Electric drive system and vehicle

Abstract

The application provides an electric drive system and a car, and relates to the technical field of cars, and the electric drive system comprises a drive motor, an input shaft connected to the output end of the drive motor, an output shaft, a speed reduction mechanism arranged between the input shaft and the output shaft, and a stepless transmission mechanism arranged between the input shaft and the output shaft, wherein the speed reduction mechanism is in transmission connection or disconnection with the input shaft and the output shaft according to the rotating speed of the drive motor, and the stepless transmission mechanism is in transmission connection or disconnection with the input shaft and the output shaft according to the rotating speed of the drive motor. The application has simple structure and is reliable, and can simultaneously meet the requirements of electric drive cars on power performance, economy and smoothness.

Description

Technical Field

[0001] This invention relates to the field of automotive technology, and in particular to an electric drive system and an automobile. Background Technology

[0002] Multi-speed electric drive solutions paired with traditional transmissions suffer from poor compatibility. While automatic transmissions (AT) can handle higher torque, the torque converter reduces transmission efficiency. CVT transmissions cannot handle the high torque required for electric motor start-up. DCT transmissions suffer from shift shocks, resulting in a poor driving experience. Therefore, designing a dedicated electric motor transmission is an inevitable trend.

[0003] In existing technologies, two-speed gear transmission structures can, to some extent, bring the motor closer to its high-efficiency operating range. However, variations in motor torque can affect shifting time, leading to problems such as power interruption or shifting shock. Therefore, improvements are needed. Summary of the Invention

[0004] In view of the shortcomings of the prior art described above, the purpose of this invention is to provide an electric drive system and automobile to solve the technical problems such as power interruption or shift shock in the existing multi-speed electric drive systems.

[0005] To achieve the above and other related objectives, the present invention provides an electric drive system, comprising:

[0006] Drive motor;

[0007] The input shaft is connected to the output end of the drive motor;

[0008] The output shaft is arranged parallel to the input shaft;

[0009] A speed reduction mechanism is disposed between the input shaft and the output shaft; and

[0010] A continuously variable transmission mechanism is disposed between the input shaft and the output shaft;

[0011] The speed reduction mechanism is connected or disconnected from the input shaft and the output shaft according to the rotational speed of the drive motor, and the continuously variable transmission mechanism is connected or disconnected from the input shaft and the output shaft according to the rotational speed of the drive motor.

[0012] In one embodiment of the present invention, the deceleration mechanism includes:

[0013] An intermediate shaft is located between the input shaft and the output shaft;

[0014] A primary drive gear is rotatably connected to the input shaft;

[0015] A primary driven gear is connected to the intermediate shaft;

[0016] The secondary drive gear is rotatably connected to the intermediate shaft; and

[0017] The main reduction gear is connected to the output shaft;

[0018] The primary drive gear is connected to or disconnected from the input shaft according to the rotational speed of the drive motor, and the secondary drive gear is connected to or disconnected from the intermediate shaft according to the rotational speed of the drive motor.

[0019] In one embodiment of the present invention, the output shaft includes:

[0020] Differential;

[0021] The first half-shaft is connected to one end of the differential; and

[0022] The second half-shaft is connected to the other end of the differential.

[0023] In one embodiment of the present invention, the continuously variable transmission mechanism includes:

[0024] The active cone disk assembly is rotatably connected to the input shaft;

[0025] The main driver is connected to one side of the active cone disk assembly;

[0026] The driven cone disk assembly is rotatably connected to the output shaft;

[0027] A drive unit, connected to one side of the driven cone disk assembly, controls the assemblies of the driven cone disk assembly to close; and

[0028] A drive belt is used to drive the drive cone disc assembly and the driven cone disc assembly.

[0029] The active cone disk assembly is connected or disconnected from the input shaft according to the rotational speed of the drive motor, and the driven cone disk assembly is connected or disconnected from the output shaft according to the rotational speed of the drive motor.

[0030] In one embodiment of the present invention, the electric drive system further includes a first synchronizer, which is disposed on the input shaft and is either drivingly connected to the first-stage drive gear and the input shaft, or drivingly connected to the drive cone assembly and the input shaft.

