is slidably connected to the clutch driving part 301 via an external spline, and can receive axial thrust from the single-source dual-control mechanism 600 through the thrust bearing 306, thereby realizing the mutual clamping of the clutch friction plate 303 and the clutch steel plate 304; the number of clutch friction plates 303 and clutch steel plates 304 can be selected according to the clamping torque requirements, and the two are arranged in a cross pattern.

[0030] A brake 400 is used to connect the second right planetary carrier 507 and the transmission housing 701. It is characterized by comprising a brake active part 401, brake friction pads 402, and brake steel plates 403. The brake active part 401 is fixedly connected to the second right planetary carrier 507. The brake friction pads 402 are slidably connected to the brake active part 401 via internal splines. The brake steel plates 403 are slidably connected to the transmission housing 701 via external splines. The number of clutch friction pads 402 and clutch steel plates 403 can be selected according to the clamping torque requirements. They are arranged in a crisscross pattern and can be clamped together under the axial thrust of the single-source dual-control mechanism 600.

[0031] like Figure 3 As shown, the single-source dual-control mechanism 600 can drive the first ramp ring 604 and the second ramp ring 607 to rotate synchronously through a single actuator motor 601. The first ramp ring 604 and the second ramp ring 607 are machined with eight-phase ramp raceways. When the first ramp ring 604 and the second ramp ring 607 rotate, the eight-phase ramp raceways can drive the first roller 605 and the second roller 608 to move axially, thereby realizing the on-demand clamping control of the brake 300 and the clutch 400, and finally realizing the six working states of the distributed transmission: first gear drive, second gear drive, neutral, first gear braking, second gear braking, and parking brake.

[0032] The single-source dual-control mechanism 600 is characterized as follows: it includes an actuator motor, a worm gear 601, a worm wheel 602, a hollow baffle ring 603, a first ramp ring 604, a second ramp ring 607, a first roller 605, a second roller 608, a first pressure plate 606, a second pressure plate 609, and an actuator motor housing 610; the actuator motor is fixedly connected to the worm gear 601; the worm gear 601 meshes with the worm wheel 602 for transmission, and the worm wheel 602 is fixedly connected to the second ramp ring 607; the hollow baffle ring 603 is fixedly located inside the gearbox housing 701; the first ramp ring 604 is rotatably supported on one side of the hollow baffle ring 603, and the second ramp ring 607 is rotatably supported on the hollow baffle ring 603. On the other side of 03; the first ramp ring 604 and the second ramp ring 607 are fixedly connected to each other; the first pressure plate 606 is slidably connected to the gearbox housing 701 through an external spline, and can push the thrust bearing 306 to move axially; the first roller 605 is rotatably supported on the first pressure plate 606, and can roll along the ramp raceway on the first ramp ring 604; the second pressure plate 609 is slidably connected to the gearbox housing 701 through an external spline, the second roller 608 is rotatably supported on the second pressure plate 609, and can roll along the ramp raceway on the second ramp ring 607; the actuator motor housing 610 is fixedly installed on the gearbox housing 701 to accommodate the actuator motor and the worm gear 601. The actuator can drive the first ramp ring 604 and the second ramp ring 607 to rotate synchronously around the axis via the worm 601 and the worm wheel 602. In turn, the first roller 605 and the second roller 608 can be driven to move axially via the ramp raceways on them, thereby driving the first pressure plate 606 and the second pressure plate 609 to move axially, and finally realizing the clamping control of the clutch 300 and the brake 400 respectively.

