Drive and brake fusion distributed variable speed system using single motor double control wet brake

Abstract

The application discloses a drive-brake fusion distributed variable speed system using a single motor double-controlled wet brake. The system is composed of a driving motor, a variable speed planetary gear train, a main speed reducer, a main housing, a first wet brake and a second wet brake. The variable speed planetary gear train adopts a Ravigneaux planetary gear, which is connected with the motor output shaft through a first large sun gear and connected with the input end of the main speed reducer through a first small sun gear. The first wet brake is used for connecting a first gear ring with the main housing, and the second wet brake is used for connecting a first planet carrier with the main housing. Eight-phase slope raceways are arranged on the first slope ring and the second slope ring. The driving motor can synchronously drive the first slope ring and the second slope ring to rotate through a worm and a turbine, so that the on-demand clamping control of the first wet brake and the second wet brake is realized, and finally six working states of one-gear driving, two-gear driving, neutral gear, one-gear braking, two-gear braking and parking braking can be realized.

Description

Technical Field

[0001] This invention belongs to the field of electric vehicle drive, and specifically relates to a drive-braking integrated distributed transmission system using a single motor dual-control wet brake. 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 extrication. Therefore, it is necessary to develop and design a distributed variable speed drive system. This invention proposes a distributed transmission system that integrates drive and braking using a single motor and dual-control wet brakes. It employs a Ravina-type planetary gear scheme combined with two electromechanical wet brakes to achieve gear switching control. Furthermore, by setting an eight-phase dual-slope ring, this invention enables a single actuator to synchronously control the two electromechanical wet brakes. Additionally, this invention can generate wheel-end mechanical braking torque through the simultaneous clamping control of the two wet brakes. Based on this, combined with regenerative braking control of the drive motor, the traditional wheel-end mechanical brakes can be completely eliminated. Summary of the Invention

[0004] This invention provides a distributed transmission system that integrates drive and braking using a single-motor dual-control wet brake, which can achieve six working states: first gear drive, second gear drive, neutral, first gear braking, second gear braking, and parking brake.

[0005] To achieve the above objectives, the following technical solution is adopted: A drive-brake integrated distributed transmission system using a single-motor dual-control wet brake comprises a drive motor, a main housing, a secondary housing, housing end covers, a central shaft, an output shaft, a planetary gear set, a main reducer, a first wet brake, a second wet brake, a first ramp ring, a second ramp ring, a worm gear, a worm, and an actuator motor.

[0006] A drive motor is installed inside or beside a wheel, or mounted on a spring in a back-to-back arrangement. It includes a motor housing, a motor stator, a motor rotor, and a motor output shaft. The motor stator is fixed to the motor housing, and the motor rotor is fixedly supported on the motor output shaft and outputs torque through the motor output shaft. The motor output shaft is rotatably supported on a central shaft.

[0007] The main housing is fixedly connected to the motor housing and is used to accommodate the planetary gear set, the first wet brake, and the second wet brake; the auxiliary housing is installed on the outer side of the main housing and is used to accommodate the main reducer; the housing end cover is used to cooperate with the auxiliary housing to form a cavity for accommodating the main reducer and is used to rotatably support the output shaft; the central shaft is rotatably supported on the motor housing and the auxiliary housing through bearings.

[0008] The variable-speed planetary gear set adopts Ravina-type planetary gears, including a first large sun gear, a first small sun gear, a first outer planet gear, a first inner planet gear, a first ring gear, a first outer planet gear shaft, a first inner planet gear shaft, and a first planet carrier. The first large sun gear is connected to the motor output shaft. The first outer planet gear meshes externally with the first large sun gear and the first inner planet gear. The first inner planet gear meshes externally with the first small sun gear. The first outer planet gear meshes internally with the first ring gear. The first small sun gear is fixedly connected to the central shaft. The first outer planet gear and the first inner planet gear are rotatably supported on the first planet carrier through the first outer planet gear shaft and the first inner planet gear shaft, respectively.