[0031] In one embodiment of the present invention, the electric drive system further includes a second synchronizer, which is disposed on the intermediate shaft and is drively connected to the secondary drive gear and the intermediate shaft.

[0032] In one embodiment of the present invention, the electric drive system further includes a third synchronizer, which is disposed on the output shaft and is drively connected to the driven cone disk assembly and the output shaft.

[0033] In one embodiment of the present invention, when the speed of the drive motor is in the first range, the reduction mechanism is connected between the input shaft and the output shaft, and the continuously variable transmission mechanism is disconnected from the input shaft and the output shaft;

[0034] When the speed of the drive motor is in the second range, the reduction mechanism is connected between the input shaft and the output shaft, and the continuously variable transmission mechanism is disconnected from the input shaft and connected to the output shaft.

[0035] When the speed of the drive motor is in the third range, the reduction mechanism is disengaged from the input shaft and the output shaft, and the continuously variable transmission mechanism is connected between the input shaft and the output shaft.

[0036] Wherein, the rotational speed V∈[0, V1*K] in the first interval, V∈[V1*K, V1] in the second interval, and V∈[V1, ∞] in the third interval, where K is a proportionality coefficient and 0 <K<1。

[0037] In one embodiment of the present invention, when the speed of the drive motor is 0, the reduction mechanism is disconnected from the input shaft and the output shaft, and the continuously variable transmission mechanism is disconnected from the input shaft and the output shaft.

[0038] The present invention also provides an automobile including an electric drive system as described in any of the preceding claims.

[0039] As described above, the electric drive system and automobile of the present invention have the following beneficial effects: the present invention has a simple and reliable structure, uses gear transmission to withstand the large torque of the motor starting, and achieves continuous increase in output speed through chain-type continuously variable transmission, while keeping the motor in the high-efficiency working range to the maximum extent. The present invention can simultaneously meet the needs of electric drive automobiles for power, economy and smoothness. Attached Figure Description

[0040] Figure 1 The diagram shown is a structural schematic of an electric drive system provided by the present invention.

[0041] Figure 2 The diagram shows a schematic of the component connections of an electric drive system according to an embodiment of the present invention.

[0042] Figure 3 The diagram shows the state of the execution unit in low-speed mode according to an embodiment of the present invention.

[0043] Figure 4 The diagram shows the state of the execution unit in transition mode according to an embodiment of the present invention.

[0044] Figure 5 This is a schematic diagram of the state of the execution unit in high-speed mode according to an embodiment of the present invention.

[0045] Component designation explanation

[0046] 100. Drive motor; 110. Stator assembly; 120. Rotor assembly; 130. Motor shaft;

[0047] 200. Input axis;

[0048] 300, Output shaft; 310, Differential; 320, First half-shaft; 330, Second half-shaft;

[0049] 400. Reduction mechanism; 410. Intermediate shaft; 420. First-stage drive gear; 430. First-stage driven gear; 440. Second-stage drive gear; 450. Main reduction gear;

[0050] 500. Continuously variable transmission mechanism; 510. Driving cone disc assembly; 511. Driving fixed cone disc; 512. Driving movable cone disc; 520. Main driver; 530. Driven cone disc assembly; 531. Driven fixed cone disc; 532. Driven movable cone disc; 540. Driven driver; 550. Transmission belt;

[0051] 600, First synchronizer; 700, Second synchronizer; 800, Third synchronizer. Detailed Implementation

[0052] The following specific examples illustrate the implementation of the present invention. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be noted that, unless otherwise specified, the following embodiments and features can be combined with each other. It should also be understood that the terminology used in the embodiments of the present invention is for describing specific implementation schemes and not for limiting the scope of protection of the present invention. Test methods in the following embodiments that do not specify specific conditions are generally performed under conventional conditions or according to the conditions recommended by the respective manufacturers.

