Distributed driving and braking integrated fusion system and vehicle

Abstract

The utility model discloses a distributed driving and braking integrated fusion system and a vehicle, and relates to the technical field of electric automobiles, the distributed driving and braking integrated fusion system comprises at least two drivers, at least two brakes and at least two speed reducers; the at least two drivers are used for respectively driving one wheel to rotate; a brake shaft of each brake is connected with a driver, and the brake is used for braking the correspondingly connected driver; each speed reducer is arranged on a brake shaft of the corresponding brake in a sleeving mode, located between the corresponding brake and the corresponding driver in a sleeving mode and used for being connected with a wheel. According to the technical scheme, the unsprung mass of a vehicle can be reduced, the response speed of the vehicle is increased, dust environmental pollution of a brake is reduced, the heat dissipation effect of the brake is improved, the number and the size of parts of the whole vehicle are reduced, the space layout of the whole vehicle is better achieved, it is guaranteed that a half shaft between a wheel and a speed reducer has enough length, and the service life of the vehicle is prolonged. And the requirement for the large movement range of the wheel is met under extreme working conditions.

Description

Technical Field

[0001] The utility model relates to the technical field of electric vehicles, and in particular to a distributed drive-braking integrated fusion system and a vehicle. Background Art

[0002] The existing integrated solution for the independent drive system and electronic mechanical brake (EMB) system still follows the traditional fuel vehicle model, placing the brake disc inside the wheel hub. While this solution has minimal impact on the overall vehicle architecture and is highly compatible (covering traditional fuel vehicle architectures), it presents issues such as heavy unsprung mass, poor air cooling, high unsprung vibration intensity, and brake dust pollution. Furthermore, since the brake disc is placed inside the wheel hub, the drive motor is placed in the center of the vehicle, and the reduction gear is placed at both ends of the drive motor, the half-axle length between the wheel and the reduction gear is too short, resulting in a large half-axle angle, which limits the wheel's range of motion under extreme operating conditions. Existing integrated in-wheel motors and brakes result in even greater unsprung mass, and the limited wheel hub volume limits the drive power. Utility Model Content

[0003] The main purpose of this utility model is to propose a distributed drive-brake integrated fusion system and vehicle, which aims to reduce the unsprung mass of the vehicle, improve the response speed of the vehicle, reduce brake dust environmental pollution, improve the heat dissipation effect of the brake, reduce the number and volume of vehicle parts, better realize the spatial layout of the vehicle, and ensure that the half-axle between the wheel and the reducer has sufficient length to meet the requirements of a large range of wheel movement under extreme working conditions.

[0004] To achieve the above objectives, the distributed drive and brake integration system proposed in this utility model includes:

[0005] at least two drivers, each for driving a wheel to rotate;

[0006] At least two brakes, each brake shaft of which is connected to one of the drivers, and the brake is used to brake the correspondingly connected driver;

[0007] At least two speed reducers, each of which is sleeved on a brake shaft of the brake and located between the corresponding sleeved brake and the driver, and is used to connect to a wheel respectively.

[0008] In one embodiment, the brake comprises:

[0009] a brake shaft connected to one of the drivers;

[0010] A rotating assembly, sleeved on the brake shaft;

[0011] A fixed component, located on one side of the rotating component in the axial direction;

[0012] A displacement actuator component is drivingly connected to the rotating component, and the displacement actuator component can drive the rotating component to perform a displacement movement toward the fixed component to contact the fixed component and generate a preset pressure to brake the brake shaft.

[0013] In one embodiment, the displacement execution component is specifically configured to drive the rotating component to perform a displacement movement toward the fixed component so as to contact the fixed component when a braking signal is received.

[0014] In one embodiment, the brake further includes an elastic component, and the elastic component is used to maintain or disconnect the contact between the rotating component and the fixed component when the displacement execution component stops working.

[0015] In one embodiment, the reducer comprises:

[0016] A main reduction gear, sleeved on a brake shaft of the brake;

[0017] A reduction shaft, used for connecting a wheel;

[0018] The slave reduction gear is sleeved on the reduction shaft, and the slave reduction gear is meshed and connected with the main reduction gear.