[0009] The main reducer is used to reduce and increase the torque output by the first small sun gear before outputting it to the output shaft. It includes a second sun gear, a second large planet gear, a second small planet gear, a second planet gear shaft, a second planet carrier, and a second ring gear. The second sun gear is fixedly connected to the central shaft. The second large planet gear meshes externally with the second sun gear, and the second small planet gear meshes internally with the second ring gear. The second large planet gear and the second small planet gear are integrally formed and are rotatably supported on the second planet carrier through the second planet gear shaft. The second ring gear is fixedly connected to the secondary housing, and the second planet carrier is fixedly connected to the output shaft.

[0010] A first wet brake is used to connect the first gear ring and the main housing. It includes a first brake drive part, a first friction plate, a first steel plate, a first pressure plate, and a plurality of first rollers. The first brake drive part is fixedly connected to the first gear ring, and its outer surface is machined with splines for sliding connection with the first friction plate. The first steel plate is slidably connected to the main housing via splines. The first pressure plate is also slidably connected to the main housing via splines. The plurality of first rollers are evenly arranged, rotatably supported on the first pressure plate, and can roll along the inclined raceway on the first inclined ring. The first wet brake can achieve clamping through the interaction between the first inclined ring and the first rollers: when the first inclined ring rotates axially, it can push the first rollers and the first pressure plate to move axially through the inclined raceway, thereby realizing the clamping control of the first friction plate and the first steel plate, that is, realizing the clamping control of the first wet brake. The number of the first friction plate and the first steel plate can be selected according to the clamping torque requirement, and the two are arranged in a cross pattern.

[0011] The second wet brake is used to connect the first planetary carrier and the main housing; it includes a second brake drive part, a second friction plate, a second steel plate, a second pressure plate, and a plurality of second rollers; the second brake drive part is fixedly connected to the first planetary carrier, and its outer surface is machined with splines for sliding connection with the second friction plate; the second steel plate is slidably connected to the main housing through splines; the second pressure plate is also slidably connected to the main housing through splines; the plurality of second rollers are evenly arranged, rotatably supported on the second pressure plate, and can roll along the ramp track on the second ramp ring; the second wet brake can achieve clamping through the interaction between the second ramp ring and the second rollers: when the second ramp rotates around the axial direction, it can push the second rollers and the second pressure plate to move axially through the ramp track, thereby realizing the clamping control of the second friction plate and the second steel plate, that is, realizing the clamping control of the second wet brake; the number of the second friction plate and the second steel plate can be selected according to the clamping torque requirement, and the two are arranged in a cross pattern.

[0012] A hollow baffle is machined inside the middle of the main housing. The first ramp ring is rotatably supported on one side of the hollow baffle, and the second ramp ring is rotatably supported on the other side of the hollow baffle. The first ramp ring and the second ramp ring are arranged back-to-back. The first ramp ring and the second ramp ring are fixedly connected to each other. The second ramp ring is fixedly connected to the worm gear, and the worm gear meshes with the worm. The actuator motor is fixedly connected to the worm. When the actuator motor rotates, it can drive the first ramp ring and the second ramp ring to rotate synchronously through the worm and the worm gear.

[0013] The first and second ramp rings are machined with different combinations of ramp raceways, thereby enabling on-demand clamping control of the first and second wet brakes. This ultimately achieves six operating states for the distributed transmission system: first gear drive, second gear drive, neutral, first gear braking, second gear braking, and parking brake. Specifically: 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 first wet brake; 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 second wet brake; then 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 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 first wet brake; while the second pressure plate is not axially pushed by the ramp raceway on the second ramp ring, that is, the second wet brake is in the disengaged state; then the system is in the first gear drive state at this time. 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 separation of the first wet brake. The second pressure plate is not axially pushed by the ramp raceway on the second ramp ring, that is, the second wet brake is in the separated state. At this time, the system is in the transition state from first 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 first wet brake 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 second wet brake is in the disengaged state; then the system is in the neutral state at this time. 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 first wet brake 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 second wet brake; at this time, the system is in the transition state from the neutral state to the second 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 first wet brake 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 second wet brake; at this time, the system is in the second 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 first wet brake. The second pressure plate is axially pushed by the ramp raceway on the second ramp ring, thereby fully clamping the second wet brake. 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 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 complete clamping of the first wet brake; the second pressure plate is axially pushed by the ramp raceway on the second ramp ring to achieve complete clamping of the second wet brake; at this time, the system is in the parking brake state; phase eight is located between phase one and phase seven.

