Distributed electric drive axle assembly

Abstract

The invention discloses a distributed electric drive axle assembly, which relates to the technical field of electric drive axles, and comprises a first wheel, a second wheel, a first drive system, a second drive system, a first disengagement mechanism, a second disengagement mechanism and a third disengagement mechanism, the first driving system comprises a first motor, a first speed reducing mechanism and a first half shaft; the second driving mechanism comprises a second motor, a second speed reducing mechanism and a second half shaft; the first disengaging mechanism, the second disengaging mechanism and the third disengaging mechanism all have an open state and a closed state, the first disengaging mechanism is arranged on the first half shaft, the second disengaging mechanism is arranged on the second half shaft, and the third disengaging mechanism is arranged on the connecting shaft between the first speed reducing mechanism and the second speed reducing mechanism. Through mutual cooperation of the first disengaging mechanism, the second disengaging mechanism and the third disengaging mechanism, the working mode of the electric drive axle assembly can be flexibly adjusted according to different working conditions, so that the electric drive axle assembly adapts to different working scenes, and the use efficiency of the electric drive axle assembly is effectively improved.

Description

Technical Field

[0001] The present invention relates to the technical field of electric drive axles, and in particular to a distributed electric drive axle assembly. Background Art

[0002] A distributed drive system refers to a drive system that drives different wheels through independent drive motors. The torques output by the drive motors in this drive system will not be coupled with each other. The torques output by each drive motor can be independently controlled according to the driving force requirements of each wheel. The vehicle's differential steering can also be achieved by controlling the different speeds of the wheels.

[0003] A Chinese patent with publication number CN117284069A discloses a distributed drive system and drive assembly for a vehicle, wherein the distributed drive system includes a first drive system and a second drive system, wherein a first drive motor of the first drive system drives a second wheel of the vehicle to rotate via a first transmission assembly; and a second drive motor of the second drive system drives a first wheel of the vehicle to rotate via a second transmission assembly.

[0004] The patent provides a connecting shaft between the first drive system and the second drive system, and a connecting structure capable of switching between the first state and the second state is provided on the connecting shaft, through which the decoupling or coupling state between the first drive system and the second drive system can be flexibly realized, thereby improving the vehicle's ability to escape from difficulties or realizing the limp state of the vehicle. However, since the drive system is only provided with one connecting structure, the functions that can be realized are limited and it cannot be applied to more working conditions, and there is still room for improvement.

[0005] In addition, the first drive system and the second drive system in the patent are arranged in a central symmetrical manner, which can save layout space to a certain extent. However, in the patent, the output end of the first transmission component is close to the second wheel side, and the output end of the second transmission component is close to the first wheel side, which requires the first drive system and the second drive system to occupy a certain space respectively, resulting in the distributed drive system still having a large radial size and occupying more chassis space. Summary of the invention

[0006] The present invention provides a distributed electric drive axle assembly, the main purpose of which is to solve the problems existing in the prior art.

[0007] The present invention adopts the following technical solution: A distributed electric drive axle assembly includes a first wheel, a second wheel, a first drive system, a second drive system, a first disengagement mechanism, a second disengagement mechanism, and a third disengagement mechanism; The first driving system includes a first motor and a first reduction mechanism, the first motor is drivingly connected to the first reduction mechanism, and the first reduction mechanism is connected to the first wheel through a first half shaft; The second driving mechanism includes a second motor and a second reduction mechanism, the second motor is drivingly connected to the second reduction mechanism, the second reduction mechanism is connected to the first wheel through a second half shaft, and is connected to the first reduction mechanism through a connecting shaft; The first disengaging mechanism, the second disengaging mechanism and the third disengaging mechanism all have two states, namely, open and closed. The first disengaging mechanism is arranged on the first half shaft, the second disengaging mechanism is arranged on the second half shaft, and the third disengaging mechanism is arranged on the connecting shaft.