[0019] In one embodiment, the driver includes a driving motor and a connector, one end of the connector is drivingly connected to a driving shaft of the driving motor, and the other end of the connector is drivingly connected to a brake shaft of the brake.

[0020] In one embodiment, the number of the reducer, the driver and the brake is two respectively, the two reducers are one-to-one mounted on the brake shafts of the two brakes, and the two drivers are one-to-one driven and connected to the brake shafts of the two brakes.

[0021] In one embodiment, the distributed drive and brake integration system further includes a differential locking mechanism, which is disposed between the two brakes and is used to control the speed difference between the two brakes to achieve power transmission between the two brakes.

[0022] In one embodiment, the distributed drive-brake integrated fusion system further includes two parking locking mechanisms; the two parking locking mechanisms are used to lock the two reducers one-to-one;

[0023] Alternatively, the two parking locking mechanisms are used to lock the displacement actuator components of the two brakes one-to-one.

[0024] In addition, to achieve the above-mentioned purpose, the present invention also proposes a vehicle, including the distributed drive and braking integrated fusion system as described above.

[0025] In one embodiment, the vehicle further includes a heat dissipation circuit, the driver is provided on the heat dissipation circuit, and the heat dissipation circuit is used to dissipate heat conducted from the brake to the driver.

[0026] In one embodiment, the vehicle further includes a power battery, which is in communication with the heat dissipation circuit. The power battery is configured to receive heat output by the heat dissipation circuit and utilize the received heat for heating.

[0027] Compared with the prior art, the present invention has the following beneficial effects:

[0028] The technical solution of the utility model is to provide at least two drivers, at least two brakes and two speed reducers. The brake shaft of each brake is connected to a driver. By transferring the brake from the wheel hub end to the driver end and integrating it physically with the driver end, the problem of heavy unsprung mass caused by integrating the brake system at the wheel hub end in existing vehicles is solved. The unsprung mass of the wheel is reduced, the response speed of the vehicle shock absorber is significantly improved, the adhesion of the vehicle tire to the ground is improved, and the vehicle's handling is improved.

[0029] At least two speed reducers are each connected to a wheel, so that each wheel of the vehicle can control the driving torque and braking torque separately, better controlling the vehicle's driving trajectory and improving driving safety;

[0030] Each reducer is mounted on the brake shaft of a brake and is located between the corresponding brake and the driver. By placing the driver at both ends of the vehicle and the reducer in the middle of the vehicle, the half-axle length between the reducer and the corresponding connected wheel can be lengthened, making the half-axle angle smaller, meeting the requirements of a large range of wheel movement under extreme working conditions.

[0031] In addition, the heat generated during the braking process is removed by the heat dissipation circuit where the driver is located, reducing the temperature of the brakes and preventing overheating of the brakes that may lead to a decrease in braking performance. The heat is then absorbed by the heat dissipation circuit and used to heat the vehicle's power battery or passenger compartment in low temperature conditions.

[0032] While existing independent drive systems and integrated electromechanical brake (EMB) systems address heat dissipation issues, the drive's housing is used to physically enclose and protect the brake, reducing dust pollution and interference from external environmental factors such as rain, sand, and gravel.

[0033] Since the drive itself is placed on the subframe, the subframe is connected to the frame and other suspension systems with rubber bushings, which utilizes the existing shock absorption module of the drive to reduce the vibration intensity requirements of the brake. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] The accompanying drawings are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present invention, and together with the description, serve to explain the principles of the present invention.

[0035] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0036] Figure 1 This is a structural diagram of an embodiment of a distributed drive and brake integrated fusion system provided by the present invention;

[0037] Figure 2 This is a structural diagram of another embodiment of the distributed drive and brake integrated fusion system provided by the utility model;

[0038] Figure 3 This is a structural diagram of another embodiment of the distributed drive and brake integrated fusion system provided by the present utility model;

[0039] Figure 4 This is a structural diagram of another embodiment of the distributed drive and brake integrated fusion system provided by the present utility model;

[0040] Figure 5 This is a structural schematic diagram of an embodiment of a vehicle provided by the present utility model.

