Electric drive assembly, electric drive system and vehicle for vehicle

Abstract

The disclosed embodiments provide an electric drive assembly, an electric drive system, and a vehicle for a vehicle, wherein the electric drive assembly includes a motor, a first shaft, a second shaft, a third shaft, a fourth shaft, a fifth shaft, and a clutch assembly, wherein the output shaft of the motor is coaxially connected to the first shaft, and the axis of rotation of the output shaft of the motor is arranged parallel to the second shaft, the third shaft, the fourth shaft, and the fifth shaft, and is also arranged parallel to the middle shaft and the rear shaft, and the clutch assembly is arranged on the first shaft, and based on the state of the clutch assembly, the motor selectively drives the middle shaft and / or the rear axle to rotate according to the first power transmission route and the second power transmission route. The disclosed embodiments not only rationally utilize the space of the entire vehicle, can achieve all-wheel drive, and reduce the number of motors, but also reduce the number of motor controllers, reduce the complexity of the vehicle drive system, further save costs, and improve system reliability.

Description

Technical Field

[0001] The present disclosure relates to the field of vehicle motor drive technology, and in particular to an electric drive assembly, an electric drive system, and a vehicle for a vehicle. Background Art

[0002] The global automotive market is currently undergoing a transition to electrification, with the proportion of sales of standard household electric vehicles increasing. Some supercar and off-road vehicle manufacturers have begun developing electric vehicle platforms. Furthermore, a wave of hardcore off-road vehicle development is emerging in the market, with major automakers announcing plans. Currently, the powertrains of hardcore off-road vehicles, both domestically and internationally, are primarily based on a large-displacement gasoline engine coupled with an automatic transmission. Expanded four-wheel drive systems typically utilize a transfer case coupled with front and rear axles. Combining these two trends—electrification and hardcore off-road—gives rise to the concept of electric hardcore off-road vehicles, a concept already under development by international manufacturers. Currently, most domestic OEMs follow the lead of foreign manufacturers in developing traditional gasoline hardcore off-road vehicles, leaving them significantly underdeveloped in the electric hardcore off-road sector. Therefore, domestic automakers should urgently develop patents in the electric hardcore off-road vehicle sector.

[0003] Currently, electric vehicles typically use an electric drive system on each of the front and rear axles, or four wheel-mounted motors or in-wheel hub motors on each of the four wheels. This arrangement allows for a larger battery to be placed in the space between the front and rear axles. If a high-end 6x6 electric off-road vehicle were to be developed, an electric drive system would need to be placed on each of the front, middle, and rear axles to achieve 6x6 drive. This would require at least three electric drive systems. Using in-wheel or in-wheel hub motors would require six, increasing costs exponentially. The increased number of electrical components would also reduce reliability. Summary of the Invention

[0004] The purpose of the embodiments of the present disclosure is to provide an electric drive assembly, an electric drive system and a vehicle for a vehicle to solve the problems existing in the prior art.

[0005] In order to solve the above technical problems, the embodiments of the present disclosure adopt the following technical solutions:

[0006] A vehicle electric drive assembly is used to control the wheels on the vehicle's center axle and rear axle. The electric drive assembly includes a motor, a first shaft, a second shaft, a third shaft, a fourth shaft, a fifth shaft, and a clutch assembly. The output shaft of the motor is coaxially connected to the first shaft. The rotation axis of the output shaft of the motor is arranged parallel to the second shaft, the third shaft, the fourth shaft, and the fifth shaft, and is also arranged parallel to the center axle and the rear axle. The clutch assembly is arranged on the first shaft. Based on the state of the clutch assembly, the motor selectively drives the center axle and / or the rear axle to rotate according to a first power transmission route and a second power transmission route.

[0007] In some embodiments, the clutch assembly is arranged on the first shaft, and the clutch assembly includes a clutch active end and a clutch driven end. A first gear and a second gear are also arranged on the first shaft. The first gear is fixedly arranged on the first shaft and fixedly connected to one of the clutch active end and the clutch driven end, and the second gear is fixedly connected to the other of the clutch active end and the clutch driven end.