[0008] Further, the first reduction mechanism comprises a left primary reduction mechanism and a left secondary reduction mechanism, the left primary reduction mechanism is connected to the left secondary reduction mechanism via a hollow primary shaft, and the left secondary reduction mechanism is connected to the first wheel via a first half shaft penetrating through the hollow primary shaft; The second reduction mechanism includes a right primary reduction mechanism and a right secondary reduction mechanism. The right primary reduction mechanism is connected to the right secondary reduction mechanism through a hollow second shaft, and the right secondary reduction mechanism is connected to the second wheel through a second half shaft passing through the hollow second shaft.

[0009] Furthermore, the left primary reduction mechanism and the right primary reduction mechanism are both two-stage parallel shaft reduction mechanisms.

[0010] Furthermore, the left two-stage reduction mechanism is a left planetary gear reduction mechanism, and the right two-stage reduction mechanism is a right planetary gear reduction mechanism.

[0011] Furthermore, when the vehicle is in a normal forward driving condition, the third disengagement mechanism is automatically disconnected, thereby realizing the distributed drive of the vehicle; under this condition, the working mode of the first disengagement mechanism and the second disengagement mechanism is as follows: (1) If the rotation speed of the first half-shaft is equal to the rotation speed of the first wheel, or the rotation speed of the first half-shaft is higher than the rotation speed of the first wheel, the first disengagement mechanism is automatically closed; if the rotation speed of the first wheel is higher than the rotation speed of the first half-shaft, the first disengagement mechanism is automatically opened; (2) If the rotation speed of the second half-shaft is equal to the rotation speed of the second wheel, or the rotation speed of the second half-shaft is higher than the rotation speed of the second wheel, the second disengagement mechanism automatically closes; if the rotation speed of the second wheel is higher than the rotation speed of the second half-shaft, the second disengagement mechanism automatically opens.

[0012] Furthermore, the first disengagement mechanism and the second disengagement mechanism also include the following working mode: (3) when the power battery of the vehicle is fully charged and there is no need to recover braking energy, the first disengagement mechanism and the second disengagement mechanism are automatically disconnected.

[0013] Furthermore, when the vehicle is in a climbing condition and the first wheel and the second wheel need to be locked synchronously, the first disengagement mechanism, the second disengagement mechanism and the third disengagement mechanism are all automatically closed.

[0014] Furthermore, when the vehicle is in a single motor failure condition, the failed motor is turned off, and the first, second and third disengagement mechanisms are controlled to close automatically, thereby utilizing the non-faulty motor to drive the first and second wheels to rotate.

[0015] Furthermore, when the vehicle is in a working condition where the output power of a single motor can meet the driving needs of the entire vehicle, the other motor is turned off, and the first disengagement mechanism, the second disengagement mechanism and the third disengagement mechanism are controlled to close automatically, thereby using a single motor to drive the first wheel and the second wheel to rotate.

[0016] Furthermore, when the vehicle is in a wheel slipping condition, if the first wheel slips, the first disengagement mechanism is disconnected, and the second disengagement mechanism and the third disengagement mechanism are closed, so that the first motor and the second motor can simultaneously drive the second wheel to rotate, thereby achieving the vehicle's escape; if the second wheel slips, the second disengagement mechanism is disconnected, and the first disengagement mechanism and the third disengagement mechanism are closed, so that the first motor and the second motor can simultaneously drive the first wheel to rotate, thereby achieving the vehicle's escape.

[0017] Compared with the prior art, the present invention has the following beneficial effects: 1. The present invention is provided with a first disengaging mechanism and a second disengaging mechanism on the first half-axle and the second half-axle, respectively. The first disengaging mechanism and the second disengaging mechanism can flexibly realize the connection or disconnection between the first wheel and the first drive system, and between the second wheel and the second drive system, respectively, so that the vehicle can easily cope with various scenarios such as normal driving conditions, passive driving conditions and power battery fully charged conditions, thereby ensuring that the drive system can accurately realize power transmission under normal driving conditions, avoid mechanical friction loss under passive driving conditions, reduce drag and oil stirring losses, and can be cut off in time when the power battery is fully charged to avoid overcharging, thereby improving the safety and reliability of the electric drive axle assembly.