[0041] Description of Figure Numbers:

[0042] 100. Vehicle; 10. Distributed Drive-Brake Integration System; 1. Drive; 1a. First Drive; 11a. First Drive Motor; 111a. First Drive Shaft; 12a. First Connector; 1b. Second Drive; 11b. Second Drive Motor; 111b. Second Drive Shaft; 12b. Second Connector; 2. Brake; 2a. First Brake; 21a. First Brake Shaft; 22a. First Fixed Assembly; 23a. First Rotating Assembly; 24a. First Displacement Actuator; 2b. Second Brake; 21 b, second brake shaft; 22b, second fixed component; 23b, second rotating component; 24b, second displacement execution component; 3, reducer; 3a, first reducer; 31a, first main reduction gear; 32a, first reduction shaft; 33a, first slave reduction gear; 3b, second reducer; 31b, second main reduction gear; 32b, second reduction shaft; 33b, second slave reduction gear; 4, differential locking mechanism; 5, parking locking mechanism; 20, left wheel; 30, right wheel; 40, heat dissipation circuit; 50, power battery.

[0043] The realization of the purpose, functional features and advantages of the present invention will be further explained in conjunction with embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0044] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts shall fall within the scope of protection of the present invention.

[0045] The existing integrated solution for the independent drive system and electronic mechanical brake (EMB) system still follows the traditional fuel vehicle model, placing the brake disc inside the wheel hub. While this solution has minimal impact on the overall vehicle architecture and is highly compatible (covering traditional fuel vehicle architectures), it presents issues such as heavy unsprung mass, poor air cooling, high unsprung vibration intensity, and brake dust pollution. Furthermore, since the brake disc is placed inside the wheel hub, the drive motor is placed in the center of the vehicle, and the reduction gear is placed at both ends of the drive motor, the half-axle length between the wheel and the reduction gear is too short, resulting in a large half-axle angle, which limits the wheel's range of motion under extreme operating conditions. Existing integrated in-wheel motors and brakes result in even greater unsprung mass, and the limited wheel hub volume limits the drive power.

[0046] To this end, the present invention proposes a distributed drive and brake integration system 10, which aims to reduce the unsprung mass of the vehicle 100 and ensure that the half-axle between the wheel and the reducer 3 has sufficient length to meet the requirements of a large range of wheel movement under extreme working conditions.

[0047] Reference Figure 1 In one embodiment of the present invention, the distributed drive-braking integrated fusion system 10 includes at least two drivers 1, at least two brakes 2 and at least two reducers 3; the at least two drivers 1 are used to respectively drive a wheel to rotate; the brake shaft of each brake 2 is connected to a driver 1, and the brake 2 is used to brake the corresponding connected driver 1; each reducer 3 is sleeved on the brake shaft of a brake 2, and is located between the corresponding sleeved brake 2 and the driver 1, and is used to respectively connect to a wheel.

[0048] For ease of understanding, this embodiment and the following embodiments take the vehicle 100 as an example, which includes one left wheel 20 and one right wheel 30, and the number of the driver 1, the brake 2, and the speed reducer 3 are two, wherein:

[0049] The two drivers 1 are respectively a first driver 1a and a second driver 1b. Optionally, at least one of the first driver 1a and the second driver 1b can be implemented by a drive motor. The first driver 1a and the second driver 1b are electrically connected to the vehicle controller and the power battery 50, respectively. The power battery 50 is used to provide low-voltage electricity or high-voltage electricity to the first driver 1a and the second driver 1b. The first driver 1a is used to drive the left wheel 20 to rotate when it receives a first drive signal output by the vehicle controller; the second driver 1b is used to drive the right wheel 30 to rotate when it receives a second drive signal output by the vehicle controller.

[0050] The two brakes 2 are the first brake 2a and the second brake 2b, respectively. The first brake 2a and the second brake 2b are electrically connected to the vehicle controller and the power battery 50, respectively. The power battery 50 is used to provide low-voltage or high-voltage electricity to the first brake 2a and the second brake 2b. The first brake shaft 21a of the first brake 2a is connected to the first driver 1a. The first brake 2a is used to brake the first driver 1a upon receiving a first brake signal from the vehicle controller, thereby stopping the first driver 1a and driving the left wheel 20 to stop rotating. The second brake 2b is used to brake the second driver 1b upon receiving a second brake signal from the vehicle controller, thereby stopping the second driver 1b and driving the right wheel 30 to stop rotating.