[0008] In some embodiments, a third gear and a fourth gear are fixedly disposed on the second shaft, and the third gear is engaged with the first gear; a fifth gear and a sixth gear are fixedly disposed on the third shaft, and the sixth gear is engaged with the second gear.

[0009] In some embodiments, a first differential assembly is provided on the fourth shaft, and the first differential assembly is fixedly connected to the seventh gear. A second differential assembly is provided on the fifth shaft, and the second differential assembly is fixedly connected to the eighth gear, wherein the seventh gear is meshed with the fourth gear, and the eighth gear is meshed with the fifth gear.

[0010] In some embodiments, the clutch assembly is arranged on the first shaft, and the clutch assembly here includes a clutch active end, a first clutch driven end and a second clutch driven end. A first gear and a second gear are also arranged on the first shaft, wherein the clutch active end is fixedly connected to the first shaft, the first gear is fixedly connected to the first clutch driven end, and the first gear and the first clutch driven end are loosely mounted on the first shaft; the second gear is fixedly connected to the second clutch driven end, and the second gear and the second clutch driven end are loosely mounted on the first shaft.

[0011] In some embodiments, the clutch assembly is located between the first gear and the second gear.

[0012] In some embodiments, a third gear and a fourth gear are fixedly provided on the second shaft, the third gear is meshed with the first gear, and the fifth gear and the sixth gear are fixedly provided on the third shaft, the sixth gear is meshed with the second gear.

[0013] In some embodiments, a first differential assembly is provided on the fourth shaft, the first differential assembly is fixedly connected to the seventh gear, a second differential assembly is provided on the fifth shaft, the second differential assembly is fixedly connected to the eighth gear, the seventh gear is meshed with the fourth gear, and the eighth gear is meshed with the fifth gear.

[0014] An embodiment of the present disclosure also provides an electric drive system for a vehicle, which is used to control the wheels on the front axle, middle axle and rear axle of the vehicle, and is characterized in that it includes a drive device and the electric drive assembly described in any one of the above technical solutions, wherein the drive device is used to drive and control the two wheels on the front axle, and the electric drive assembly is used to control the four wheels on the middle axle and the rear axle.

[0015] The embodiment of the present disclosure also provides a vehicle that adopts the electric drive system described in the above technical solution.

[0016] Compared to existing technologies, the disclosed embodiment can drive all four wheels with a single electric drive assembly. This not only rationally utilizes vehicle space, enabling all-wheel drive, but also reduces the number of motors and motor controllers, reducing the complexity of the vehicle's drive system, further saving costs and improving system reliability. Furthermore, thanks to features such as the inter-axle differential, the vehicle can achieve active, intelligent control of full-time all-wheel drive, significantly expanding its range of applications. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the embodiments of the present disclosure 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, the drawings described below are only some embodiments recorded in the present disclosure. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0018] Figure 1 A schematic structural diagram of a vehicle in an embodiment of the present disclosure;

[0019] Figure 2a - Figure 2b Schematic diagram of the arrangement of a first configuration of the second electric drive assembly in an embodiment of the present disclosure;

[0020] Figure 3a - Figure 3cSchematic diagram of the layout of the second configuration of the second electric drive assembly in the embodiment of the present disclosure. DETAILED DESCRIPTION

[0021] Various aspects and features of the present disclosure are described herein with reference to the accompanying drawings.

[0022] It should be understood that various modifications may be made to the embodiments disclosed herein. Therefore, the above description should not be considered as limiting, but merely as an example of an embodiment. Other modifications within the scope and spirit of the present disclosure will occur to those skilled in the art.

[0023] The accompanying drawings, which are incorporated in and constitute a part of the specification, illustrate embodiments of the present disclosure and, together with the general description of the present disclosure given above and the detailed description of the embodiments given below, serve to explain the principles of the present disclosure.

