Dual electric drive reducer and pure electric drive system and vehicle having the same

Abstract

The present invention provides a dual electric drive reducer and a pure electric drive system and vehicle having the same, comprising: a first gear meshing with the output gear of the first motor; a first connecting shaft arranged inside the first gear, the first connecting shaft can move relative to the first gear along its own axis, and the first connecting shaft can be selectively connected to the wheel on one side of the vehicle in the Y direction; a second gear meshing with the output gear of the second motor; the second connecting shaft can move relative to the second gear along its own axis, a second spline groove is arranged inside the second gear, and the second connecting shaft can be selectively connected to the wheel on the other side of the vehicle in the Y direction; a first tooth portion is provided at one end of the first connecting shaft facing the second connecting shaft, and a second tooth portion is provided at one end of the second connecting shaft facing the first connecting shaft, and the first tooth portion and the second tooth portion are arranged in meshing manner. This application solves the problem that the electric drive system cannot meet the requirements of the strong power of off-road vehicles while meeting the requirements of the cruising range.

Description

Technical Field

[0001] The present invention relates to the technical field of dual electric drive reducer design, and in particular to a dual electric drive reducer and a pure electric driving force system and a vehicle having the same. Background Art

[0002] In recent years, with increasing consumer acceptance, new energy electric vehicles have continued to mature, and high-performance pure electric vehicles have become a trend. Regarding electric drive systems, initially, only one electric drive assembly was deployed on the front or rear axle, resulting in a two-wheel drive vehicle. This has evolved to include one electric drive assembly on each axle, achieving four-wheel drive capability. Furthermore, models such as the Tesla Model S Plaid and Lucid Air have begun to utilize a central distributed electric drive system, using two motors to drive and control the left and right wheels, respectively. Furthermore, if two central distributed electric drive systems are deployed on the front and rear axles, achieving four-motor drive, the flexible distribution of power across all four wheels can significantly improve power, vehicle handling, and driving stability. Independent control of all four wheels also enables extremely tight turning radiuses, significantly enhancing overall vehicle performance. Distributed electric drive systems are a promising electric vehicle propulsion method.

[0003] At present, for four-wheel drive vehicles that use two sets of central distributed electric drive systems (that is, each axle has a drive system, and each drive system includes two motors and a reducer), for electric four-wheel drive models, one of the front and rear electric drive systems may be in an inoperative state in some cases. However, even in the inoperative state, the motor and reducer in the electric drive system still rotate with the wheels, and the electromagnetic loss of the motor, the oil stirring loss of the reducer gears, the friction loss of the rotating parts, and the inertia loss of acceleration and deceleration still exist. The power saving effect is limited, resulting in a shortened cruising range.

[0004] On the other hand, off-road vehicles need to have good passability and often encounter scenarios where they need to get out of trouble. When the adhesion between the tire on one side and the road is reduced or even completely suspended, traditional fuel vehicles or electric vehicles using a single electric drive cannot independently control the wheels and need to set a differential lock to output power to the high-attachment wheel on the other side. If the above-mentioned distributed drive motor is used for high performance, although the high-attachment wheel can be driven independently, it is difficult for the motor to continuously exert maximum torque when the vehicle is out of trouble. This is because the motor will be overloaded for a short time when it is used under high load, and severe heat will cause damage to the motor. It must be used with limited torque, which often cannot meet the needs of vehicle escape.

[0005] Therefore, there is an urgent need to develop an electric drive system that can not only meet the high-performance requirements of pure electric off-road vehicles, but also take into account the cruising range. Summary of the Invention

[0006] The main purpose of the present invention is to provide a dual electric drive reducer and a pure electric drive system and vehicle having the same, so as to solve the problem that the electric drive system in the prior art cannot meet the strong power requirements of off-road vehicles while meeting the cruising range requirements.