[0051] By transferring the two brakes 2 from the wheel hubs of the two wheels to the two actuators 1 and performing deep physical integration with the two actuators 1 on a one-to-one basis, the problem of heavy unsprung mass in the existing vehicle 100 caused by integrating the braking system at the wheel hub end is solved, the unsprung mass of the two wheels is reduced, the response speed of the shock absorbers of the vehicle 100 is significantly improved, the contact with the ground of the tires of the vehicle 100 is improved, and the handling of the vehicle 100 is improved.

[0052] The two reducers 3 are respectively a first reducer 3a and a second reducer 3b. One end of the first reducer 3a is sleeved on the first brake shaft 21a of the first brake 2a, and the other end of the first reducer 3a is used to connect to the left wheel 20. The first reducer 3a is located between the first brake 2a and the first driver 1a. The first reducer 3a is used to reduce the rotation speed of the left wheel 20 and increase the output torque of the left wheel 20; one end of the second reducer 3b is sleeved on the second brake shaft 21b of the second brake 2b, and the other end of the second reducer 3b is used to connect to the right wheel 30. The second reducer 3b is located between the second brake 2b and the second driver 1b. The second reducer 3b is used to reduce the rotation speed of the right wheel 30 and increase the output torque of the right wheel 30.

[0053] In other words, the rotational speed and output torque of the left and right wheels 20 and 30 can be independently controlled. The power demand of each wheel can be independently adjusted according to road conditions and driving situations, making it easier for the driver to control the vehicle 100 and improving the driving efficiency of the vehicle 100. Furthermore, since the power of the left and right wheels 20 and 30 is independently controlled, the response during acceleration and braking is also faster, which can improve the driving safety of the vehicle 100. Furthermore, because the two reducers 3 are located in the middle of the vehicle 100, that is, the two reducers 3 are located away from the two wheels, the axle length between the reducers 3 and the wheels can be effectively increased, thereby reducing the angle between the axle and the wheel axis. This reduced axle angle can reduce the steering force generated by the angle, thereby reducing unnecessary interference with the wheels and maintaining the straight-line driving stability of the vehicle 100. This solves the technical problem of existing integrated solutions of independent drive systems and electronic mechanical brake (EMB) systems, which suffer from the short axle length between the wheel and the transmission system, resulting in an excessively large axle angle and limiting the range of wheel motion under extreme driving conditions.

[0054] In addition, the present invention also utilizes the heat dissipation circuit 40 where the driver 1 is located to remove the heat generated by the brake 2 during braking, thereby reducing the temperature of the brake 2 and preventing the brake 2 from overheating and causing a decrease in braking performance. The heat is also absorbed by the heat dissipation circuit 40 and used to heat the power battery 50 of the vehicle 100 or the passenger compartment in low temperature conditions.

[0055] While existing independent drive systems and electronic mechanical brake (EMB) systems are integrated to solve the heat dissipation problem, the housing of the drive 1 is used to physically enclose and protect the brake 2, reducing dust pollution and interference with the system from external environmental factors such as rain, sand, and gravel.

[0056] Since the driver 1 itself is placed on the subframe, the subframe is connected to the frame and other suspension systems via rubber bushings, and the existing shock absorption module of the driver 1 is utilized to reduce the vibration intensity requirement of the brake 2 .

[0057] There are many ways to realize the brake 2. Figure 2 In one embodiment of the present invention, the brake 2 may include a brake shaft, a fixed component, a rotating component, and a displacement execution component.