[0024] These and other characteristics of the present disclosure will become apparent from the following description of a preferred form of embodiment given as a non-limiting example with reference to the accompanying drawings.

[0025] It should also be understood that although the present disclosure has been described with reference to certain specific examples, those skilled in the art will be able to realize many other equivalent forms of the present disclosure that have the characteristics recited in the claims and are therefore within the scope of protection defined thereby.

[0026] The above and other aspects, features and advantages of the present disclosure will become more apparent from the following detailed description when taken in conjunction with the accompanying drawings.

[0027] Specific embodiments of the present disclosure will be described hereinafter with reference to the accompanying drawings; however, it should be understood that the claimed embodiments are merely examples of the present disclosure, which may be implemented in a variety of ways. Well-known and / or repetitive functions and structures are not described in detail to avoid obscuring the present disclosure with unnecessary or redundant detail. Therefore, the specific structural and functional details claimed herein are not intended to be limiting, but rather serve merely as a basis and representative basis for teaching those skilled in the art to variously employ the present disclosure with substantially any suitable detailed structure.

[0028] This description may use the phrases "in one embodiment," "in another embodiment," "in a further embodiment," or "in other embodiments," each of which may refer to one or more of the same or different embodiments according to the present disclosure.

[0029] The present disclosure relates to an electric drive system supporting all-wheel drive, wherein the electric drive system is applicable to a vehicle realizing all-wheel drive, wherein the vehicle herein is any vehicle driven by an electric motor.

[0030] Specifically, if Figure 1As shown, the vehicle includes a front axle 10, a middle axle 20, and a rear axle 30 corresponding to different positions of the vehicle, wherein a first electric drive assembly 100 is arranged on the front axle 10, and a second electric drive assembly 200 is arranged between the middle axle 20 and the rear axle 30, wherein the first electric drive assembly 100 is used to drive two wheels connected to the front axle 10 on the left and right sides, and the second electric drive assembly 200 is used to drive four wheels connected to the middle axle 20 and the rear axle 30 on the left and right sides, respectively. In this way, the vehicle can drive all six wheels with two sets of electric drive assemblies. In one embodiment, the second electric drive assembly 200 can be arranged between the middle axle and the rear axle of a 6X6 off-road vehicle. Generally, the wheelbase between the front axle and the middle axle of a 6X6 off-road vehicle is larger, and the wheelbase between the middle axle and the rear axle is smaller. In this way, the battery of a 6X6 electric off-road vehicle is more suitable for arrangement between the front axle and the middle axle, and the small wheelbase between the middle axle and the rear axle is just suitable for arrangement of one electric drive assembly.

[0031] Furthermore, for the first electric drive assembly 100 located on the front axle 10, its structural form can be selected according to needs, for example Figure 1 As shown, a single electric drive assembly can be used to drive both left and right wheels. Alternatively, an electric drive assembly comprising two wheel-mounted motors or in-wheel hub motors can be used to drive both wheels separately. Furthermore, to improve the vehicle's range, the first electric drive assembly 100 can also be constructed using a conventional gasoline engine coupled with a transmission or a dual-motor hybrid system.

[0032] The first embodiment of the present disclosure is an electric drive assembly, which is equivalent to the second electric drive assembly 200 in the above electric drive system. The second electric drive assembly 200 can have various structural forms. Here, the second drive assembly 200 uses a motor as a driving source.

[0033] like Figure 2a and Figure 2b As shown, in the first configuration of the second drive assembly 200, the second drive assembly 200 includes a motor 210, a first shaft 220, a second shaft 230, a third shaft 240, a fourth shaft 250, a fifth shaft 260 and a clutch assembly 270, wherein the output shaft of the motor 210 is coaxially connected to the first shaft 220, the rotation axis of the motor 210 is arranged parallel to the first shaft 220, the second shaft 230, the third shaft 240, the fourth shaft 250 and the fifth shaft 260, and the rotation axis of the motor 210 is also arranged parallel to the central shaft 20 and the rear shaft 30.