[0018] 2. The present invention is provided with a connecting shaft between the first drive system and the second drive system, and is provided with a third disengaging mechanism with a clutch function. The third disengaging mechanism can flexibly realize the decoupling or coupling of the output torques of the two motors. Through the mutual cooperation of the first disengaging mechanism, the second disengaging mechanism and the third disengaging mechanism, the electric drive axle assembly can flexibly adjust the working mode according to different working conditions, thereby adapting to different working scenes and effectively improving the use efficiency of the electric drive axle assembly.

[0019] 2. The present invention arranges the left secondary reduction mechanism on the side away from the first wheel, and realizes the power transmission between the left secondary reduction mechanism and the first wheel through the first half-shaft running through the hollow first shaft. At the same time, the right secondary reduction mechanism is arranged on the side away from the second wheel, and realizes the power transmission between the right secondary reduction mechanism and the second wheel through the second half-shaft running through the hollow second shaft. Therefore, the structure of the electric drive axle assembly is fully optimized, so that it has the advantages of simple transmission configuration, compact structure, small chassis space, high transmission stability, etc., which effectively overcomes the defects of the prior art. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 It is a schematic diagram of the structure of the present invention.

[0021] Figure 2 It is a schematic diagram of the power transmission path of the vehicle under normal driving conditions in the present invention.

[0022] Figure 3 It is a schematic diagram of the power transmission path when the vehicle is in passive driving or the power battery is fully charged in the present invention.

[0023] Figure 4 It is a schematic diagram of the power transmission path of the vehicle in the climbing condition in the present invention.

[0024] Figure 5 It is a schematic diagram of the power transmission path of the vehicle under the single motor failure condition in the present invention.

[0025] Figure 6 It is a schematic diagram of the power transmission path of the vehicle in the present invention under the working condition that the output power of a single motor can meet the driving requirements of the entire vehicle.

[0026] In the figure: 100-first wheel; 200-second wheel; 300-first drive system; 310-first motor; 320-left primary reduction mechanism; 321-left primary driving gear; 322-left primary driven gear; 323-left secondary driving gear; 324-left secondary driven gear; 330-left secondary reduction mechanism; 331-left sun gear; 332-left planetary gear; 333-left planetary carrier; 334-left ring gear; 340-hollow primary shaft; 350-first half shaft; 400-second drive system ; 410-second motor; 420-right primary reduction mechanism; 421-right primary driving gear; 422-right primary driven gear; 423-right secondary driving gear; 424-right secondary driven gear; 430-right secondary reduction mechanism; 431-right sun gear; 432-right planetary gear; 433-right planetary carrier; 434-right ring gear; 440-hollow second shaft; 450-second half shaft; 500-first disengagement mechanism; 600-second disengagement mechanism; 700-third disengagement mechanism; 710-connecting shaft. DETAILED DESCRIPTION

[0027] The specific implementation of the present invention is described below with reference to the accompanying drawings. In order to fully understand the present invention, many details are described below, but for those skilled in the art, the present invention can be implemented without these details.

[0028] like Figure 1 As shown, the present invention discloses a distributed electric drive axle assembly, which can be applied to a variety of vehicle models, such as 6X4 chassis models, etc. As a preferred solution, this embodiment applies the electric drive axle assembly to a trunk logistics vehicle of a 6X4 chassis model, thereby describing its structure in detail.

[0029] like Figure 1 As shown, the electric drive axle assembly includes a first wheel 100, a second wheel 200, a first drive system 300 and a second drive system 400, wherein the first wheel 100 and the second wheel 200 are respectively located on both sides of the same drive axle; the first drive system 300 includes a first motor 310 and a first reduction mechanism, and the first motor 310 drives the first wheel 100 to rotate through the first reduction mechanism; the second drive system 400 includes a second motor 410 and a second reduction mechanism, and the second motor 410 drives the second wheel 200 to rotate through the second reduction mechanism. In this embodiment, the mechanical differential mechanism of the transmission is eliminated, and the rotation of the first wheel 100 and the second wheel 200 can be directly controlled by the first drive system 300 and the second drive system 400, respectively. The speed of the first motor 310 and the second motor 410 can be further controlled by the motor controller, so that the two wheels rotate at different speeds or torques, the speed and torque control accuracy is high, the power transmission path is short, and the mechanical efficiency is higher.