[0007] In order to achieve the above-mentioned purpose, according to one aspect of the present invention, a dual-electric drive reducer is provided, comprising: a first gear, the first gear is meshed with the output gear of the first motor; a first connecting shaft, the first connecting shaft is arranged inside the first gear, the first connecting shaft is connected to the first gear through a first spline, the first connecting shaft can move relative to the first gear along its own axis, a first spline groove is provided inside the first connecting shaft, the first connecting shaft has a first spline located in a first engagement position in the first spline groove, the first connecting shaft has a first spline moving to a first decoupling position outside the first spline groove, and the first connecting shaft is selectively connected to a wheel on one side of the vehicle in the Y direction; a second gear, the second gear is meshed with the output gear of the second motor, and the second gear and the first gear are connected Relative arrangement; the second connecting shaft, the second connecting shaft is arranged inside the second gear, the second connecting shaft is connected to the second gear through the second spline, the second connecting shaft can move relative to the second gear along its own axis, a second spline groove is provided inside the second gear, the second connecting shaft has a second spline located at a second engagement position inside the second spline groove, the second connecting shaft has a second spline that moves to a second decoupling position outside the second spline groove, and the second connecting shaft is selectively connected to the wheel on the other side of the vehicle in the Y direction; wherein the first connecting shaft and the second connecting shaft are coaxially arranged, the first connecting shaft is provided with a first tooth portion at one end facing the second connecting shaft, and the second connecting shaft is provided with a second tooth portion at one end facing the first connecting shaft, and the first tooth portion and the second tooth portion are arranged in a meshing manner.

[0008] Furthermore, the dual electric drive reducer includes: a first output shaft, a first external spline is provided on the outer surface of the first output shaft, a first internal spline is provided inside the first connecting shaft, the first internal spline and the first external spline are arranged to engage with each other, the first connecting shaft can be arranged to be movable along its own axial direction relative to the first output shaft, and the first output shaft is connected to a single-sided wheel close to the first gear.

[0009] Furthermore, the dual electric drive reducer includes: a second output shaft, a second external spline is provided on the outer surface of the second output shaft, a second internal spline is provided inside the second connecting shaft, the second internal spline and the second external spline are arranged to be meshed with each other, the second connecting shaft can be arranged to be movable along its own axial direction relative to the second output shaft, and the second output shaft is connected to a single-sided wheel close to the second gear.

[0010] Further, when the first connecting shaft is located at the first decoupling position and the second connecting shaft is located at the second decoupling position, the first tooth portion and the second tooth portion are engaged.

[0011] Furthermore, the end of the first connecting shaft facing the second connecting shaft has a first flange end face protruding from the shaft neck, and the end of the second connecting shaft facing the first connecting shaft has a second flange end face protruding from the shaft neck, and a limiting space is formed between the first flange end face and the second flange end face. The dual-electric drive reducer also includes an execution structure, and the execution structure includes: a push plate, the push plate is located in the limiting space, and the push plate abuts against the first flange end face and the second flange end face; the fifth motor, the fifth motor is connected to the push plate through a camshaft; wherein, in the process of the fifth motor driving the push plate to rotate around its own axis, the push plate can push the first connecting shaft to move along its own axial direction, and synchronously push the second connecting shaft to move along its own axial direction.

[0012] Furthermore, the first flange end face and the second flange end face are coaxially arranged, the push plate is diamond-shaped, and the push plate has a long diagonal and a short diagonal. A first groove structure is provided on the first flange end face, and a second groove structure is provided on the second flange end face. The first groove structure and the second groove structure are arranged opposite to each other, and the edge of the push plate is located in the first groove structure and the second groove structure at the same time. When the motor drives the push plate to rotate around its own axis, when the short diagonal coincides with the central axis of the first flange end face, the first tooth portion and the second tooth portion engage.

[0013] Furthermore, a first elastic member is provided between one end of the first connecting shaft located inside the first gear and the inner cavity side wall of the first gear, and a second elastic member is provided between one end of the second connecting shaft located inside the second gear and the inner cavity side wall of the second gear.

[0014] Furthermore, a thrust needle roller bearing is provided between the push plate and the first connecting shaft.

[0015] According to another aspect of the present invention, a pure electric driving force system is provided, including a dual electric drive reducer, wherein there are two dual electric drive reducers, one dual electric drive reducer is arranged on the front axle of the vehicle, and the other dual electric drive reducer is arranged on the rear axle of the vehicle, and the dual electric drive reducer is the above-mentioned dual electric drive reducer.