[0014] Both the first-gear braking state and the second-gear braking state can achieve compound braking control by superimposing the regenerative braking of the drive motor on the basis of the mechanical braking of the second wet brake or the first wet brake.

[0015] The beneficial effects of this invention are: 1. The drive-braking integrated distributed transmission system using a single motor dual-control wet brake 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, based on the current development trend of distributed drive systems, and meet the diverse transportation needs such as heavy-load start-up acceleration and off-road extreme escape.

[0016] 2. The drive-braking fusion distributed transmission system using a single motor dual-control wet brake described in this invention can achieve mechanical braking control of the system by using a shifting mechanism—an electro-mechanical wet clutch; on this basis, combined with the regenerative braking control of the drive motor, the traditional wheel-end mechanical brake can be completely eliminated.

[0017] 3. The drive-braking fusion distributed transmission system using a single motor and dual-control wet brake described in this invention, by setting up a back-to-back dual eight-phase dual ramp ring, can realize the coordinated clamping control of two wet brakes 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 wet brake.

[0018] 4. The distributed transmission system using a single motor and dual-control wet brake described in this invention can achieve six working states of the distributed transmission system by using a Ravina-type planetary gear train while ensuring the compactness of the transmission gear system, and by using two brakes, effectively avoiding the use of a clutch and reducing the complexity of the gear shifting mechanism. Attached Figure Description

[0019] Figure 1 This is a simplified structural diagram of a drive-braking integrated distributed transmission system using a single-motor dual-control wet brake, as described in this invention.

[0020] Figure 2 This is a structural diagram of a drive-brake integrated distributed transmission system using a single-motor dual-control wet brake, as described in this invention.

[0021] Figure 3 This is a structural diagram of a single-motor dual-control wet brake, which is used in a drive-integrated distributed transmission system according to the present invention.

[0022] Figure 4 This is a schematic diagram of the working principle of an eight-phase ramp ring distributed transmission system using a single-motor dual-control wet brake as described in this invention. Detailed Implementation

[0023] 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 drive-braking integrated distributed transmission system using a single-motor dual-control wet brake according to the present invention is as follows: like Figure 1 , Figure 2The aforementioned distributed transmission system using a single-motor dual-control wet brake is composed of a drive motor 100, a main housing 703, a secondary housing 704, a housing end cover 705, a central shaft 701, an output shaft 702, a planetary gear set 200, a main reducer 600, a first wet brake 300, a second wet brake 400, a first ramp ring 501, a second ramp ring 502, a worm gear 503, a worm 504, and an actuator motor.

[0024] The drive motor 100 is installed inside or on the side of the wheel, or mounted on a spring in a back-to-back arrangement. It includes a motor housing 101, a motor stator 102, a motor rotor 103, and a motor output shaft 104. 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 outputs torque through the motor output shaft 104. The motor output shaft 104 is rotatably supported on a central shaft 701. The central shaft 701 and the first small sun gear 207 are integrally formed.

[0025] The main housing 703 is fixedly connected to the motor housing 101 and is used to accommodate the planetary gear set 200, the first wet brake 300, and the second wet brake 400. The auxiliary housing 704 is installed on the outer side of the main housing 703 and is used to accommodate the main reducer 600. The housing end cover 705 is used to cooperate with the auxiliary housing 704 to form a chamber for accommodating the main reducer 600 and to rotatably support the output shaft 702. The central shaft 701 is rotatably supported on the motor housing 101 and the auxiliary housing 704 through bearings.