[0033] like Figure 4 As shown, both the first ramp ring 604 and the second ramp ring 607 are machined with multiple sets of ramp raceways. Each set of ramp raceways is machined with eight phases, which are, in order of position, phase one, phase two, phase three, phase four, phase five, phase six, phase seven, and phase eight. The number of ramp sets is the same as the number of the first or second rollers. The positions of the same ramp raceway phases of the first ramp ring 604 and the second ramp ring 607 correspond. The installation positions of the first roller 605 and the second roller 608 also correspond to each other. When the first roller 605 is in phase one of the first ramp ring 604, the second roller 608 is in phase one of the second ramp ring 607. At this time, the first pressure plate 606 is axially pushed by the ramp raceway on the first ramp ring 604, realizing the complete clamping of the clutch 300. When the control worm gear 602 rotates in the opposite direction, the second pressure plate 609 gradually increases the axial pushing distance under the axial pushing action of the ramp raceway on the second ramp ring 607, realizing the gradual clamping of the brake 400. At this time, the system is in the second gear braking state, and the magnitude of the mechanical braking force depends on the axial pushing distance of the second pressure plate 609. When the first roller 605 is in phase two of the first ramp ring 604, the second roller 608 is in phase two of the second ramp ring 607; at this time, the first pressure plate 606 is axially pushed by the ramp raceway on the first ramp ring 604, realizing the complete clamping of the clutch 300; while the second pressure plate 609 is not axially pushed by the ramp raceway on the second ramp ring 607, that is, the brake 400 is in the disengaged state; then the system is in the second gear drive state. When the first roller 605 is located at phase three of the first ramp ring 604, the second roller 608 is located at phase three of the second ramp ring 607. At this time, when the worm gear 602 rotates in the forward direction, the first pressure plate 606 gradually decreases in axial pushing distance under the axial pushing action of the ramp raceway on the first ramp ring 604, realizing the gradual disengagement of the clutch 300. Meanwhile, the second pressure plate 609 is not axially pushed by the ramp raceway on the second ramp ring 607, that is, the brake 400 is in the disengaged state. At this time, the system is in the transition state from the second gear drive state to the neutral state. When the first roller 605 is located at phase four of the first ramp ring 604, the second roller 608 is located at phase four of the second ramp ring 607; at this time, the first pressure plate 606 is not axially pushed by the ramp raceway on the first ramp ring 604, that is, the clutch 300 is in the disengaged state; and the second pressure plate 609 is also not axially pushed by the ramp raceway on the second ramp ring 607, that is, the brake 400 is in the disengaged state; then the system is in neutral at this time. When the first roller 605 is located at phase five of the first ramp ring 604, the second roller 608 is located at phase five of the second ramp ring 607. At this time, the first pressure plate 606 is not axially pushed by the ramp raceway on the first ramp ring 604, that is, the clutch 300 is in the disengaged state. When the worm gear 602 rotates in the forward direction, the second pressure plate 609 gradually increases the axial pushing distance under the axial pushing action of the ramp raceway on the second ramp ring 607, realizing the gradual clamping of the brake 400. At this time, the system is in the transition state from neutral to first gear drive state. When the first roller 605 is in phase six of the first ramp ring 604, the second roller 608 is in phase six of the second ramp ring 607; at this time, the first pressure plate 606 is not axially pushed by the ramp raceway on the first ramp ring 604, that is, the clutch 300 is in the disengaged state; while the second pressure plate 609 is axially pushed by the ramp raceway on the second ramp ring 607, realizing the complete clamping of the brake 400; at this time, the system is in the first gear drive state; When the first roller 605 is located at phase seven of the first ramp ring 604, the second roller 608 is located at phase seven of the second ramp ring 607. At this time, when the control worm gear 602 rotates in the forward direction, the first pressure plate 606 gradually increases its axial pushing distance under the axial pushing action of the ramp raceway on the first ramp ring 604, thereby gradually clamping the clutch 300. The second pressure plate 609 is axially pushed by the ramp raceway on the second ramp ring 607, thereby fully clamping the brake 400. At this time, the system is in the first gear braking state, and the magnitude of the mechanical braking force depends on the axial pushing distance of the first pressure plate. When the first roller 605 is located at phase eight of the first ramp ring 604, the second roller 608 is located at phase eight of the second ramp ring 607; at this time, the first pressure plate 606 is axially pushed by the ramp raceway on the first ramp ring 604, realizing the complete clamping of the clutch 300; the second pressure plate 609 is axially pushed by the ramp raceway on the second ramp ring 607, realizing the complete clamping of the brake 400; at this time, the system is in the parking brake state; phase eight is located between phase one and phase seven; Both the first-gear braking state and the second-gear braking state can achieve compound braking control by superimposing regenerative braking of the drive motor 100 on the basis of mechanical braking of the clutch 300 or brake 400.