[0016] According to another aspect of the present invention, a vehicle is provided, including a pure electric driving force system, wherein the pure electric driving force system is the pure electric driving force system described above.

[0017] By applying the technical solution of the present invention, by setting the first connecting shaft to be movable along its own axis relative to the first gear, and setting the second connecting shaft to be movable along its own axis relative to the second gear, and the first tooth portion and the second tooth portion being arranged to be meshing, the system can enable the first motor and the second motor to work together to improve the maximum torque capacity, and at the same time achieve mechanical decoupling of each connecting shaft and the corresponding wheel to meet the economy and endurance requirements under certain working conditions, thereby solving the problem that the electric drive system in the prior art cannot meet the strong power requirements of off-road vehicles while meeting the endurance requirements. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The accompanying drawings, which constitute part of this application, are intended to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are intended to explain the present invention and do not constitute an undue limitation of the present invention. In the accompanying drawings:

[0019] Figure 1 It shows a structural schematic diagram of a first embodiment of a dual electric drive speed reducer according to the present invention;

[0020] Figure 2 It shows a structural schematic diagram of a second embodiment of a dual electric drive speed reducer according to the present invention;

[0021] Figure 3 shows a schematic structural diagram of an embodiment of a first connecting shaft according to the present invention;

[0022] Figure 4 shows a schematic structural diagram of an embodiment of a second connecting shaft according to the present invention;

[0023] Figure 5 It shows a structural schematic diagram of a third embodiment of a dual electric drive speed reducer according to the present invention;

[0024] Figure 6 A schematic structural diagram of a fourth embodiment of a dual electric drive speed reducer according to the present invention is shown;

[0025] Figure 7 It shows a schematic structural diagram of a fifth embodiment of a dual electric drive speed reducer according to the present invention;

[0026] Figure 8 It shows a structural schematic diagram of a sixth embodiment of a dual electric drive speed reducer according to the present invention;

[0027] Figure 9 A structural schematic diagram of a seventh embodiment of a dual electric drive reducer according to the present invention is shown.

[0028] The above drawings include the following reference numerals:

[0029] 1. First gear; 2. First motor; 3. First connecting shaft; 4. Second gear; 5. Second motor; 6. Second connecting shaft; 7. First tooth portion; 8. First output shaft; 9. Second output shaft; 10. Push plate; 11. First spline; 12. Second spline; 13. Second internal spline; 14. First flange end face; 15. Second flange end face; 16. Camshaft; 17. First groove structure;

[0030] 100 , first elastic member; 200 , second elastic member; 300 , fifth motor; 400 , reducer; 500 , third motor; 600 , fourth motor. DETAILED DESCRIPTION

[0031] It should be noted that, in the absence of conflict, the embodiments and features of the embodiments in this application can be combined with each other. The present invention will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0032] It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit the exemplary embodiments according to the present application. As used herein, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. In addition, it should be understood that when the terms "comprise" and / or "include" are used in this specification, they indicate the presence of features, steps, operations, devices, components and / or combinations thereof.

[0033] It should be noted that the terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that the terms used in this way are interchangeable where appropriate, so that the embodiments of the present application described herein can, for example, be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0034] Now, exemplary embodiments according to the present application will be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments can be implemented in a variety of different forms and should not be interpreted as being limited to the embodiments described herein. It should be understood that these embodiments are provided to make the disclosure of this application thorough and complete, and to fully convey the concepts of these exemplary embodiments to those of ordinary skill in the art. In the accompanying drawings, for the sake of clarity, the thickness of layers and regions may be exaggerated, and the same reference numerals are used to represent the same devices, and thus their descriptions will be omitted.