[0058] As an example, the first brake 2a includes a first brake shaft 21a, a first fixed component 22a, a first rotating component 23a, and a first displacement actuator 24a. The first brake shaft 21a is connected to the first driver 1a; the first rotating component 23a is sleeved on the first brake shaft 21a; the first fixed component 22a is located on one side of the first rotating component 23a in the axial direction and is disposed near the left wheel 20. The first fixed component 22a does not rotate with the first brake shaft 21a and remains stationary. The first displacement actuator 24a is electrically connected to the vehicle controller and is drivingly connected to the first rotating component 23a. The first displacement actuator 24a is capable of driving the first rotating component 23a to move toward the first fixed component 22a, causing the first rotating component 23a to contact the first fixed component 22a and generate a preset pressure. Under the action of the preset pressure, the first rotating component 23a continues to contact the first fixed component 22a, generating frictional resistance between the first rotating component 23a and the first rotating component 23a. Under the action of the frictional resistance, the first rotating component 23a stops rotating, thereby achieving braking of the first brake 2a.

[0059] In one embodiment of the present utility model, the first displacement execution component 24a is specifically used to convert the received electrical energy into mechanical displacement when receiving the first braking signal output by the vehicle controller, driving the first rotating component 23a to perform displacement movement in the direction close to the first fixed component 22a, so that the first rotating component 23a contacts the first fixed component 22a, and the first rotating component 23a generates friction resistance when contacting the first fixed component 22a, and stops the rotational movement under the action of the friction resistance, thereby realizing braking of the first brake 2a.

[0060] In order to enable the first brake 2a to maintain braking on the first driver 1a or disconnect braking on the first driver 1a according to actual working conditions, in one embodiment of the present invention, the first brake 2a also includes a first elastic component, which is used to maintain or disconnect the contact between the first rotating component 23a and the first fixed component 22a when the first displacement execution component 24a stops working, that is, when the first displacement execution component 24a fails.

[0061] As another example, the second brake 2b includes a second brake shaft 21b, a second fixed assembly 22b, a second rotating assembly 23b, and a second displacement actuator 24b. The second brake shaft 21b is connected to the second driver 1b; the second rotating assembly 23b is sleeved on the second brake shaft 21b; the second fixed assembly 22b is located on one side of the second rotating assembly 23b in the axial direction and is disposed near the right wheel 30. The second fixed assembly 22b does not rotate with the second brake shaft 21b and remains stationary. The second displacement actuator 24b is electrically connected to the vehicle controller and is in driving connection with the second rotating assembly 23b. The second displacement actuator 24b is capable of driving the second rotating assembly 23b to move toward the second fixed assembly 22b, causing the second rotating assembly 23b to contact the second fixed assembly 22b and generate a preset pressure. Under the action of the preset pressure, the second rotating assembly 23b continues to contact the second fixed assembly 22b, generating frictional resistance between the two. The second rotating assembly 23b stops rotating under the action of the frictional resistance, thereby achieving braking of the second brake 2b.

[0062] In one embodiment of the present utility model, the second displacement execution component 24b is specifically used to convert the received electrical energy into mechanical displacement when receiving the second braking signal output by the vehicle controller, driving the second rotating component 23b to perform displacement movement in the direction close to the second fixed component 22b, so that the second rotating component 23b contacts the second fixed component 22b, and the second rotating component 23b generates friction resistance when contacting the second fixed component 22b, and stops the rotational movement under the action of the friction resistance, thereby realizing braking of the second brake 2b.

[0063] In order to enable the second brake 2b to maintain braking on the second driver 1b or disconnect braking on the second driver 1b according to actual working conditions, in one embodiment of the present invention, the second brake 2b also includes a second elastic component, which is used to maintain or disconnect the contact between the second rotating component 23b and the second fixed component 22b when the second displacement execution component 24b stops working, that is, when the second displacement execution component 24b fails.

[0064] There are many ways to realize the reducer 3. Figure 2In one embodiment of the present invention, the reducer 3 may include a main reduction gear, a reduction shaft and a slave reduction gear.

[0065] As an example, the first reducer 3a includes a first main reduction gear 31a, a first reduction shaft 32a, and a first secondary reduction gear 33a. The first main reduction gear 31a is mounted on the first brake shaft 21a of the first brake 2a; the first reduction shaft 32a is connected to the left wheel 20; and the first secondary reduction gear 33a is mounted on the first reduction shaft 32a and meshes with the first main reduction gear 31a. The first reducer 3a reduces the speed of the left wheel 20 and increases output torque by altering the meshing between the first main reduction gear 31a and the first secondary reduction gear 33a. Furthermore, the first secondary reduction gear 33a and the first main reduction gear 31a are located between the first brake 2a and the first actuator 1a. This increases the length of the first reduction shaft 32a, reducing the angle between the first reduction shaft 32a and the axis of the left wheel 20 and increasing the range of motion of the left wheel 20 under extreme operating conditions.