[0034] Here, the second shaft 230 , the first shaft 220 and the third shaft 240 are sequentially disposed between the middle shaft 20 and the rear shaft 30 , the fourth shaft 250 is disposed on the middle shaft 20 , and the fifth shaft 260 is disposed on the rear shaft 30 .

[0035] The clutch assembly 270 here can be a traditional clutch structure, or can adopt various structural forms such as a synchronizer clutch structure, a dog clutch structure or an electromagnetic clutch.

[0036] The clutch assembly 270 is disposed on the first shaft 220 and includes a clutch active end 271 and a clutch passive end 272. A first gear 221 and a second gear 222 are also disposed on the first shaft 220. The first gear 221 is fixedly disposed on the first shaft 220 and is fixedly connected to the clutch active end 271. The second gear 222 is fixedly connected to the clutch passive end 272. The second gear 222 and the clutch passive end 272 are loosely mounted on the first shaft 220.

[0037] Here, as another arrangement of the first configuration, Figure 2b As shown, the first gear 221 may be fixedly provided on the first shaft 220 and fixedly connected to the clutch driven end 272 , and the second gear 222 may be fixedly connected to the clutch active end 271 .

[0038] Furthermore, a third gear 231 and a fourth gear 232 are fixedly provided on the second shaft 230 , and the third gear 231 is engaged with the first gear 221 ; a fifth gear 241 and a sixth gear 242 are fixedly provided on the third shaft 240 , and the sixth gear 242 is engaged with the second gear 222 .

[0039] A first differential assembly is provided on the fourth shaft 250 and is fixedly connected to the seventh gear 251. A second differential assembly is provided on the fifth shaft 260 and is fixedly connected to the eighth gear 261. The seventh gear 251 is meshedly connected to the fourth gear 232, and the eighth gear 261 is meshedly connected to the fifth gear 241.

[0040] like Figure 2a In the first arrangement of the first configuration shown, the second drive assembly 200 has two power transmission routes, which are as follows:

[0041] First power transmission route: power of the motor 210 → the first shaft 220 → the first gear 221 → the third gear 231 → the second shaft 230 → the fourth gear 232 → the fifth gear 251 → the fourth shaft 250 → the first differential assembly → the left and right wheels on the central shaft 20 .

[0042] Second power transmission route: power of the motor 210 → the first shaft 220 → the clutch active end 271 → the clutch driven end 272 → the second gear 222 → the sixth gear 242 → the third shaft 240 → the fifth gear 241 → the eighth gear 261 → the fifth shaft 260 → the second differential assembly → the left and right wheels on the rear axle 30.

[0043] The power transmission route of the second arrangement of the first configuration refers to the first arrangement and will not be repeated here.

[0044] With respect to the above two power transmission routes, the clutch assembly 270 provided on the first shaft 220 in the first configuration of the second drive assembly 200 can control the on and off of the second power transmission route.

[0045] Specifically, when the clutch active end 271 and the clutch driven end 272 of the clutch assembly 270 are in a disengaged state, the second drive assembly 200 can only drive the two left and right wheels on the central shaft 20 through the first power transmission route; when the clutch active end 271 and the clutch driven end 270 of the clutch assembly 270 are in an engaged state, the second drive assembly 200 can simultaneously drive a total of four left and right wheels on the central shaft 20 and the rear axle 30 through the first power transmission route and the second power transmission route.