[0035] Currently, most new energy pure electric vehicles on the market are still primarily designed for comfortable urban driving, with few offering high-performance or off-road capabilities. This is because new energy electric vehicles are often constrained by range and must balance power efficiency with energy efficiency. Vehicles primarily designed for off-road use typically require high power and excellent dynamics, placing even higher demands on energy management when using a four-motor distributed drive system. For electric four-wheel drive vehicles, one front and one rear electric drive system are typically configured as the primary and auxiliary drive systems. When the vehicle's current operating conditions are stable and favorable, the vehicle controller can deactivate or reduce the current of the auxiliary drive motor, leaving only the primary drive motor driving the vehicle, potentially saving a certain amount of range. However, since the auxiliary drive motor and reducer still rotate with the wheels, electromagnetic losses in the motor, oil churning losses in the reducer gears, friction losses in rotating components, and inertia losses from acceleration and deceleration still exist, limiting the energy savings. Therefore, some electric drive reducer products feature a disconnect mechanism that completely disconnects the wheels from the electric drive system when the auxiliary drive is no longer needed, further saving energy. For single-drive electric vehicles, the disconnect mechanism can be located within the differential, allowing only one set of mechanisms to simultaneously disconnect and engage the axle gears on both sides of the vehicle from the differential. However, in a centrally distributed electric drive system, since the two motors and reducers drive the wheels independently, and the reducer itself lacks a differential, two disconnect mechanisms are required on each axle to control the disconnection and engagement of the axles from their respective reducers.

[0036] On the other hand, strong off-road vehicles need to have good passability and often encounter use scenarios that require getting out of trouble. When the adhesion of one side of the tire to the road is reduced or even completely suspended, traditional fuel vehicles or electric vehicles using a single electric drive cannot independently control the wheel and need to set a differential lock to output power to the high-attachment wheel on the other side. If the above-mentioned distributed drive motor is used for high performance, although the high-attachment wheel can be driven independently, it is difficult for the motor to continuously exert maximum torque when the vehicle is out of trouble. This is because the motor will be overloaded for a short time when it is used under high load, and severe heat will cause damage to the motor. It must be used with limited torque, which often cannot meet the needs of vehicle escape.

[0037] In summary, there is currently a lack of an electric drive system that can meet the high-performance requirements of pure electric off-road vehicles while taking into account economy.

[0038] Combine Figures 1 to 9 As shown, according to a specific embodiment of the present application, a dual electric drive reducer is provided.

[0039] The dual-electric drive reducer includes: a first gear 1, the first gear 1 is meshed with the output gear of the first motor 2; a first connecting shaft 3, the first connecting shaft 3 is arranged inside the first gear 1, the first connecting shaft 3 is connected to the first gear 1 through a first spline 11, the first connecting shaft 3 can move relative to the first gear 1 along its own axis, a first spline groove is provided inside the first connecting shaft 3, the first connecting shaft 3 has a first spline 11 located in a first engagement position in the first spline groove, the first connecting shaft 3 has a first spline 11 moving to a first decoupling position outside the first spline groove, and the first connecting shaft 3 is selectively connected to a wheel on one side of the vehicle in the Y direction; a second gear 4, the second gear 4 is meshed with the output gear of the second motor 5, and the second gear 4 and the first gear 1 are arranged opposite to each other; a second connecting shaft 6, the first The second connecting shaft 6 is arranged inside the second gear 4, and the second connecting shaft 6 is connected to the second gear 4 through the second spline 12. The second connecting shaft 6 can move relative to the second gear 4 along its own axis. A second spline groove is provided inside the second gear 4. The second connecting shaft 6 has a second spline 12 located at a second engagement position inside the second spline groove. The second connecting shaft 6 has a second spline 12 that moves to a second decoupling position outside the second spline groove. The second connecting shaft 6 is selectively connected to the wheel on the other side of the vehicle in the Y direction; wherein the first connecting shaft 3 and the second connecting shaft 6 are coaxially arranged, and the first connecting shaft 3 is provided with a first tooth portion 7 at one end facing the second connecting shaft 6, and the second connecting shaft 6 is provided with a second tooth portion at one end facing the first connecting shaft 3, and the first tooth portion 7 and the second tooth portion are arranged to be meshing.

[0040] By applying the technical solution of the present application, by setting the first connecting shaft 3 to be movable along its own axis relative to the first gear 1, and setting the second connecting shaft 6 to be movable along its own axis relative to the second gear 4, and the first tooth portion 7 and the second tooth portion being arranged to be meshing, the system can enable the first motor 2 and the second motor 5 to work together to improve the maximum torque capacity, and at the same time achieve mechanical decoupling of each connecting shaft and the corresponding wheel to meet the economy and endurance requirements under certain working conditions, thereby solving the problem that the electric drive system in the prior art cannot meet the strong power requirements of off-road vehicles while meeting the endurance requirements.