[0034] like Figure 5 As shown, another embodiment of the single-source dual-control drive-braking fusion distributed transmission using a dual planetary gear train is as follows: the distributed transmission includes a drive motor 101, a transmission housing, a main reducer 200, a planetary gear set 500, a clutch 300, a brake 400, and a single-source dual-control mechanism; the brake 400 is used to connect the second planetary carrier and the transmission housing; the clutch 300 can be used to connect the second sun gear and the second planetary carrier, characterized in that: It includes a clutch driving part, a clutch driven part, clutch friction plates, clutch steel plates, a clutch push plate, and a thrust bearing; the clutch driving part is fixedly connected to the second planetary carrier; the clutch driven part is fixedly connected to the second large sun gear; the clutch friction plates are slidably connected to the clutch driving part via internal splines; the clutch steel plates are slidably connected to the clutch driven part via external splines; the clutch push plate is slidably connected to the clutch driven part via external splines, and can receive axial thrust from the single-source dual-control mechanism through the thrust bearing, thereby realizing the mutual clamping of the clutch friction plates and the clutch steel plates; the number of clutch friction plates and clutch steel plates can be selected according to the clamping torque requirements, and the two are arranged in a cross pattern.

[0035] 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 single-source dual-control fusion distributed transmission using a dual planetary gear train, characterized in that, include: The drive motor is installed inside or on the side of the wheel, or on the spring in a back-to-back distributed arrangement, and outputs torque through the motor output shaft; Transmission housing; The main reducer reduces and increases the torque from the input shaft of the motor before outputting it; The variable-speed planetary gear set receives torque from the main reducer and includes a second small sun gear, a second large planet gear, a second small planet gear, a second large sun gear, a second planet gear shaft, and a second planet carrier. The second small sun gear receives the output torque from the main reducer and is coaxially arranged with the second large sun gear. The second large planet gear meshes with the second small sun gear for external transmission, and the second small planet gear meshes with the second large sun gear for external transmission. The second large planet gear and the second small planet gear are integrally formed and are rotatably supported on the second planet carrier via the second planet gear shaft. The second large sun gear is connected to the torque output shaft. A clutch is used to connect the second small sun gear to the second planet carrier; Brake, used to connect the second planetary carrier to the transmission housing; The single-source dual-control mechanism can drive the first ramp ring and the second ramp ring to rotate through a single actuator motor. The first ramp ring and the second ramp ring are machined with eight-phase ramp raceways. When the first ramp ring or the second ramp ring rotates, the eight-phase ramp raceways can drive the first roller and the second roller to move axially, thereby realizing the on-demand clamping control of the brake and the clutch, and finally realizing the six working states of the distributed transmission: first gear drive, second gear drive, neutral, first gear braking, second gear braking, and parking brake.

2. The single-source dual-control drive-braking fusion distributed transmission using a dual planetary gear train as described in claim 1, characterized in that, The drive motor includes a motor housing, a motor stator, a motor rotor, and a motor output shaft; the motor housing is fixedly connected to the gearbox housing; the motor stator is fixed to the motor housing; the motor rotor is fixedly supported on the motor output shaft; and the motor output shaft is rotatably supported on the motor housing.

3. The single-source dual-control drive-braking fusion distributed transmission using a dual planetary gear train as described in claim 2, characterized in that, The main reducer includes a first sun gear, a first planet gear, a first planet gear shaft, a first ring gear, and a first planet carrier; the first sun gear is fixedly connected to the motor output shaft; the first planet gear meshes externally with the first sun gear; the first planet gear is rotatably supported on the first planet carrier via the first planet gear shaft; the first ring gear meshes internally with the first planet gear and is fixedly connected to the motor housing; the first planet carrier is fixedly connected to the second small sun gear.