[0046] Furthermore, when the clutch active end 271 and the clutch driven end 270 of the clutch assembly 270 are in the engaged state, and relative rotation is allowed between the clutch active end 271 and the clutch driven end 272, the second drive assembly 200 can not only simultaneously drive the four left and right wheels on the central shaft 20 and the rear axle 30 through the first power transmission route and the second power transmission route, but also because relative rotation is allowed between the clutch active end 271 and the clutch driven end 272, relative rotation occurs between the second gear 222 and the first shaft 220. Considering that the first shaft 220 and the first gear 221 are fixedly connected, the first power transmission route is rigidly transmitted to the left and right wheels on the central shaft 20 through the first gear 221, and the first power transmission route is rigidly transmitted to the left and right wheels on the rear axle 30 through the second gear 222. In this way, a differential state with different speeds can be achieved between the central shaft 20 and the rear axle 30 through the clutch assembly 270, thereby realizing an inter-axle differential function.

[0047] In the first configuration, the second drive assembly 200 has a single power source, the motor 210. Through the first and second power transmission routes, it can simultaneously drive the four wheels on the central axle 20 and the rear axle 30 to achieve all-wheel drive. This reduces the number of motors and motor controllers, reducing the complexity of the vehicle's drive system, saving costs, and improving system reliability. Furthermore, the inter-axle differential function enables full-time all-wheel drive, significantly expanding the vehicle's range of use. Furthermore, the clutch assembly 270 can selectively disconnect the second power transmission route, allowing for switching between all-wheel drive and non-all-wheel drive modes as needed, saving some energy.

[0048] The second embodiment of the present disclosure is an electric drive assembly, which is equivalent to the second electric drive assembly 200 in the above electric drive system. The second electric drive assembly 200 can have various structural forms. Here, the second drive assembly 200 uses a motor as a driving source.

[0049] like Figure 3a 、 Figure 3b and Figure 3c As shown, the second configuration of the second drive assembly 200 has three arrangements, such as Figure 3aAs shown, in the first arrangement of the second configuration of the second drive assembly 200, the second drive assembly 200 includes a motor 210, a first shaft 220, a second shaft 230, a third shaft 240, a fourth shaft 250, a fifth shaft 260 and a clutch assembly 270, wherein the output shaft of the motor 210 is coaxially connected to the first shaft 220, and the rotation axis of the motor 210 is arranged parallel to the first shaft 220, the second shaft 230, the third shaft 240, the fourth shaft 250 and the fifth shaft 260, and the rotation axis of the motor 210 is also arranged parallel to the middle shaft 20 and the rear shaft 30; the first shaft 220 here may include a first sub-shaft 220-1 and a second sub-shaft 220-2.

[0050] The second shaft 230 , the first shaft 220 and the third shaft 240 are sequentially arranged between the middle shaft 20 and the rear shaft 30 , the fourth shaft 250 is arranged on the middle shaft 20 , and the fifth shaft 260 is arranged on the rear shaft 30 .

[0051] Furthermore, the clutch assembly 270 is arranged on the first shaft 220, and the clutch assembly 270 here includes a clutch active end 271, a first clutch driven end 272 and a second clutch driven end 273. A first gear 221 and a second gear 222 are also provided on the first shaft 220, wherein the clutch assembly 270 is located between the first gear 221 and the second gear 222, the clutch active end 271 is fixedly connected to the first shaft 220, the first gear 221 is fixedly connected to the first clutch driven end 272, and the first gear 221 and the first clutch driven end 272 are loosely mounted on the first shaft 220; the second gear 222 is fixedly connected to the second clutch driven end 273, and the second gear 222 and the second clutch driven end 273 are loosely mounted on the first shaft 220; wherein, based on the different positions of the clutch assembly 270 on the first shaft 220, there are also two different arrangements, for example, it can be as follows Figure 3b As shown, the clutch assembly 270 is located between the motor 210 and the first gear 221, the clutch active end 271 is fixedly connected to the first shaft 220, the first gear 221 is fixedly connected to the first clutch driven end 272, and the first shaft 220 is fixedly connected to the second clutch driven end 273; for example Figure 3c As shown, the clutch assembly 270 is located at the outermost side of the first shaft 220 , thereby forming three arrangements.