[0053] It should be understood that the structures, proportions, sizes, etc., illustrated in the accompanying drawings of this specification are merely for illustrative purposes to aid those skilled in the art and are not intended to limit the scope of the invention. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in proportions, or adjustments to size, without affecting the effectiveness and purpose of the invention, should still fall within the scope of the technical content disclosed in this invention. Furthermore, the terms such as "upper," "lower," "left," "right," "middle," and "one" used in this specification are merely for clarity and are not intended to limit the scope of the invention. Changes or adjustments to their relative relationships, without substantially altering the technical content, should also be considered within the scope of the invention.

[0054] Please see Figures 1 to 5 This invention provides an electric drive system and a vehicle, relating to the automotive field, enabling multi-speed electric drive systems. The invention employs gear transmission to withstand the large torque required for motor start-up, and utilizes a chain-type continuously variable transmission to continuously increase the output speed while maintaining the motor within its high-efficiency operating range. This simultaneously meets the power, economy, and smoothness requirements of electric drive vehicles. Detailed descriptions are provided below through specific embodiments.

[0055] Please see Figure 1 , Figure 1 The diagram shown illustrates the structure of an electric drive system provided by this invention. In one embodiment, the electric drive system may include: a drive motor 100, an input shaft 200, an output shaft 300, a reduction mechanism 400, and a continuously variable transmission (CVT) mechanism 500. The drive motor 100 may include a stator assembly 110, a rotor assembly 120, and a motor shaft 130. The rotor assembly 120 may be mounted on the motor shaft 130. The input shaft 200 is connected to the output end of the drive motor 100; specifically, the input shaft 200 may be connected to the motor shaft 130. A synchronous gear is provided on the input shaft 200. The output shaft 300 is arranged parallel to the input shaft 200. The output shaft 300 may be externally connected to the drive wheels of a vehicle to provide driving force to the vehicle. The reduction mechanism 400 is located between the input shaft 200 and the output shaft 300, and the CVT mechanism 500 is located between the input shaft 200 and the output shaft 300; that is, the CVT mechanism 500 and the reduction mechanism 400 are arranged in parallel. Both the reduction mechanism 400 and the continuously variable transmission mechanism 500 can transmit power. In this embodiment, the electric drive system can adjust the transmission connection or disconnection between the reduction mechanism 400 and the input shaft 200 and the output shaft 300, and adjust the transmission connection or disconnection between the continuously variable transmission mechanism 500 and the input shaft 200 and the output shaft 300, according to the rotational speed of the drive motor 100.

[0056] Please see Figure 2 , Figure 2This diagram illustrates the component connections of an electric drive system according to an embodiment of the present invention. In one embodiment, the output shaft 300 may include a differential 310, a first half-shaft 320, and a second half-shaft 330. The first half-shaft 320 and the second half-shaft 330 may be connected to the output ends on both sides of the differential 310, respectively. The output end of the reduction mechanism 400 may be driveably connected to the input end of the differential 310. The output end of the continuously variable transmission mechanism 500 may be driveably connected to or disengaged from the input end of the differential 310. In this embodiment, a synchronizing gear is provided at the input end of the differential 310.

[0057] Please see Figure 2 In one embodiment of the present invention, the reduction mechanism 400 may be a single-stage or multi-stage reduction gear set. The reduction mechanism 400 can reduce the high speed output by the drive motor 100 in one or more stages before transmitting it to the output shaft 300. In this embodiment, the reduction mechanism 400 is a two-stage reduction mechanism, which may include: an intermediate shaft 410, a first-stage driving gear 420, a first-stage driven gear 430, a second-stage driving gear 440, and a main reduction gear 450. The intermediate shaft 410 is disposed between the input shaft 200 and the output shaft 300, and is arranged parallel to both the input shaft 200 and the output shaft 300. A synchronizing gear may be provided on the intermediate shaft 410. The first-stage driving gear 420 is rotatably connected to the input shaft 200. The first-stage driven gear 430 is connected to the intermediate shaft 410, meaning that the first-stage driven gear 430 rotates synchronously with the intermediate shaft 410. The first-stage driving gear 420 and the first-stage driven gear 430 are meshed together. The secondary drive gear 440 is rotatably connected to the intermediate shaft 410. The primary reduction gear 450 is connected to the output shaft 300; specifically, the primary reduction gear 450 is connected to the input synchronization gear of the differential 310. The secondary drive gear 440 and the primary reduction gear 450 are meshed together.