4. The single-source dual-control drive-braking fusion distributed transmission using a dual planetary gear train as described in claim 3, characterized in that, The clutch includes a clutch driving part, a clutch driven part, a clutch friction plate, a clutch steel plate, a clutch push plate, and a thrust bearing. The clutch driving part is fixedly connected to the first planetary carrier; the clutch driven part is fixedly connected to the second planetary carrier; the clutch friction plate is slidably connected to the clutch driven part via an internal spline; the clutch steel plate is slidably connected to the clutch driving part via an external spline; the clutch push plate is slidably connected to the clutch driving part via an external spline and can receive axial thrust from the single-source dual-control mechanism through the thrust bearing, thereby achieving mutual clamping of the clutch friction plate and the clutch steel plate; the number of clutch friction plates and the clutch steel plate can be selected according to the clamping torque requirement, and the two are arranged in a staggered manner.

5. The single-source dual-control drive-braking fusion distributed transmission using a dual planetary gear train as described in claim 1, characterized in that, The brake includes a brake drive portion, brake friction pads, and brake steel plates; the brake drive portion is fixedly connected to the second planetary carrier; the brake friction pads are slidably connected to the brake drive portion via internal splines; the brake steel plates are slidably connected to the transmission housing via external splines; the number of clutch friction pads and clutch steel plates can be selected according to the clamping torque requirements, and the two are arranged in a crisscross pattern, and can be clamped together under the axial thrust of the single-source dual-control mechanism.

6. The drive-braking integrated distributed transmission system using a single-motor dual-control wet brake as described in claim 4, characterized in that, The single-source dual-control mechanism includes an actuator motor, a worm gear, a worm wheel, a hollow baffle ring, a first ramp ring, a second ramp ring, a first roller, a second roller, a first pressure plate, and a second pressure plate. The actuator motor is fixedly connected to the worm gear. The worm gear meshes with the worm wheel for transmission, and the worm wheel is fixedly connected to the second ramp ring. The hollow baffle ring is fixed inside the transmission housing in the middle. The first ramp ring is rotatably supported on one side of the hollow baffle ring, and the second ramp ring is rotatably supported on the other side of the hollow baffle ring. The first ramp ring and the second ramp ring are fixedly connected to each other. The first pressure plate is slidably connected to the transmission housing via an external spline and can be pushed. The thrust bearing moves axially; the first roller is rotatably supported on the first pressure plate and can roll along the ramp raceway on the first ramp ring; the second pressure plate is slidably connected to the transmission housing via an external spline, the second roller is rotatably supported on the second pressure plate and can roll along the ramp raceway on the second ramp ring; the actuator motor can drive the first ramp ring and the second ramp ring to rotate synchronously around the axial direction via the worm and the worm wheel, and then drive the first roller and the second roller to move axially via the ramp raceway on them respectively, thereby driving the first pressure plate and the second pressure plate to move axially respectively, and finally realizing the clamping control of the clutch and the brake respectively.