[0066] As another example, the second reducer 3b includes a second main reduction gear 31b, a second reduction shaft 32b, and a second secondary reduction gear 33b. The second main reduction gear 31b is mounted on the second brake shaft 21b of the second brake 2b; the second reduction shaft 32b is connected to the right wheel 30; and the second secondary reduction gear 33b is mounted on the second reduction shaft 32b and meshes with the second main reduction gear 31b. The second reducer 3b reduces the speed of the right wheel 30 and increases output torque by altering the meshing between the second main reduction gear 31b and the second secondary reduction gear 33b. Furthermore, the second secondary reduction gear 33b and the second main reduction gear 31b are located between the second brake 2b and the second actuator 1b. This increases the length of the second reduction shaft 32b, reducing the angle between the second reduction shaft 32b and the axis of the right wheel 30 and increasing the range of motion of the right wheel 30 under extreme operating conditions.

[0067] There are many ways to implement the driver 1. Figure 2 In one embodiment of the present invention, the driver 1 can be implemented by a driving motor.

[0068] As an example, the first driver 1a includes a first drive motor 11a, and the first drive shaft 111a of the first drive motor 11a is connected to the first brake 2a of the first brake 2a. The first drive shaft 111a drives the first brake shaft 21a to rotate, and the first brake shaft 21a drives the first reducer 3a to rotate, and then the first reducer 3a drives the left wheel 20 to rotate. However, since the first drive shaft 111a and the first brake shaft 21a are both shaft structures, there is inevitably a problem of difficulty in connecting the two. To improve the above situation, in combination with the example, refer to Figure 2 In one embodiment of the present invention, the first driver 1a further includes a first connector 12a. One end of the first connector 12a is transmission-connected to the first drive shaft 111a, and the other end of the first connector 12a is transmission-connected to the first brake shaft 21a. This allows the driving force of the first drive shaft 111a to be transmitted via the first connector 12a to the first brake shaft 21a, then to the first reducer 3a, and finally to the left wheel 20 by the first reducer 3a, thereby driving the left wheel 20. The provision of the first connector 12a simplifies the connection between the first drive shaft 111a and the first brake shaft 21a, improving the ease of connection and the assembly efficiency of the distributed drive-brake integration system 10. The first connector 12a also reduces vibration and noise during operation of the first driver 1a and the first brake 2a, protecting the components of the first driver 1a and the first brake 2a from damage due to vibration.

[0069] As another example, the second driver 1b includes a second drive motor 11b and a second connector 12b. One end of the second connector 12b is transmission-connected to the second drive shaft 111b of the second drive motor 11b, and the other end of the second connector 12b is transmission-connected to the second brake shaft 21b. This allows the driving force of the second drive shaft 111b to be transmitted via the second connector 12b to the second brake shaft 21b, then to the second reducer 3b, and finally to the right wheel 30 by the second reducer 3b, thereby driving the right wheel 30. The provision of the second connector 12b simplifies the connection between the second drive shaft 111b and the second brake shaft 21b, improving their ease and assembly efficiency, and enhancing the distributed drive-brake integration system 10. The second connector 12b also reduces vibration and noise during operation of the second driver 1b and the second brake 2b, protecting components of the second driver 1b and the second brake 2b from damage due to vibration.