[0026] The variable speed planetary gear set 200 adopts a Ravina-type planetary gear, including a first large sun gear 201, a first small sun gear 207, a first outer planet gear 202, a first inner planet gear 205, a first ring gear 204, a first outer planet gear shaft 203, a first inner planet gear shaft 206, a first left planet carrier 208, and a first right planet carrier 209. The first large sun gear 201 is fixedly connected to the motor output shaft 104 via a spline. The first outer planet gear 202 is connected to the first large sun gear 201 and the first inner planet gear 205. The transmission is externally meshed, with the first inner planetary gear 205 meshing with the first small sun gear 207, and the first outer planetary gear 202 meshing with the first ring gear 204. The first outer planetary gear 202 and the first inner planetary gear 205 are rotatably supported on the first left planetary carrier 208 and the first right planetary carrier 209 respectively via the first outer planetary gear shaft 203 and the first inner planetary gear shaft 206. The first left planetary carrier 208 is rotatably supported on the motor output shaft 104, and the first right planetary carrier 209 is rotatably supported on the sub-housing 704.

[0027] The main reducer 600 is used to reduce and increase the torque output by the first small sun gear 207 before outputting it to the output shaft 702. It includes a second sun gear 601, a second large planet gear 602, a second small planet gear 603, a second planet gear shaft 604, a second ring gear 605, a second left planet carrier 606, and a second right planet carrier 607. The second sun gear 601 is fixedly connected to the central shaft 701 by a spline. The second large planet gear 602 is externally meshed with the second sun gear 601 for transmission. The second small planet gear 603 is internally meshed with the second ring gear 605 for transmission. The second large planet gear 602 and the second small planet gear 603 are integrally formed and are rotatably supported by the second left planet carrier 606 and the second right planet carrier 607 through the second planet gear shaft 604. The second ring gear 605 is fixedly connected to the secondary housing 704. The second right planet carrier 607 is fixedly connected to the output shaft 702.

[0028] like Figure 3 As shown, the first wet brake 300 is used to connect the first gear ring 204 and the main housing 703; it includes a first brake drive part 301, a first friction plate 302, a first steel plate 303, a first pressure plate 304, and a plurality of first rollers 305; the first brake drive part 301 is fixedly connected to the first gear ring 204, and its outer surface is machined with splines for sliding connection with the first friction plate 302; the first steel plate 303 is slidably connected to the main housing 703 via splines; the first pressure plate 304 is also slidably connected to the main housing 703 via splines; the plurality of first rollers 305 are evenly arranged and rotate. Supported on the first pressure plate 304 and able to roll along the inclined raceway on the first inclined ring 501; the first wet brake 300 can achieve clamping through the interaction between the first inclined ring 501 and the first roller 305: when the first inclined ring 501 rotates around the axis, it can push the first roller 305 and the first pressure plate 304 to move axially through the inclined raceway on it, thereby realizing the clamping control of the first friction plate 302 and the first steel plate 303, that is, realizing the clamping control of the first wet brake 300; the number of the first friction plate 302 and the first steel plate 303 can be selected according to the clamping torque requirement, and the two are arranged in a cross pattern.

[0029] The second wet brake 400 is used to connect the first right planetary carrier 209 and the main housing 703; it includes a second brake drive part 401, a second friction plate 402, a second steel plate 403, a second pressure plate 404, and a plurality of second rollers 405; the second brake drive part 401 is fixedly connected to the first right planetary carrier 209, and its outer surface is machined with splines for sliding connection with the second friction plate 402; the second steel plate 403 is slidably connected to the main housing 703 via splines; the second pressure plate 404 is also slidably connected to the main housing 703 via splines; the plurality of second rollers 405 are evenly arranged and rotatably supported by the first right planetary carrier 209. The second pressure plate 404 can roll along the inclined raceway on the second inclined ring 502; the second wet brake 400 can achieve clamping through the interaction between the second inclined ring 502 and the second roller 405: when the second inclined ring 502 rotates around the axis, it can push the second roller 405 and the second pressure plate 404 to move axially through the inclined raceway on it, thereby realizing the clamping control of the second friction plate 402 and the second steel plate 403, that is, realizing the clamping control of the second wet brake 400; the number of the second friction plate 402 and the second steel plate 403 can be selected according to the clamping torque requirement, and the two are arranged in a cross pattern.