[0052] The third gear 231 and the fourth gear 232 are fixedly mounted on the second shaft 230 , and the fifth gear 241 and the sixth gear 242 are fixedly mounted on the third shaft 240 .

[0053] A first differential assembly is provided on the fourth shaft 250 and is fixedly connected to the seventh gear 251. A second differential assembly is provided on the fifth shaft 260 and is fixedly connected to the eighth gear 261. The seventh gear 251 is meshed with the fourth gear 232, and the eighth gear 261 is meshed with the fifth gear 241.

[0054] The second drive assembly 200 has two power transmission routes, which are as follows:

[0055] The first power transmission route: the power of the motor 210 → the first shaft 220 → the clutch active end 271 → the first clutch driven end 272 → the first gear 221 → the third gear 231 → the second shaft 230 → the fourth gear 232 → the seventh gear 251 → the fourth shaft 250 → the first differential assembly → the left and right wheels on the central shaft 20.

[0056] The second power transmission route: the power of the motor 210 → the first shaft 220 → the clutch active end 271 → the second clutch driven end 273 → the second gear 222 → the sixth gear 242 → the third shaft 240 → the clutch active end 271 → the first clutch driven end 272 → the fifth gear 241 → the eighth gear 261 → the fifth shaft 260 → the second differential assembly → the left and right wheels on the rear axle 30.

[0057] The power transmission routes of the second and third arrangements of the second configuration refer to the first arrangement and will not be repeated here.

[0058] With respect to the above two power transmission routes, the clutch assembly 270 provided on the first shaft 220 in the first configuration of the second drive assembly 200 can control the on and off of the first power transmission route and the second power transmission route.

[0059] Specifically, when the clutch active end 271 of the clutch assembly 270 and the first clutch driven end 272 and the second clutch driven end 273 are all in a disengaged state, the first power transmission route and the second power transmission route of the second drive assembly 200 are both disconnected, thereby being unable to drive the four left and right wheels on the central shaft 20 and the rear axle; when the clutch active end 271 of the clutch assembly 270 and the first clutch driven end 272 are in an engaged state, and at the same time, the clutch active end 271 of the clutch assembly 270 and the second clutch driven end 273 are in a disengaged state, the second drive assembly 200 can drive the two left and right wheels on the central shaft 20 through the first power transmission route; when the first clutch active end 271 of the clutch assembly 270 and the first clutch driven end 272 are in a disengaged state, and at the same time, the clutch active end 271 of the clutch assembly 270 and the second clutch driven end When the driven end 273 is in the engaged state, the second drive assembly 200 can drive the left and right two wheels on the rear axle 30 through the second power transmission route; when the clutch active end 271 of the clutch assembly 270 and the first clutch driven end 272 and the second clutch driven end 273 are all in the engaged state, the second drive assembly 200 can simultaneously drive the left and right four wheels on the middle shaft 20 and the rear axle 30 through the first power transmission route and the second power transmission route, and at the same time, it can also control the clutch control pressure between the clutch active end 271 of the clutch assembly 270 and the first clutch driven end 272 and between the clutch active end 271 of the clutch assembly 270 and the second clutch driven end 273 to control the torque distributed to the first power transmission route and the second power transmission route, thereby achieving a change in the torque distribution ratio of the middle shaft 20 and the rear axle 30 from 0 to 100%.

[0060] In addition, since relative rotation is allowed between the clutch active end 271 and the first clutch driven end 272 and the second clutch driven end 273, relative rotation is allowed between the first gear 221 and the second gear 222 and the first shaft 220, so that the first power transmission route is rigidly transmitted to the left and right wheels on the middle shaft 20 through the first gear 221, and the second power transmission route is rigidly transmitted to the left and right wheels on the rear axle 30 through the second gear 222, so that a differential state with different speeds can be achieved between the middle shaft 20 and the rear axle 30 through the clutch assembly 270.