[0070] In order to improve the off-road escape capability of the vehicle 100 under extreme working conditions, refer to Figure 3In one embodiment of the present invention, the distributed drive-brake integration system 10 further includes a differential locking mechanism 4 , which is disposed between the first brake 2a and the second brake 2b . The differential locking mechanism 4 is electrically connected to the vehicle controller and, upon receiving a differential locking signal from the vehicle controller, connects the first brake shaft 21a of the first brake 2a with the second brake shaft 21b of the second brake 2b , thereby achieving a differential lock between the first brake 2a and the second brake 2b . By controlling the speed difference between the first brake shaft 21a and the second brake shaft 21b , power transmission between the two brake shafts is achieved, thereby improving the off-road escape capability of the vehicle 100 under extreme operating conditions. Specifically, the smaller the speed difference, the greater the power transmission; the larger the speed difference, the less power transmission. When the differential locking mechanism 4 does not receive the differential locking signal output by the vehicle controller, the differential locking mechanism 4 is not activated, the first brake 2a and the second brake 2b are differentially released, and the left and right axles respectively have power output, realizing independent drive control of the left wheel 20 and the right wheel 30.

[0071] To achieve parking brake of vehicle 100, refer to Figure 4 In one embodiment of the present invention, the distributed drive-brake integrated system 10 further includes a parking lock mechanism 5. The parking lock mechanism 5 is used to lock the reduction shaft of the reducer 3 or the displacement actuator assembly of the brake 2. By stopping and locking the reduction shaft or the displacement actuator assembly, the vehicle 100 is prevented from unexpected forward and backward movement when parked.

[0072] Optionally, there may be two parking lock mechanisms 5, each of which is used to lock the two reducers 3 on a one-to-one basis, or to lock the displacement actuators of the two brakes 2 on a one-to-one basis. Providing two parking lock mechanisms 5 allows the vehicle to be safely parked even if one of the parking lock mechanisms 5 fails.

[0073] As an example, there are two parking lock mechanisms 5, each comprising a first locking shaft and a first locking assembly. The first locking shaft of one parking lock mechanism 5 is connected to the first reducer 3a, while the first locking shaft of the other parking lock mechanism 5 is connected to the second reducer 3b. The first locking assembly is sleeved on the corresponding first locking shaft and electrically connected to the vehicle controller. Upon receiving electrical energy output by the vehicle controller, the first locking assembly converts the received electrical energy into mechanical displacement, moving linearly in a direction approaching the reducer 3 connected to the corresponding first locking shaft to contact the reducer 3 connected to the corresponding first locking shaft. When the reducer 3 is contacted by the first locking assembly, frictional resistance is generated, causing the frictional resistance to stop the rotational movement, thereby braking the reducer 3. This design allows the two reducers 3 to achieve independent or synchronous braking, adapting to the parking braking requirements of the vehicle 100 under different operating conditions.

[0074] As another example, the parking lock mechanism 5 includes a first transmission assembly, a second transmission assembly, and a second locking assembly. The first transmission assembly is positioned toward the first reducer 3a; the second transmission assembly is positioned toward the second reducer 3b; the second locking assembly has a first transmission end and a second transmission end, the first transmission end being transmission-connected to the first transmission assembly, and the second transmission end being transmission-connected to the second transmission assembly. The second locking assembly is electrically connected to the vehicle controller. Upon receiving electrical energy output by the vehicle controller, the second locking assembly is configured to convert the received electrical energy into mechanical displacement, so that the first transmission end drives the first transmission assembly toward the first reducer 3a to contact the first reducer 3a, thereby braking the first reducer 3a; and the second transmission end drives the second transmission assembly toward the second reducer 3b to contact the second reducer 3b, thereby braking the second reducer 3b. With this design, only one parking lock mechanism 5 is provided to achieve synchronous braking of both reducers 3, reducing the number of components, reducing the size of the distributed drive-braking integrated system 10, and achieving cost savings.

[0075] The present invention also provides a vehicle 100, referring to Figure 5 The vehicle 100 includes a distributed drive and braking integrated fusion system 10. The specific structure of the distributed drive and braking integrated fusion system 10 refers to the above embodiment. Since the vehicle 100 adopts all the technical solutions of all the above embodiments, it has at least all the beneficial effects brought by the technical solutions of the above embodiments, which will not be repeated here.

[0076] Reference Figure 5In one embodiment of the present invention, the vehicle 100 further includes a heat dissipation circuit 40, and the driver 1 is disposed on the heat dissipation circuit 40. The heat dissipation circuit 40 where the driver 1 is located removes the friction heat generated during the braking process of the brake 2, thereby reducing the temperature of the brake 2 and preventing the brake 2 from overheating and causing a decrease in braking performance.