[0030] A hollow baffle is machined inside the main housing 703. A first ramp ring 501 is rotatably supported on one side of the hollow baffle, and a second ramp ring 502 is rotatably supported on the other side of the hollow baffle. The first ramp ring 501 and the second ramp ring 502 are arranged back-to-back. The first ramp ring 501 and the second ramp ring 502 are fixedly connected by bolts. The second ramp ring 502 is fixedly connected to a worm gear 503, which meshes with a worm 504 for transmission. The actuator motor is fixedly connected to the worm 504. When the actuator motor rotates, it can drive the first ramp ring 501 and the second ramp ring 502 to rotate synchronously through the worm 504 and the worm gear 503. The actuator motor housing 505 is mounted on the main housing 703 to accommodate the actuator motor and the worm 504. like Figure 4 As shown, the first ramp ring 501 and the second ramp ring 502 are machined with different combinations of ramps and ramps, which enables the on-demand clamping control of the first wet brake 300 and the second wet brake 400, ultimately realizing six working states of the distributed transmission system: first gear drive, second gear drive, neutral, first gear braking, second gear braking, and parking brake. Specifically: Both the first ramp ring 501 and the second ramp ring 502 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 first rollers 305 or second rollers 405. The positions of the same ramp raceway phases on the first and second ramp rings correspond. The installation positions of the first rollers 305 and second rollers 405 also correspond to each other. When the first roller 305 is located at phase one of the first ramp ring 501, the second roller 405 is located at phase one of the second ramp ring 502. At this time, the first pressure plate 304 is axially pushed by the ramp raceway on the first ramp ring 501, achieving complete clamping of the first wet brake 300. When the control worm gear 503 rotates in the opposite direction, the second pressure plate 404 gradually increases the axial pushing distance under the axial pushing action of the ramp raceway on the second ramp ring 502, achieving gradual clamping of the second wet brake 400. At this time, the system is in first gear braking state, and the magnitude of the mechanical braking force depends on the axial pushing distance of the second pressure plate 404. When the first roller 305 is located at phase two of the first ramp ring 501, the second roller 405 is located at phase two of the second ramp ring 502. At this time, the first pressure plate 304 is axially pushed by the ramp raceway on the first ramp ring 501, realizing the complete clamping of the first wet brake 300. The second pressure plate 404 is not axially pushed by the ramp raceway on the second ramp ring 502, that is, the second wet brake 400 is in the disengaged state. At this time, the system is in the first gear drive state. When the first roller 305 is located at phase three of the first ramp ring 501, the second roller 405 is located at phase three of the second ramp ring 502. At this time, when the worm gear 503 rotates in the forward direction, the first pressure plate 304 gradually decreases in axial pushing distance under the axial pushing action of the ramp raceway on the first ramp ring 501, realizing the gradual separation of the first wet brake 300. The second pressure plate 404 is not axially pushed by the ramp raceway on the second ramp ring 502, that is, the second wet brake 400 is in the separated state. At this time, the system is in the transition state from first gear drive state to neutral state. When the first roller 305 is located at phase four of the first ramp ring 501, the second roller 405 is located at phase four of the second ramp ring 502; at this time, the first pressure plate 304 is not axially pushed by the ramp raceway on the first ramp ring 501, that is, the first wet brake 300 is in the disengaged state; and the second pressure plate 404 is also not axially pushed by the ramp raceway on the second ramp ring 502, that is, the second wet brake 400 is in the disengaged state; then the system is in the neutral state at this time. When the first roller 305 is located at phase five of the first ramp ring 501, the second roller 405 is located at phase five of the second ramp ring 502; at this time, the first pressure plate 304 is not axially pushed by the ramp raceway on the first ramp ring 501, that is, the first wet brake 300 is in the disengaged state; when the worm gear 503 rotates in the forward direction, the second pressure plate 404 gradually increases the axial pushing distance under the axial pushing action of the ramp raceway on the second ramp ring 502, realizing the gradual clamping of the second wet brake 400; at this time, it is in the transition state from the neutral state to the second gear drive state; When the first roller 305 is located at phase six of the first ramp ring 501, the second roller 405 is located at phase six of the second ramp ring 502; at this time, the first pressure plate 304 is not axially pushed by the ramp raceway on the first ramp ring 501, that is, the first wet brake 300 is in the disengaged state; while the second pressure plate 404 is axially pushed by the ramp raceway on the second ramp ring 502, realizing the complete clamping of the second wet brake 400; at this time, the system is in the second gear drive state; When the first roller 305 is located at phase seven of the first ramp ring 501, the second roller 405 is located at phase seven of the second ramp ring 502. At this time, when the control worm gear 503 rotates in the forward direction, the first pressure plate 304 gradually increases its axial pushing distance under the axial pushing action of the ramp raceway on the first ramp ring 501, thereby gradually clamping the first wet brake 300. The second pressure plate 404 is axially pushed by the ramp raceway on the second ramp ring 502, thereby fully clamping the second wet 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 first pressure plate 304. When the first roller 305 is located at phase eight of the first ramp ring 501, the second roller 405 is located at phase eight of the second ramp ring 502; at this time, the first pressure plate 304 is axially pushed by the ramp raceway on the first ramp ring 501, realizing the complete clamping of the first wet brake 300; the second pressure plate 404 is axially pushed by the ramp raceway on the second ramp ring 502, realizing the complete clamping of the second wet brake 400; at this time, the system is in the parking brake state; phase eight is located between phase one and phase seven.