[0061] In the second configuration of the second drive assembly 200, a single power source, the motor 210, is used. Through the first and second power transmission routes, the four wheels on the central axle 20 and the rear axle 30 can be simultaneously driven to achieve all-wheel drive. This reduces the number of motors and motor controllers, reduces vehicle drive system complexity, saves costs, and improves system reliability. Furthermore, the inter-axle differential function enables full-time all-wheel drive, significantly expanding the vehicle's range of use. Because the clutch assembly 270 can disconnect the first and / or second power transmission routes, it can switch between all-wheel drive and non-all-wheel drive modes as needed, saving some energy. Because the torque distribution ratio between the first and second power routes can be controlled by controlling the clutch pressure of the clutch 270, active intelligent control of all-wheel drive can be achieved on demand, directing maximum power output to the wheels with traction.

[0062] It should be noted that the first differential assembly or the second differential assembly in the above embodiments adopts a common bevel gear differential, a planetary gear differential or a clutch-type torque vectoring differential.

[0063] A third embodiment of the present disclosure provides an electric drive system supporting all-wheel drive. The electric drive system is applicable to a vehicle that implements all-wheel drive, where the vehicle is any vehicle driven by an electric motor. The electric drive system includes a vehicle drive device for driving the front axle and the electric drive assembly of any of the above embodiments.

[0064] The disclosed embodiment can drive all four wheels with a single electric drive assembly. This not only effectively utilizes vehicle space, enabling all-wheel drive, but also reduces the number of motors and controllers, reducing the complexity of the vehicle's drive system, further saving costs and improving system reliability. Furthermore, thanks to features such as an inter-axle differential, the vehicle can achieve active, intelligent control of full-time all-wheel drive, significantly expanding its range of applications.

[0065] A fourth embodiment of the present disclosure provides a vehicle comprising the electric drive system of the third embodiment. The vehicle includes a front axle, a center axle, and a rear axle corresponding to different positions of the vehicle. The drive device is used to drive two wheels on the left and right sides connected to the front axle, and the electric drive assembly is used to drive four wheels on the left and right sides connected to the center axle and the rear axle, respectively. The vehicle may be, for example, a 6x6 electric off-road vehicle.

[0066] The disclosed embodiment can drive all four wheels with a single electric drive assembly. This not only effectively utilizes vehicle space, enabling all-wheel drive, but also reduces the number of motors and controllers, reducing the complexity of the vehicle's drive system, further saving costs and improving system reliability. Furthermore, thanks to features such as an inter-axle differential, the vehicle can achieve active, intelligent control of full-time all-wheel drive, significantly expanding its range of applications.

[0067] The above description is merely a preferred embodiment of the present disclosure and an illustration of the technical principles employed. Those skilled in the art should understand that the scope of disclosure involved in the present disclosure is not limited to the technical solutions formed by the specific combination of the above-mentioned technical features, but also includes other technical solutions formed by any combination of the above-mentioned technical features or their equivalents without departing from the above-mentioned disclosed concepts. For example, a technical solution formed by replacing the above-mentioned features with (but not limited to) technical features with similar functions disclosed in this disclosure.

[0068] Although the subject matter has been described in language specific to structural features and / or methodological logical acts, it should be understood that the subject matter defined in the appended claims is not necessarily limited to the specific features or acts described above. Rather, the specific features and acts described above are merely example forms of implementing the claims.

[0069] The above describes in detail multiple embodiments of the present disclosure, but the present disclosure is not limited to these specific embodiments. Those skilled in the art can make various variations and modifications to the embodiments based on the concepts of the present disclosure, and these variations and modifications should fall within the scope of protection required by the present disclosure.