[0077] Reference Figure 5 In one embodiment of the present invention, the vehicle 100 further includes a power battery 50 , which is in communication with a heat dissipation circuit 40 . Frictional heat transferred from the brake 2 to the actuator 1 is absorbed by the heat dissipation circuit 40 and transferred to the power battery 50 . In low-temperature conditions, the power battery 50 can receive and utilize the frictional heat transferred by the heat dissipation circuit 40 for heating, thereby preventing the power battery 50 from becoming too cold and causing a decrease in power supply performance or even failure. Furthermore, the thermal insulation of the power battery 50 also ensures passenger compartment comfort.

[0078] The above description is only a preferred embodiment of the present invention and does not limit the patent scope of the present invention. All equivalent structural transformations made by using the contents of the present invention specification and drawings under the inventive concept of the present invention, or direct / indirect application in other related technical fields are included in the patent protection scope of the present invention.

Claims

1. A distributed drive and brake integration system, characterized in that: include: at least two drivers, each for driving a wheel to rotate; At least two brakes, each brake shaft of which is connected to one of the drivers, and the brake is used to brake the correspondingly connected driver; At least two speed reducers, each of which is sleeved on a brake shaft of the brake and located between the corresponding sleeved brake and the driver, and is used to connect to a wheel respectively.

2. The distributed drive-brake integrated fusion system according to claim 1, characterized in that: The brake comprises: a brake shaft connected to one of the drivers; A rotating assembly, sleeved on the brake shaft; A fixed component, located on one side of the rotating component in the axial direction; A displacement actuator component is drivingly connected to the rotating component, and the displacement actuator component can drive the rotating component to perform a displacement movement toward the fixed component to contact the fixed component and generate a preset pressure to brake the brake shaft.

3. The distributed drive and brake integration system according to claim 2, characterized in that: The displacement execution component is specifically used to drive the rotating component to perform displacement movement in a direction close to the fixed component so as to contact the fixed component when receiving a braking signal.

4. The distributed drive-brake integrated fusion system according to claim 2, characterized in that: The brake further includes an elastic component, which is used to maintain or disconnect the contact between the rotating component and the fixed component when the displacement execution component stops working.

5. The distributed drive and brake integration system according to claim 1, characterized in that: The reducer comprises: A main reduction gear, sleeved on a brake shaft of the brake; A reduction shaft, used for connecting a wheel; The slave reduction gear is sleeved on the reduction shaft, and the slave reduction gear is meshed and connected with the main reduction gear.

6. The distributed drive-brake integrated fusion system according to claim 1, characterized in that: The driver includes a driving motor and a connector, one end of the connector is drivingly connected to the driving shaft of the driving motor, and the other end of the connector is drivingly connected to a brake shaft of the brake.

7. The distributed drive and brake integration system according to claim 1, characterized in that: There are two reducers, two drivers and two brakes respectively. The two reducers are sleeved on the brake shafts of the two brakes one by one, and the two drivers are driven and connected to the brake shafts of the two brakes one by one.

8. The distributed drive-brake integrated fusion system according to claim 7, characterized in that: The distributed drive-braking integrated fusion system further includes a differential locking mechanism, which is disposed between the two brakes and is used to control the speed difference between the two brakes to achieve power transmission between the two brakes.

9. The distributed drive-braking integrated fusion system according to claim 7, characterized in that: The distributed drive-brake integrated fusion system further includes two parking locking mechanisms; the two parking locking mechanisms are used to lock the two reducers one-to-one; Alternatively, the two parking locking mechanisms are used to lock the displacement actuator components of the two brakes one-to-one.

10. A vehicle, characterized in that: It comprises the distributed drive and brake integrated fusion system as described in any one of claims 1 to 9.

11. The vehicle according to claim 10, wherein: The vehicle further includes a heat dissipation circuit, the driver is provided on the heat dissipation circuit, and the heat dissipation circuit is used to dissipate heat conducted from the brake to the driver.

12. The vehicle according to claim 11, wherein The vehicle further includes a power battery, which is in communication with the heat dissipation circuit. The power battery is configured to receive heat output by the heat dissipation circuit and utilize the received heat for heating.

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