[0041] In this embodiment, selectively connecting to the wheels means that the wheels can be connected to transmit power or disconnected to achieve mechanical decoupling. The Y direction refers to the width direction of the vehicle.

[0042] Furthermore, the dual electric drive reducer includes: a first output shaft 8, the outer surface of the first output shaft 8 is provided with a first external spline, the inside of the first connecting shaft 3 is provided with a first internal spline, the first internal spline and the first external spline are arranged to be meshed with each other, the first connecting shaft 3 can be arranged to be movable along its own axial direction relative to the first output shaft 8, and the first output shaft 8 is connected to the single-sided wheel close to the first gear 1.

[0043] Furthermore, the dual-electric drive reducer includes: a second output shaft 9, the outer surface of the second output shaft 9 is provided with a second external spline, the second connecting shaft 6 is provided with a second internal spline 13, the second internal spline 13 and the second external spline are arranged to be meshed with each other, the second connecting shaft 6 can be arranged to be movable relative to the second output shaft 9 along its own axial direction, and the second output shaft 9 is connected to a single-sided wheel close to the second gear 4. In other words, the connecting shaft can also slide axially relative to the corresponding output shaft, thereby achieving power decoupling on this side. The connecting shaft can also slide axially relative to the corresponding gear.

[0044] Furthermore, when the first connecting shaft 3 is located at the first decoupling position and the second connecting shaft 6 is located at the second decoupling position, the first tooth portion 7 is engaged with the second tooth portion 7. The first connecting shaft and the second connecting shaft have the same structure.

[0045] The technical solution of this application provides a distributed drive dual-motor reducer, with an electric drive system (dual drive motor + reducer) arranged on the front and rear axles of the vehicle respectively. In other words, a dual electric drive reducer is arranged on the front axle of the pure electric drive system, and a dual electric drive reducer is also arranged on the rear axle. Correspondingly, Figure 7 As shown, the dual electric drive reducer on the front axle is dynamically coupled to the first motor 2 and the second motor 5, respectively, while the dual electric drive reducer on the rear axle is dynamically coupled to the third motor 500 and the fourth motor 600. An execution system (also known as an execution structure) is provided within the dual-motor reducer. This execution system is arranged between the left and right output gears of the reducer (i.e., the first gear 1 and the second gear 4). Under the command of the controller, it can realize three states: disconnection, engagement, and coupling locking, which are used for two-wheel drive energy-saving mode, distributed four-wheel drive mode, and off-road mode, respectively.

[0046] Figure 7 The figure shows the power transmission path diagram of the pure electric drive system in the fuel-saving two-wheel drive mode. Figure 7 Also shown are the reducer 400, the third motor 500, and the fourth motor 600. In the two-wheel drive energy-saving mode, the electric drive system defined as the primary drive on the front and rear axles is in operation, with its two side half-shafts (i.e., the first connecting shaft 3 and the second connecting shaft 6) engaged with the output gears of the reducer (i.e., the first gear 1 and the second gear 4). The electric drive system defined as the auxiliary drive is inoperative, with its two side half-shafts disconnected from the output gears of the reducer. Figure 8 The diagram shows the power transmission path of the pure electric drive system in distributed four-wheel drive mode. In distributed four-wheel drive mode, both electric drive systems on the front and rear axles are in operation, and the half shafts on both sides are engaged with the output gears of the reducer. Figure 9A diagram shows the power transmission path of the pure electric drive system in off-road four-wheel drive mode. In off-road mode, the vehicle detects the adhesion status of the four tires to the road and manually or automatically controls the reducer actuator systems on the front and rear axles, interlocking the two output shafts. This allows the dual motors to combine their power, increasing the output torque on one wheel and significantly improving the vehicle's ability to escape from obstacles.