7. The drive-braking integrated distributed transmission system using a single-motor dual-control wet brake as described in claim 6, characterized in that... Both the first and second ramp rings are machined with multiple sets of ramp raceways, each set of ramp raceways having eight phases, which are, in order of position, phase one, phase two, phase three, phase four, phase five, phase six, phase seven, and phase eight; the number of ramp sets is the same as the number of the first or second rollers; the positions of the same ramp raceway phases on the first and second ramp rings correspond; the installation positions of the first and second rollers also correspond to each other; When the first roller is located at phase one of the first ramp ring, the second roller is located at phase one of the second ramp ring; at this time, the first pressure plate is axially pushed by the ramp raceway on the first ramp ring, realizing the complete clamping of the clutch; when the worm gear is controlled to rotate in the opposite direction, the second pressure plate gradually increases the axial pushing distance under the axial pushing action of the ramp raceway on the second ramp ring, realizing the gradual clamping of the brake; then at this time the system is in the second gear braking state, and the magnitude of the mechanical braking force depends on the axial pushing distance of the second pressure plate; When the first roller is located at the second phase of the first ramp ring, the second roller is located at the second phase of the second ramp ring; at this time, the first pressure plate is axially pushed by the ramp raceway on the first ramp ring, realizing the complete clamping of the clutch; while the second pressure plate is not axially pushed by the ramp raceway on the second ramp ring, that is, the brake is in the disengaged state; then the system is in the second gear drive state. When the first roller is located at phase three of the first ramp ring, the second roller is located at phase three of the second ramp ring. At this time, when the worm gear rotates in the forward direction, the first pressure plate gradually decreases in axial pushing distance under the axial pushing action of the ramp raceway on the first ramp ring, realizing the gradual disengagement of the clutch. Meanwhile, the second pressure plate is not axially pushed by the ramp raceway on the second ramp ring, that is, the brake is in the disengaged state. At this time, the system is in a transition state from second gear drive state to neutral state. When the first roller is located at phase four of the first ramp ring, the second roller is located at phase four of the second ramp ring; at this time, the first pressure plate is not axially pushed by the ramp raceway on the first ramp ring, that is, the clutch is in the disengaged state; and the second pressure plate is also not axially pushed by the ramp raceway on the second ramp ring, that is, the brake is in the disengaged state; then the system is in the neutral state. When the first roller is located at phase five of the first ramp ring, the second roller is located at phase five of the second ramp ring; at this time, the first pressure plate is not axially pushed by the ramp raceway on the first ramp ring, that is, the clutch is in the disengaged state; when the worm gear rotates in the forward direction, the second pressure plate gradually increases the axial pushing distance under the axial pushing action of the ramp raceway on the second ramp ring, realizing the gradual clamping of the brake; at this time, the system is in the transition state from the neutral state to the first gear drive state; When the first roller is located at phase six of the first ramp ring, the second roller is located at phase six of the second ramp ring; at this time, the first pressure plate is not axially pushed by the ramp raceway on the first ramp ring, that is, the clutch is in the disengaged state; while the second pressure plate is axially pushed by the ramp raceway on the second ramp ring, realizing the complete clamping of the brake; at this time, the system is in the first gear drive state; When the first roller is located at phase seven of the first ramp ring, the second roller is located at phase seven of the second ramp ring. At this time, when the worm gear is controlled to rotate in the forward direction, the first pressure plate gradually increases its axial pushing distance under the axial pushing action of the ramp raceway on the first ramp ring, thereby gradually clamping the clutch. The second pressure plate is axially pushed by the ramp raceway on the second ramp ring, thereby fully clamping the brake. At this time, the system is in the first gear braking state, and the magnitude of the mechanical braking force depends on the axial pushing distance of the first pressure plate. When the first roller is located at phase eight of the first ramp ring, the second roller is located at phase eight of the second ramp ring; at this time, the first pressure plate is axially pushed by the ramp raceway on the first ramp ring to achieve full clamping of the clutch; the second pressure plate is axially pushed by the ramp raceway on the second ramp ring to achieve full clamping of the brake; at this time, the system is in the parking brake state; phase eight is located between phase one and phase seven; Both the first-gear braking state and the second-gear braking state can be combined with the regenerative braking of the drive motor on the basis of the mechanical braking of the clutch or the brake to achieve compound braking control.

8. The single-source dual-control drive-braking fusion distributed transmission using a dual planetary gear train as described in claim 1, characterized in that, Another implementation of the distributed transmission is as follows: The clutch is used to connect the second large sun gear and the second planetary carrier. The clutch includes a clutch driving part, a clutch driven part, a clutch friction plate, a clutch steel plate, a clutch push plate, and a thrust bearing. The clutch driving part is fixedly connected to the second planetary carrier. The clutch driven part is fixedly connected to the second large sun gear. The clutch friction plate is slidably connected to the clutch driving part via an internal spline. The clutch steel plate is slidably connected to the clutch driven part via an external spline. The clutch push plate is slidably connected to the clutch driven part via an external spline and can receive axial thrust from the single-source dual-control mechanism through the thrust bearing, thereby achieving mutual clamping of the clutch friction plate and the clutch steel plate. The number of clutch friction plates and clutch steel plates can be selected according to the clamping torque requirements, and they are arranged in a staggered manner.

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