[0030] like Figure 1 As shown, in order to save layout space, the first drive system 300 and the second drive system 400 in this embodiment are arranged in a centrally symmetrical manner, and the output shafts of the first motor 310 and the second motor 410 are on the same axis.

[0031] like Figure 1As shown, specifically, the first reduction mechanism includes a left primary reduction mechanism 320 and a left secondary reduction mechanism 330, the left primary reduction mechanism 320 is connected to the left secondary reduction mechanism 330 through a hollow primary shaft 340, and the left secondary reduction mechanism 330 is connected to the first wheel 100 through a first half shaft 350 that runs through the hollow primary shaft 340. Similarly, the second reduction mechanism includes a right primary reduction mechanism 420 and a right secondary reduction mechanism 430, the right primary reduction mechanism 420 is connected to the right secondary reduction mechanism 430 through a hollow secondary shaft 440, and the right secondary reduction mechanism 430 is connected to the second wheel 200 through a second half shaft 450 that runs through the hollow secondary shaft 440. The present invention arranges the left secondary reduction mechanism 330 on the side away from the first wheel 100, and realizes the power transmission between the left secondary reduction mechanism 330 and the first wheel 100 through the first half shaft 350 running through the hollow first shaft 340. At the same time, the right secondary reduction mechanism 430 is arranged on the side away from the second wheel 200, and realizes the power transmission between the right secondary reduction mechanism 430 and the second wheel 200 through the second half shaft 450 running through the hollow second shaft 440. Therefore, the structure of the electric drive axle assembly is fully optimized, so that it has the advantages of simple transmission configuration, compact structure, small chassis space, high transmission stability, etc., and effectively overcomes the defects of the prior art.

[0032] like Figure 1 As shown, preferably, the left primary reduction mechanism 320 is a two-stage parallel shaft reduction mechanism. The left primary reduction mechanism 320 includes a left primary gear pair and a left secondary gear pair connected to each other, the input end of the left primary gear pair is connected to the first motor 310, and the output end of the left secondary gear pair is provided with a hollow first shaft 340. Specifically, the left primary gear pair includes a left primary driving gear 321 and a left primary driven gear 322, and the left secondary gear pair includes a left secondary driving gear 323 and a left secondary driven gear 324. The output shaft of the first motor 310 is internally splined with the left primary driving gear 321, and the left primary driving gear 321 is meshed with the left primary driven gear 322 as spur gears or helical gears, and drives the left primary driven gear 322, thereby constituting a first-stage parallel axis reduction; the left secondary driving gear 323 is connected with the left primary driven gear 322, and the left primary driven gear 322 drives the left secondary driving gear 323 to rotate; the left secondary driving gear 323 is meshed with the left secondary driven gear 324 as spur gears or helical gears, and drives the left secondary driven gear 324 to rotate, thereby constituting a second-stage parallel axis reduction; the left secondary driven gear 324 is connected to the left secondary reduction mechanism 330 through a hollow primary shaft 340, and drives the left secondary reduction mechanism 330 to operate.

[0033] like Figure 1As shown, similarly, the right primary reduction mechanism 420 is also a two-stage parallel shaft reduction mechanism. The right primary reduction mechanism 420 includes a right primary gear pair and a right secondary gear pair connected to each other, the input end of the right primary gear pair is connected to the second motor 410, and the output end of the right secondary gear pair is provided with a hollow second shaft 440. Specifically, the right primary reduction mechanism 420 includes a right primary gear pair and a right secondary gear pair connected to each other, the input end of the right primary gear pair is connected to the second motor 410, and the output end of the right secondary gear pair is provided with a hollow second shaft 440. Specifically, the right primary gear pair includes a right primary driving gear 421 and a right primary driven gear 422, and the right secondary gear pair includes a right secondary driving gear 423 and a right secondary driven gear 424. The second motor 410 is internally splined with the right primary driving gear 421, and the right primary driving gear 421 is meshed with the right primary driven gear 422 as spur gears or helical gears, and drives the right primary driven gear 422, thereby constituting a first-stage parallel shaft reduction; the right secondary driving gear 423 is connected with the right primary driven gear 422, and the right primary driven gear 422 drives the right secondary driving gear 423 to rotate; the right secondary driving gear 423 is meshed with the right secondary driven gear 424 as spur gears or helical gears, and drives the right secondary driven gear 424 to rotate, thereby constituting a second-stage parallel shaft reduction; the right secondary driven gear 424 is connected to the right secondary reduction mechanism 430 through the hollow second shaft 440, and drives the right secondary reduction mechanism 430 to operate.