[0047] Figure 2 The schematic diagram of the structure of the dual electric drive reducer in the differential lock state is shown. In the locked state, the executive motor controls the camshaft to rotate back to zero position. Under the force of the wave spring (i.e., the first elastic member and the second elastic member), the dog teeth (i.e., the first tooth portion and the second tooth portion) on the end faces of the left and right output gears engage with each other, and the left and right output shafts (the first output shaft 8 and the second output shaft 9) will act as a whole to jointly bear the driving force of the left and right motors. At this time, the external spline of the connecting shaft is still connected to the internal spline of the reducer output gear. Therefore, when the left and right drive motors are working, not only can the torque be transmitted to the left and right half-axles of the vehicle respectively, but the half-axles at both ends of the left and right are also rigidly connected and locked. When the vehicle is out of trouble, there is no differential on both sides, so that the vehicle does not lose power due to slipping of one tire, and the two motors can also be properly torque-limited to protect the motors.

[0048] Figure 5 The diagram shows the structure of the dual electric drive reducer in the engaged state. When engaged, the actuator motor controls the camshaft to rotate along the push plate to the middle position. The camshaft pushes the connecting shaft through the push plate and thrust bearing. The thrust and the wave spring jointly act to keep the connecting shaft in the engaged position. At this time, the external spline of the connecting shaft is connected to the internal spline of the reducer output gear. The electric drive system can transmit the driving force to the wheels and output power normally. At this time, both the front and rear electric drive systems are working, which can realize distributed four-wheel drive operation, and each wheel can be independently controlled.

[0049] Therefore, according to the road conditions and usage requirements, the controller of the execution motor (i.e., the fifth motor 300) can issue corresponding instructions, and control the rotation angle displacement through current to keep the connecting shaft in three positions, realizing the three states of disconnection, engagement and locking respectively, thereby realizing the vehicle's two-wheel drive energy-saving mode, distributed four-wheel drive mode and off-road four-wheel drive mode.

[0050] Figure 6 A schematic diagram shows the dual electric drive reducer in the disconnected state. In this state, the actuator motor controls the camshaft to rotate along the push plate to its maximum angle. The camshaft pushes the connecting shaft via the push plate and thrust bearing, compressing the wave spring to its maximum deformation. This fully separates the external splines of the connecting shaft from the internal splines of the reducer output gear. At this point, power is disconnected between the electric drive system and the vehicle's axles, and the auxiliary electric drive system is inoperative and does not rotate with the vehicle.

[0051] Furthermore, the end of the first connecting shaft 3 facing the second connecting shaft 6 has a first flange end face 14 protruding from the shaft neck, and the end of the second connecting shaft 6 facing the first connecting shaft 3 has a second flange end face 15 protruding from the shaft neck, and a limiting space is formed between the first flange end face 14 and the second flange end face 15. The dual-electric drive reducer also includes an execution structure, which includes: a push plate 10, the push plate 10 is located in the limiting space, and the push plate 10 abuts against the first flange end face 14 and the second flange end face 15; the fifth motor 300, the fifth motor 300 is connected to the push plate 10 through the camshaft 16; wherein, in the process of the motor driving the push plate 10 to rotate around its own axis, the push plate 10 can push the first connecting shaft 3 to move along its own axial direction, and synchronously push the second connecting shaft 6 to move along its own axial direction.

[0052] Furthermore, the first flange end face 14 and the second flange end face 15 are coaxially arranged. The push plate 10 is rhombus-shaped and has a long diagonal and a short diagonal. A first groove structure 17 is provided on the first flange end face 14, and a second groove structure is provided on the second flange end face 15. The first groove structure 17 and the second groove structure are arranged opposite each other. The edge of the push plate 10 is located within both the first groove structure 17 and the second groove structure. When the motor drives the push plate 10 to rotate about its own axis, when the short diagonal coincides with the central axis of the first flange end face 14, the first tooth portion 7 and the second tooth portion engage. The engagement of the first tooth portion 7 and the second tooth portion means that when the left and right connecting teeth approach each other, they can engage and rotate synchronously. In other words, a control motor actuator (i.e., the fifth motor 300) is arranged between the two connecting shafts (the first connecting shaft 3 and the second connecting shaft 6), driving the camshaft to rotate a certain angle. The camshaft rotates to three positions, and the slotted push plate pushes the two connecting shafts to three different axial positions simultaneously. Furthermore, a first elastic member 100 is provided between one end of the first connecting shaft 3 located inside the first gear 1 and the inner cavity sidewall of the first gear 1, and a second elastic member 200 is provided between one end of the second connecting shaft 6 located inside the second gear 4 and the inner cavity sidewall of the second gear 4. The first elastic member 100 may be a wave spring.