[0058] Please see Figure 2In one embodiment of the present invention, the continuously variable transmission mechanism 500 may include: a driving cone disc assembly 510, a main driver 520, a driven cone disc assembly 530, a driven driver 540, and a transmission belt 550. The driving cone disc assembly 510 is rotatably connected to the input shaft 200. The main driver 520 is connected to one side of the driving cone disc assembly 510 and can be used to control the closing or opening of the driving cone disc assembly 510. The driven cone disc assembly 530 is rotatably mounted to the output shaft 300. The driven driver 540 is connected to one side of the driven cone disc assembly 530 and can be used to control the closing or opening of the driven cone disc assembly 530. The transmission belt 550 is driveably connected between the driving cone disc assembly 510 and the driven cone disc assembly 530. Depending on the rotational speed of the drive motor 100, the driving cone disc assembly 510 is driveably connected or disconnected from the input shaft 200, and the driven cone disc assembly 530 is driveably connected or disconnected from the output shaft 300. In this embodiment, the power transmission direction of the transmission belt 550 can be either from the active cone disc group 510 to the driven cone disc group 530, or from the driven cone disc group 530 to the active cone disc group 510.

[0059] Please see Figure 2 In one embodiment of the present invention, both the active cone disk assembly 510 and the driven cone disk assembly 530 are combined structures. The active cone disk assembly 510 may include an active fixed cone disk 511 and an active movable cone disk 512. The active fixed cone disk 511 is rotatably mounted on the input shaft 200, and its axial position relative to the input shaft 200 is fixed. The active movable cone disk 512 is rotatably mounted on the input shaft 200, and its axial position relative to the input shaft 200 is movable. A main driver 520 may be connected to one side of the active movable cone disk 512, and can be used to push the active movable cone disk 512 closer to or away from the active fixed cone disk 511. The driven cone disk assembly 530 may include a driven fixed cone disk 531 and a driven movable cone disk 532. The driven fixed cone disk 531 is rotatably mounted on the output shaft 300, and its axial position relative to the output shaft 300 is fixed. The driven movable cone disk 532 is rotatably mounted on the output shaft 300, and the driven movable cone disk 532 is movable relative to the axial direction of the output shaft 300. The driven driver 540 can be connected to one side of the driven movable cone disk 532, and can be used to push the driven fixed cone disk 531 closer to or further away from the driven movable cone disk 532. In this embodiment, the transmission ratio can be steplessly adjusted by cooperating and adjusting the main driver 520 and the driven driver 540.

[0060] Please see Figure 2In one embodiment of the present invention, the electric drive system further includes a first synchronizer 600. The first synchronizer 600 may be disposed on the input shaft 200. Specifically, the first synchronizer 600 may be sleeved on the synchronization gear of the input shaft 200, and the first synchronizer 600 may move along the axial direction of the input shaft 200. In this embodiment, the first synchronizer 600 has three position states: L position, R position, and S position. When the first synchronizer 600 is in the L position, that is, when the first synchronizer 600 is located near the first-stage drive gear 420, the first synchronizer 600 can drively connect the input shaft 200 and the first-stage drive gear 420. When the first synchronizer 600 is in the R position, that is, when the first synchronizer 600 is located near the drive cone disk group 510, the first synchronizer 600 can drively connect the input shaft 200 and the drive cone disk group 510. When the first synchronizer 600 is in the S position, that is, when the first synchronizer 600 is in the middle position between the first stage drive gear 420 and the drive cone disk group 510, the first synchronizer 600 can be simultaneously disengaged from the first stage drive gear 420 and the drive cone disk group 510.