[0031] In either first-gear or second-gear braking mode, regenerative braking by the drive motor 100 can be superimposed on the mechanical braking of the second wet brake 400 or the first wet brake 300 to achieve compound braking control.

[0032] 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 drive-braking integrated distributed transmission system using a single-motor dual-control wet brake, characterized in that, include: The drive motor is installed inside or on the side of the wheel, or mounted on the spring in a back-to-back arrangement, and outputs torque through the motor output shaft; main housing; Sub-shell; Housing end cap; The variable speed planetary gear set adopts Ravina-type planetary gears, including a first large sun gear, a first small sun gear, a first outer planet gear, a first inner planet gear, a first ring gear, a first outer planet gear shaft, a first inner planet gear shaft, and a first planet carrier. The first large sun gear is connected to the output shaft of the motor. The first outer planet gear meshes externally with the first large sun gear and the first inner planet gear. The first inner planet gear meshes externally with the first small sun gear. The first outer planet gear meshes internally with the first ring gear. The first outer planet gear and the first inner planet gear are rotatably supported on the first planet carrier through the first outer planet gear shaft and the first inner planet gear shaft, respectively. The main reducer is used to reduce and increase the torque output from the first small sun gear before outputting it to the output shaft; A first wet brake is used to connect the first gear ring to the main housing; The second wet brake is used to connect the first planetary carrier and the main housing; the first wet brake can be clamped by the interaction of the first ramp ring and the first roller, and the second wet brake can be clamped by the interaction of the second ramp ring and the second roller; the first ramp ring and the second ramp ring are rotatably supported on the main housing of the transmission and are arranged back to back, and are fixedly connected to each other; the first ramp ring and the second ramp ring are rotated and controlled by an actuator motor through a worm gear and a worm wheel; The first ramp ring and the second ramp ring are machined with different combinations of ramp raceways, which can realize the on-demand clamping control of the first wet brake and the second wet brake, and finally realize the six working states of the distributed transmission system: first gear drive, second gear drive, neutral, first gear braking, second gear braking and parking brake.

2. The drive-braking integrated distributed transmission system using a single-motor dual-control wet brake 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 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 a central shaft. The central shaft is fixedly connected to the first small sun gear. The central shaft is rotatably supported on the motor housing and the sub-housing via bearings.

3. The drive-braking integrated distributed transmission system using a single-motor dual-control wet brake as described in claim 2, characterized in that, The main housing is fixedly connected to the motor housing and is used to accommodate the planetary gear set, the first wet brake, and the second wet brake; the auxiliary housing is installed on the outer side of the main housing and is used to accommodate the main reducer; the housing end cover is used to cooperate with the auxiliary housing to form a cavity for accommodating the main reducer and is used to rotatably support the output shaft.