[0034] like Figure 1 As shown, in this embodiment, the numbers of teeth of the left primary driving gear 321 and the left primary driven gear 322, the left secondary driving gear 323 and the left secondary driven gear 324, the right primary driving gear 421 and the right primary driven gear 422, and the right secondary driving gear 423 and the right secondary driven gear 424 are mutually prime, thereby preventing a certain gear from repeatedly meshing, averaging the meshing wear of the gears of the entire gear reduction mechanism, and thus increasing the service life of the reducer.

[0035] like Figure 1As shown, preferably, the left secondary reduction mechanism 330 is a left planetary gear reduction mechanism. Specifically, the left planetary gear reduction mechanism includes a left sun gear 331, a left planetary gear 332, a left planetary carrier 333 and a left ring gear 334 that cooperate with each other, wherein the left planetary gear 332 can be set to 3 or more according to the gear bearing capacity. The left secondary driven gear 324 is connected to the left sun gear 331 through a hollow shaft 340, and drives the left sun gear 331 to rotate; the left ring gear 334 is rigidly connected to the bridge housing through bolts; the left sun gear 331 drives the left planetary gear 332 to rotate, the left planetary gear 332 is pin-connected to the left planetary gear 332, the pin of the left planetary gear 332 drives the left planetary carrier 333 to rotate, the left planetary carrier 333 is spline-connected to the first half shaft 350, the left planetary carrier 333 drives the first half shaft 350 to rotate, and the first half shaft 350 is connected to the wheel end to drive the first wheel 100 to rotate.

[0036] like Figure 1 As shown, preferably, the right secondary reduction mechanism 430 is a right planetary gear reduction mechanism. Specifically, the right planetary gear reduction mechanism includes a right sun gear 431, a right planetary gear 432, a right planetary carrier 433 and a right ring gear 434 that cooperate with each other, wherein the right planetary gear 432 can be set to 3 or more according to the gear bearing capacity. The right secondary driven gear 424 is connected to the right sun gear 431 through a hollow second shaft 440, and drives the right sun gear 431 to rotate; the right ring gear 434 is rigidly connected to the bridge housing through bolts; the right sun gear 431 drives the right planetary gear 432 to rotate, the right planetary gear 432 is pin-connected to the right planetary gear 432, the right planetary gear 432 pin drives the right planetary carrier 433 to rotate, the right planetary carrier 433 is spline-connected to the second half shaft 450, the right planetary carrier 433 drives the second half shaft 450 to rotate, and the second half shaft 450 is connected to the wheel end to drive the second wheel 200 to rotate.

[0037] like Figure 1 As shown, in actual applications, the first motor 310 and the second motor 410 do not necessarily have the same power characteristics, or the same size and weight. Using motors with the same power characteristics, or the same size or the same weight is only a feasible special embodiment.

[0038] like Figure 1 As shown, in this embodiment, the first drive system 300 and the second drive system 400 are both provided with an integral cast bridge housing, so the structure is more compact, the lightness level is higher, and the common cavity lubrication and cooling of the motor and the reduction mechanism can be further realized. Since the first drive system 300 and the second drive system 400 are arranged in a centrally symmetrical manner, the overall centroid coordinates of the electric drive bridge are closer to the axis, which can further reduce the impact load on the electric drive bridge caused by road excitation and extend the service life of the electric drive bridge.

[0039] like Figure 1 As shown, the first motor 310 and the second motor 410 in the present invention are both permanent magnet synchronous motors. The rotors of the permanent magnet synchronous motors generate electricity when actively rotating, thereby charging the power battery of the vehicle, thereby realizing braking energy recovery and reducing the power consumption of the vehicle.