[0061] Please see Figure 2 In one embodiment of the present invention, the electric drive system further includes a second synchronizer 700. The second synchronizer 700 may be disposed on the intermediate shaft 410. Specifically, the second synchronizer 700 may be sleeved on the synchronization gear of the intermediate shaft 410, and the second synchronizer 700 may move along the axial direction of the intermediate shaft 410. In this embodiment, the second synchronizer 700 has two position states: L position and S position. When the second synchronizer 700 is in the L position, that is, the second synchronizer 700 is located close to the secondary drive gear 440, at this time, the second synchronizer 700 can drively connect the secondary drive gear 440 and the intermediate shaft 410. When the second synchronizer 700 is in the S position, that is, the second synchronizer 700 is located away from the secondary drive gear 440, at this time, the second synchronizer 700 can disengage from the secondary drive gear 440.

[0062] Please see Figure 2, in an embodiment of the present invention, the electric drive system further includes a third synchronizer 800. The third synchronizer 800 can be disposed on the output shaft 300, and the third synchronizer 800 can move along the axial direction of the output shaft 300. In this embodiment, the third synchronizer 800 has two position states, namely the L position and the S position. When the third synchronizer 800 is in the L position, that is, the third synchronizer 800 is sleeved on the synchronizing gear of the differential 310. At this time, the third synchronizer 800 can be drivingly connected to the driven cone disk group 530 and the input end of the differential 310. When the third synchronizer 800 is in the S position, that is, the third synchronizer 800 is located at a position away from the synchronizing gear of the differential 310. At this time, the third synchronizer 800 can disconnect the driven cone disk group 530 from the input end of the differential 310.

[0063] Table 1 Working Mode Status Table of Electric Drive System

[0064]

[0065] Please refer to Table 1. Table 1 is the working mode status table of the electric drive system of the present invention. The present invention also provides a control method for the electric drive system, which can control the working states of each execution unit according to the real-time speed of the drive motor 100. For example, the position states of the first synchronizer 600, the second synchronizer 700, and the third synchronizer 800. In this embodiment, let the real-time speed of the drive motor 100 be V, and let V1 represent the speed of the drive motor 100 in the high-efficiency working area or the speed closest to the high-efficiency working area. When V = V1, the corresponding torque needs to be less than the maximum torque that the transmission belt 550 can withstand. Let V ∈ [0, V1*K] be the speed range of the low-speed mode, that is, the first range; V ∈ [V1*K, V1] be the speed range of the transition mode, that is, the second range; V ∈ [V1, ∞] be the speed range of the high-speed mode, that is, the third range; where K is a proportionality coefficient, and 0 < K < 1. K can be determined according to the actual calibration of the vehicle.

[0066] Please refer to Figure 3Table 1 shows that in one embodiment of the present invention, when the car is about to start, the first synchronizer 600 is in the L position, the second synchronizer 700 is in the L position, and the third synchronizer 800 is in the S position. At this time, the electric drive system is in low-speed mode. The low-speed mode can withstand the large torque output when the drive motor 100 starts. The output power path is from the rotor assembly 120 to the motor shaft 130, then sequentially through the input shaft 200, the first synchronizer 600, the first-stage drive gear 420, the first-stage driven gear 430, the intermediate shaft 410, the second synchronizer 700, the second-stage drive gear 440, the main reduction gear 450, the differential 310, and finally output by the first half-shaft 320 and the second half-shaft 330. When the speed V of the drive motor 100 is maintained in [0, V1*K], the electric drive system mode remains unchanged. When the speed V of the drive motor 100 drops to 0, the control ends. Figure 3 The dashed line in the low-to-medium speed mode represents the power transmission path.