[0053] Furthermore, a thrust needle roller bearing is provided between the push plate 10 and the first connecting shaft 3. This arrangement can increase the service life of the push plate 10.

[0054] In an optional embodiment, the dual electric drive reducer can be arranged on the auxiliary drive shaft, while the main drive shaft only needs to have two states: engagement and locking, without the need for a disconnection function, which can simplify the structural layout.

[0055] According to another specific embodiment of the present invention, a pure electric driving force system is provided, including a dual electric drive reducer, wherein there are two dual electric drive reducers, one dual electric drive reducer is arranged on the front axle of the vehicle, and the other dual electric drive reducer is arranged on the rear axle of the vehicle, and the dual electric drive reducer is the above-mentioned dual electric drive reducer.

[0056] According to another specific embodiment of the present invention, a vehicle is provided, including a pure electric driving force system, where the pure electric driving force system is the pure electric driving force system described above.

[0057] From the above description, it can be seen that the above-mentioned embodiments of the present invention achieve the following technical effects: providing an electric drive reducer and control method suitable for strong off-road electric vehicles, which has the characteristics and advantages of distributed four-wheel drive, can improve the maximum torque capacity under off-road conditions, and at the same time can achieve the decoupling of the non-drive reducer and the wheels in two-wheel drive mode, better adapt to off-road conditions and flat road conditions, reduce the wear of electric drive components, save energy, and enhance the endurance of off-road electric vehicles. The structure is compact, and only one set of execution control motor system is needed to achieve the disconnection and connection of the two ends of the wheel and the locking function of the half-axle, which greatly improves the flexibility of the vehicle layout.

[0058] For ease of description, spatially relative terms such as "above", "above", "on the upper surface of", "above", etc. may be used herein to describe the spatial positional relationship of a device or feature to other devices or features as shown in the figures. It should be understood that spatially relative terms are intended to include different orientations of the device in use or operation in addition to the orientation described in the figures. For example, if the device in the drawings is inverted, the device described as "above other devices or structures" or "above other devices or structures" will be positioned as "below other devices or structures" or "below other devices or structures". Thus, the exemplary term "above" can include both "above" and "below". The device can also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatially relative descriptions used here are interpreted accordingly.

[0059] In addition to the above, it should be noted that references to "one embodiment," "another embodiment," "an embodiment," and the like in this specification refer to specific features, structures, or characteristics described in conjunction with that embodiment as included in at least one embodiment generally described in this application. The appearance of the same expression in multiple places in the specification does not necessarily refer to the same embodiment. Furthermore, when a specific feature, structure, or characteristic is described in conjunction with any embodiment, it is intended that such feature, structure, or characteristic, when implemented in conjunction with other embodiments, also falls within the scope of the present invention.

[0060] In the above embodiments, the description of each embodiment has its own focus. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0061] The foregoing description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Those skilled in the art will readily appreciate that various modifications and variations of the present invention are possible. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention are intended to be within the scope of protection of the present invention.