Claims

1. An electric drive assembly for a vehicle, used to control the wheels on the center axle and rear axle of the vehicle, characterized in that: The electric drive assembly includes a motor, a first shaft, a second shaft, a third shaft, a fourth shaft, a fifth shaft, and a clutch assembly. The output shaft of the motor is coaxially connected to the first shaft. The rotation axis of the output shaft of the motor is arranged parallel to the second shaft, the third shaft, the fourth shaft, and the fifth shaft, and is also arranged parallel to the central shaft and the rear shaft. The clutch assembly is arranged on the first shaft. Based on the state of the clutch assembly, the motor selectively drives the central shaft and / or the rear shaft to rotate according to a first power transmission route and a second power transmission route. The clutch assembly is disposed on the first shaft, and includes a clutch active end and a clutch passive end. A first gear and a second gear are also disposed on the first shaft, wherein the first gear is fixedly disposed on the first shaft and is fixedly connected to one of the clutch active end and the clutch passive end, and the second gear is fixedly connected to the other of the clutch active end and the clutch passive end; A third gear and a fourth gear are fixedly arranged on the second shaft, the third gear is engaged with the first gear, and the fourth gear is transmission-connected to the fourth shaft; a fifth gear and a sixth gear are fixedly arranged on the third shaft, the sixth gear is engaged with the second gear, and the fifth gear is transmission-connected to the fifth shaft.

2. The electric drive assembly according to claim 1, characterized in that: A first differential assembly is provided on the fourth shaft, and the first differential assembly is fixedly connected to the seventh gear. A second differential assembly is provided on the fifth shaft, and the second differential assembly is fixedly connected to the eighth gear, wherein the seventh gear is meshed with the fourth gear, and the eighth gear is meshed with the fifth gear.

3. An electric drive assembly for a vehicle, used to control the wheels on the center axle and rear axle of the vehicle, characterized in that: The electric drive assembly includes a motor, a first shaft, a second shaft, a third shaft, a fourth shaft, a fifth shaft, and a clutch assembly. The output shaft of the motor is coaxially connected to the first shaft. The rotation axis of the output shaft of the motor is arranged parallel to the second shaft, the third shaft, the fourth shaft, and the fifth shaft, and is also arranged parallel to the central shaft and the rear shaft. The clutch assembly is arranged on the first shaft. Based on the state of the clutch assembly, the motor selectively drives the central shaft and / or the rear shaft to rotate according to a first power transmission route and a second power transmission route. The clutch assembly is arranged on the first shaft, and the clutch assembly here includes a clutch active end, a first clutch driven end, and a second clutch driven end. A first gear and a second gear are also arranged on the first shaft, wherein the clutch active end is fixedly connected to the first shaft, the first gear is fixedly connected to the first clutch driven end, and the first gear and the first clutch driven end are loosely mounted on the first shaft; the second gear is fixedly connected to the second clutch driven end, and the second gear and the second clutch driven end are loosely mounted on the first shaft.

4. The electric drive assembly according to claim 3, characterized in that: The clutch assembly is located between the first gear and the second gear.

5. The electric drive assembly according to claim 4, characterized in that: A third gear and a fourth gear are fixedly arranged on the second shaft, and the third gear is meshed and connected with the first gear. A fifth gear and a sixth gear are fixedly arranged on the third shaft, and the sixth gear is meshed and connected with the second gear.

6. The electric drive assembly according to claim 5, characterized in that: A first differential assembly is provided on the fourth shaft, and the first differential assembly is fixedly connected to the seventh gear. A second differential assembly is provided on the fifth shaft, and the second differential assembly is fixedly connected to the eighth gear. The seventh gear is meshed with the fourth gear, and the eighth gear is meshed with the fifth gear.

7. An electric drive system for a vehicle, used to control the wheels on the front axle, middle axle and rear axle of the vehicle, characterized in that: It comprises a drive device and the electric drive assembly according to any one of claims 1 to 6, wherein the drive device is used to drive and control the two wheels on the front axle, and the electric drive assembly is used to control the four wheels on the middle axle and the rear axle.

8. A vehicle, characterized in that: The electric drive system according to claim 7 is adopted.

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