[0067] Please see Figure 4 Table 1 shows that in one embodiment of the present invention, when the speed V of the drive motor 100 increases to [V1*K, V1], the first synchronizer 600 remains in the L position, the second synchronizer 700 remains in the L position, and the third synchronizer 800 is adjusted to the L position. At this time, the electric drive system is in transition mode. Since neither the active cone disc group 510 nor the driven cone disc group 530 is under load, the third synchronizer 800 can adjust its position without power interruption, i.e., engage to the left. The main power transmission path of the drive motor 100 is the same as in the low-speed mode, and the secondary power transmission path is from the differential 310 to the third synchronizer 800, and then sequentially through the driven cone disc group 530 and the transmission belt 550, driving the active cone disc group 510 to rotate. By cooperating with the main driver 520 and the driven driver 540 to adjust the transmission ratio of the transmission belt 550, the transmission ratio of the continuously variable transmission mechanism 500 and the reduction mechanism 400 are kept consistent. When the speed V of the drive motor 100 is maintained within [V1*K, V1], the electric drive system mode remains unchanged. When the speed V of the drive motor 100 drops to [0, V1*K], the electric drive system mode is adjusted to low-speed mode. Figure 4 The two dashed lines in the middle represent the primary and secondary power transmission paths of the transition mode, respectively.

[0068] Please see Figure 5Table 1 shows that in one embodiment of the present invention, when the speed V of the drive motor 100 increases to [V1, ∞], the first synchronizer 600 is adjusted to the R position, the second synchronizer 700 is adjusted to the S position, and the third synchronizer 800 remains in the L position, and the electric drive system is in high-speed mode. Since the transmission ratio of the continuously variable transmission mechanism 500 and the reduction mechanism 400 remains consistent during the transition mode, the speed of the active cone disk group 510 is the same as the speed of the input shaft 200. The first synchronizer 600 can adjust its position without power interruption, i.e., engage to the right. At this time, the power transmission path of the drive motor 100 is from the rotor assembly 120 to the motor shaft 130, then sequentially through the input shaft 200, the first synchronizer 600, the active cone disk group 510, the transmission belt 550, the driven cone disk group 530, the third synchronizer 800, the differential 310, and finally output by the first half-shaft 320 and the second half-shaft 330. At this time, the speed V of the drive motor 100 is maintained in the high-efficiency operating range or near the high-efficiency operating range, and the speed adjustment needs are met by the transmission ratio of the main driver 520 and the driven driver 540 in conjunction with the transmission belt 550. When the speed V is maintained above V1, the electric drive system mode remains unchanged. When the speed V drops to [V1*K, V1], the electric drive system mode is adjusted to the transition mode. When the motor speed V drops to [0, V1*K], the electric drive system mode is adjusted to the low-speed mode. Figure 5 The dashed line in the medium-to-high speed mode represents the power transmission path.

[0069] Please see Figure 2 Table 1 shows that, in one embodiment of the present invention, the control method for the electric drive system provided by the present invention further includes a disengagement mode. In this embodiment, the first synchronizer 600, the second synchronizer 700, and the third synchronizer 800 are all set to the S position. At this time, the electric drive system can form a traction coupling with other drive systems. For example, in single-motor drive mode, the electric drive system of the present invention can maintain the disengagement mode to prevent loss of vehicle power and economy due to reverse drag.

[0070] The present invention also provides an automobile, which may include a vehicle body, an electric drive system, and a battery. The electric drive system may be disposed at the front axle and / or the rear axle of the vehicle body, and the electric drive system is electrically connected to the battery to drive the vehicle body. The electric drive system may be the electric drive system described in any of the above embodiments.

[0071] In summary, this invention provides an electric drive system and a vehicle, relating to the field of automotive technology. Addressing the problem that existing electric drive systems cannot meet the speed requirements of high-speed vehicle operation and suffer from high energy consumption at high speeds, this invention provides a multi-mode continuously variable transmission (CVT) structure. This invention maintains the motor operating within its efficient operating range while increasing the peak speed of the electric drive system, thereby improving the vehicle's power and fuel economy. Furthermore, addressing the problem that existing traditional chain drive structures struggle to transmit large torques, and that multi-gear structures suffer from power interruption during shifting leading to shock, this invention provides a power-interruption-free gear-coupled chain drive system that can withstand low-speed, high-torque shifts without shock. Therefore, this invention effectively overcomes the various shortcomings of existing technologies and possesses high industrial applicability.