Claims

1. A dual electric drive reducer, characterized in that: include: A first gear (1), the first gear (1) being meshed with an output gear of the first motor (2); a first connecting shaft (3), the first connecting shaft (3) being arranged inside the first gear (1), the first connecting shaft (3) being connected to the first gear (1) via a first spline (11), the first connecting shaft (3) being movable relative to the first gear (1) along its own axis, a first spline groove being arranged inside the first connecting shaft (3), the first connecting shaft (3) having a first engaging position in which the first spline (11) is located inside the first spline groove, the first connecting shaft (3) having a first decoupling position in which the first spline (11) moves outside the first spline groove, and the first connecting shaft (3) being selectively connected to a wheel on one side of the vehicle in the Y direction; a second gear (4), the second gear (4) being meshed with an output gear of the second motor (5), the second gear (4) and the first gear (1) being arranged relative to each other; a second connecting shaft (6), the second connecting shaft (6) being arranged inside the second gear (4), the second connecting shaft (6) being connected to the second gear (4) via a second spline (12), the second connecting shaft (6) being movable relative to the second gear (4) along its own axis, the second gear (4) being provided with a second spline groove inside, the second connecting shaft (6) having a second engaging position in which the second spline (12) is located inside the second spline groove, the second connecting shaft (6) having a second decoupling position in which the second spline (12) moves to the outside of the second spline groove, and the second connecting shaft (6) being selectively connected to the wheel on the other side of the vehicle in the Y direction; The first connecting shaft (3) and the second connecting shaft (6) are coaxially arranged, one end of the first connecting shaft (3) facing the second connecting shaft (6) is provided with a first tooth portion (7), and one end of the second connecting shaft (6) facing the first connecting shaft (3) is provided with a second tooth portion, and the first tooth portion (7) and the second tooth portion are arranged to be meshed; When the first connecting shaft (3) is located at the first decoupling position and the second connecting shaft (6) is located at the second decoupling position, the first tooth portion (7) and the second tooth portion are engaged; One end of the first connecting shaft (3) facing the second connecting shaft (6) has a first flange end surface (14) protruding from the shaft neck, and one end of the second connecting shaft (6) facing the first connecting shaft (3) has a second flange end surface (15) protruding from the shaft neck, and a limiting space is formed between the first flange end surface (14) and the second flange end surface (15). The dual-electric drive reducer further includes an execution structure, which includes: A push plate (10), the push plate (10) is located in the limited space, and the push plate (10) abuts against the first flange end surface (14) and the second flange end surface (15); a fifth motor (300), the fifth motor (300) being connected to the push plate (10) via a camshaft (16); Wherein, when the fifth motor (300) drives the push plate (10) to rotate around its own axis, the push plate (10) can push the first connecting shaft (3) to move along its own axial direction, and simultaneously push the second connecting shaft (6) to move along its own axial direction; The first flange end face (14) and the second flange end face (15) are coaxially arranged, the push plate (10) is rhombus-shaped, and the push plate (10) has a long diagonal and a short diagonal. A first groove structure (17) is provided on the first flange end face (14), and a second groove structure is provided on the second flange end face (15). The first groove structure (17) and the second groove structure are arranged opposite to each other. The edge of the push plate (10) is located in both the first groove structure (17) and the second groove structure. When the motor drives the push plate (10) to rotate around its own axis, when the short diagonal coincides with the central axis of the first flange end face (14), the first tooth portion (7) and the second tooth portion engage. A first elastic member (100) is provided between one end of the first connecting shaft (3) located inside the first gear (1) and the inner cavity side wall of the first gear (1), and a second elastic member (200) is provided between one end of the second connecting shaft (6) located inside the second gear (4) and the inner cavity side wall of the second gear (4).

2. The dual electric drive reducer according to claim 1, characterized in that: The dual electric drive reducer includes: A first output shaft (8), wherein the outer surface of the first output shaft (8) is provided with a first external spline, the interior of the first connecting shaft (3) is provided with a first internal spline, the first internal spline and the first external spline are arranged to be meshed with each other, the first connecting shaft (3) is arranged to be movable relative to the first output shaft (8) along its own axial direction, and the first output shaft (8) is connected to a single-sided wheel close to the first gear (1).

3. The dual electric drive reducer according to claim 2, characterized in that: The dual electric drive reducer includes: A second output shaft (9), wherein the outer surface of the second output shaft (9) is provided with a second external spline, the interior of the second connecting shaft (6) is provided with a second internal spline (13), the second internal spline (13) and the second external spline are arranged to be meshed with each other, the second connecting shaft (6) is arranged to be movable relative to the second output shaft (9) along its own axial direction, and the second output shaft (9) is connected to a single-sided wheel close to the second gear (4).

4. The dual electric drive reducer according to claim 1, characterized in that: A thrust needle roller bearing is provided between the push plate (10) and the first connecting shaft (3).

5. A pure electric driving force system, including a dual electric drive reducer, characterized in that: There are two dual electric drive reducers, one of which is arranged on the front axle of the vehicle, and the other is arranged on the rear axle of the vehicle. The dual electric drive reducer is the dual electric drive reducer according to any one of claims 1 to 4.

6. A vehicle comprising a pure electric driving force system, characterized in that: The pure electric driving force system is the pure electric driving force system according to claim 5.

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