4. The drive-braking integrated distributed transmission system using a single-motor dual-control wet brake as described in claim 2, characterized in that, The main reducer includes a second sun gear, a second large planet gear, a second small planet gear, a second planet gear shaft, a second planet carrier, and a second ring gear. The second sun gear is fixedly connected to the central shaft. The second large planet gear meshes externally with the second sun gear, and the second small planet gear meshes internally with the second ring gear. The second large planet gear and the second small planet gear are integrally formed and are rotatably supported on the second planet carrier through the second planet gear shaft. The second ring gear is fixedly connected to the secondary housing, and the second planet carrier is fixedly connected to the output shaft.

5. The drive-braking integrated distributed transmission system using a single-motor dual-control wet brake as described in claim 1, characterized in that, The first wet brake includes a first brake drive part, a first friction pad, a first steel plate, a first pressure plate, and a plurality of first rollers. The first brake drive part is fixedly connected to the first gear ring, and its outer surface is machined with splines for sliding connection with the first friction pad. The first steel plate is slidably connected to the main housing via splines. The first pressure plate is also slidably connected to the main housing via splines. The plurality of first rollers are evenly arranged, rotatably supported on the first pressure plate, and can roll along the inclined raceway on the first inclined ring. When the first inclined ring rotates axially, the first rollers and the first pressure plate can be pushed axially through the inclined raceway, thereby achieving clamping control of the first friction pad and the first steel plate. The number of the first friction pad and the first steel plate can be selected according to the clamping torque requirement, and the two are arranged in a staggered manner.

6. The drive-braking integrated distributed transmission system using a single-motor dual-control wet brake as described in claim 1, characterized in that, The second wet brake includes a second brake drive part, a second friction pad, a second steel plate, a second pressure plate, and a plurality of second rollers. The second brake drive part is fixedly connected to the first planetary carrier, and its outer surface is machined with splines for sliding connection with the second friction pad. The second steel plate is slidably connected to the main housing via splines. The second pressure plate is also slidably connected to the main housing via splines. The plurality of second rollers are evenly arranged, rotatably supported on the second pressure plate, and can roll along the inclined raceway on the second inclined ring. When the second inclined ring rotates around the axial direction, the second rollers and the second pressure plate can be pushed axially through the inclined raceway, thereby realizing the clamping control of the second friction pad and the second steel plate. The number of the second friction pad and the second steel plate can be selected according to the clamping torque requirement, and the two are arranged in a staggered manner.

7. The drive-braking integrated distributed transmission system using a single-motor dual-control wet brake as described in claim 1, characterized in that, A hollow baffle is machined inside the middle of the main housing. The first ramp ring is rotatably supported on one side of the hollow baffle, and the second ramp ring is rotatably supported on the other side of the hollow baffle. The first ramp ring and the second ramp ring are fixedly connected to each other. The second ramp ring is fixedly connected to the turbine. The worm wheel meshes with the worm, and the actuator motor is fixedly connected to the worm. When the actuator motor rotates, it can drive the first ramp ring and the second ramp ring to rotate synchronously through the worm and the worm wheel.

8. The drive-braking integrated distributed transmission system using a single-motor dual-control wet brake as described in claim 1, 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 first wet brake; 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 second wet brake; then 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 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 first wet brake; while the second pressure plate is not axially pushed by the ramp raceway on the second ramp ring, that is, the second wet brake is in the disengaged state; then the system is in the first gear drive state at this time. 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 separation of the first wet brake. The second pressure plate is not axially pushed by the ramp raceway on the second ramp ring, that is, the second wet brake is in the separated state. At this time, the system is in the transition state from first 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 first wet brake 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 second wet brake is in the disengaged state; then the system is in the neutral state at this time. 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 first wet brake 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 second wet brake; at this time, the system is in the transition state from the neutral state to the second 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 first wet brake 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 second wet brake; at this time, the system is in the second 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 first wet brake. The second pressure plate is axially pushed by the ramp raceway on the second ramp ring, thereby fully clamping the second wet brake. 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 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 complete clamping of the first wet brake; the second pressure plate is axially pushed by the ramp raceway on the second ramp ring to achieve complete clamping of the second wet 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 achieve compound braking control by superimposing the regenerative braking of the drive motor on the basis of the mechanical braking of the second wet brake or the first wet brake.

Images