[0072] The above embodiments are merely illustrative of the principles and effects of the present invention and are not intended to limit the invention. Any person skilled in the art can modify or alter the above embodiments without departing from the spirit and scope of the present invention. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in the present invention should still be covered by the claims of the present invention.

Claims

1. An electric drive system, characterized in that, include: Drive motor; The input shaft is connected to the output end of the drive motor; The output shaft is arranged parallel to the input shaft; A speed reduction mechanism is disposed between the input shaft and the output shaft; as well as A continuously variable transmission mechanism is disposed between the input shaft and the output shaft, wherein the continuously variable transmission mechanism includes: a driving cone disk assembly, which is rotatably connected to the input shaft; The speed reduction mechanism is connected or disconnected from the input shaft and the output shaft according to the rotational speed of the drive motor, and the continuously variable transmission mechanism is connected or disconnected from the input shaft and the output shaft according to the rotational speed of the drive motor. When the speed of the drive motor is in the first range, the reduction mechanism is connected between the input shaft and the output shaft, and the continuously variable transmission mechanism is disconnected from the input shaft and the output shaft. When the speed of the drive motor is in the second range, the reduction mechanism is connected between the input shaft and the output shaft, and the continuously variable transmission mechanism is disconnected from the input shaft and connected to the output shaft. When the speed of the drive motor is in the third range, the reduction mechanism is disengaged from the input shaft and the output shaft, and the continuously variable transmission mechanism is connected between the input shaft and the output shaft. Wherein, the rotational speed V in the first interval is [0, V1*K], the rotational speed V in the second interval is [v1*K, V1], and the rotational speed V in the third interval is [V1, ∞]. V1 is the high-efficiency operating speed of the drive motor or the speed closest to the high-efficiency operating speed, and K is the proportional coefficient, and 0 ≤ V1 ≤ K ≤ ∞. <K<1。 2. The electric drive system according to claim 1, characterized in that, The deceleration mechanism includes: An intermediate shaft is located between the input shaft and the output shaft; A primary drive gear is rotatably connected to the input shaft; A primary driven gear is connected to the intermediate shaft; The secondary drive gear is rotatably connected to the intermediate shaft; and The main reduction gear is connected to the output shaft; The primary drive gear is connected to or disconnected from the input shaft according to the rotational speed of the drive motor, and the secondary drive gear is connected to or disconnected from the intermediate shaft according to the rotational speed of the drive motor.

3. The electric drive system according to claim 1, characterized in that, The output shaft includes: Differential; The first half-shaft is connected to one end of the differential; and The second half-shaft is connected to the other end of the differential.

4. The electric drive system according to claim 2, characterized in that, The continuously variable transmission mechanism also includes: The main driver is connected to one side of the active cone disk assembly; The driven cone disk assembly is rotatably connected to the output shaft; A drive unit, connected to one side of the driven cone disk assembly, controls the assemblies of the driven cone disk assembly to close; and A drive belt is used to drive the drive cone disc assembly and the driven cone disc assembly. The active cone disk assembly is connected or disconnected from the input shaft according to the rotational speed of the drive motor, and the driven cone disk assembly is connected or disconnected from the output shaft according to the rotational speed of the drive motor.

5. The electric drive system according to claim 4, characterized in that, The electric drive system further includes a first synchronizer, which is disposed on the input shaft. The first synchronizer is drivingly connected to the first-stage drive gear and the input shaft, or drivingly connected to the drive cone disk assembly and the input shaft.

6. The electric drive system according to claim 2, characterized in that, The electric drive system also includes a second synchronizer, which is located on the intermediate shaft and is connected to the secondary drive gear and the intermediate shaft.

7. The electric drive system according to claim 4, characterized in that, The electric drive system also includes a third synchronizer, which is located on the output shaft and is drivingly connected to the driven cone disk assembly and the output shaft.

8. The electric drive system according to claim 1, characterized in that, When the speed of the drive motor is 0, the reduction mechanism is disconnected from the input shaft and the output shaft, and the continuously variable transmission mechanism is disconnected from the input shaft and the output shaft.

9. A car, characterized in that, Includes the electric drive system as described in any one of claims 1 to 8.

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