[0040] like Figure 1 As shown, the shift mechanism of the vehicle is a prior art, such as the AMT shift mode of a passenger car. However, due to the common characteristics of heavy-duty logistics vehicles such as trunk logistics vehicles, such as large weight and large torque, there are often obvious shifting frustrations, shifting failures or gear-playing phenomena when matching the existing shift mechanism. Therefore, the present embodiment cancels the shift mechanism and adopts a direct drive method to directly drive the wheels to rotate through the motor, thereby adjusting and accurately controlling the wheel speed and torque in real time, thereby avoiding many problems existing in the use of a shift mechanism. However, under some special working conditions, such as when the vehicle is in a passive driving state such as a long downhill or gliding, the speed of the wheel end will be greater than the speed of the motor, resulting in mechanical friction loss in the power transmission assembly between the wheel and the motor, and then dragging and oil stirring losses, affecting the vehicle's forward power. In order to solve this problem, the present embodiment provides a first disengaging mechanism 500 and a second disengaging mechanism 600 with a clutch function. The first disengaging mechanism 500 is arranged in the middle section of the first half-shaft 350, and the second disengaging mechanism 600 is arranged in the middle section of the second half-shaft 450. The first disengaging mechanism 500 can flexibly realize the connection or disconnection between the first wheel 100 and the first drive system 300, and the second disengaging mechanism 600 can flexibly realize the connection or disconnection between the second wheel 200 and the second drive system 400.

[0041] like Figure 1 As shown, although the main advantage of the distributed drive system is that the torque output by each motor will not be coupled with each other, the torque output by each motor can be independently controlled according to the driving force requirements of each wheel, and the differential steering of the vehicle can be achieved by controlling the different speeds of the wheels. However, in some special working conditions, such as when a single motor fails or a single-side wheel slips, in order to improve the coping ability of the distributed electric drive bridge, it is still necessary to couple the torque output by the two motors to achieve power transmission between the two drive systems. To this end, in this embodiment, a connecting shaft 710 is provided between the first reduction mechanism and the second reduction mechanism, and a third disengaging mechanism 700 with a clutch function is provided on the connecting shaft 710. To be precise, the two ends of the connecting shaft 710 are respectively connected to the left planetary carrier 333 and the right planetary carrier 433, so the connection or disconnection between the first drive system 300 and the second drive system 400 can be flexibly achieved through the third disengaging mechanism 700.

[0042] like Figures 2 to 6As shown, through the cooperation of the above three disengagement mechanisms, the electric drive axle assembly can flexibly adjust the working mode according to different working conditions, thereby improving the use efficiency of the electric drive axle assembly. The following describes the specific working principles of each disengagement mechanism under different working conditions of the vehicle: 1. When the vehicle is in a normal forward driving condition, the third disengagement mechanism 700 is automatically disconnected, and the first drive system 300 and the second drive system 400 cannot transmit torque to each other through the connecting shaft 710, that is, the torque of the first drive system 300 and the second drive system 400 is in a decoupled state, thereby realizing the distributed drive of the vehicle. Under this condition, the working mode of the first disengagement mechanism 500 and the second disengagement mechanism 600 is as follows: (1) If the rotation speed of the first half shaft 350 is equal to the rotation speed of the first wheel 100, or the rotation speed of the first half shaft 350 is higher than the rotation speed of the first wheel 100, the first disengagement mechanism 500 is automatically closed, thereby ensuring that the driving force of the first motor 310 is evenly transmitted to the first wheel 100. Under this condition, the power transmission path of the first drive system 300 is as follows: Figure 2 As shown; if the speed of the first wheel 100 is higher than the speed of the first half shaft 350, the first disengagement mechanism 500 is automatically disconnected, thereby avoiding the speed difference between the first motor 310 and the first half shaft 350 causing mechanical friction loss or drag and other phenomena that affect the forward power of the vehicle. The power transmission path of the first drive system 300 under this condition is as follows Figure 3 shown.

[0043] (2) If the rotation speed of the second half shaft 450 is equal to the rotation speed of the second wheel 200, or the rotation speed of the second half shaft 450 is higher than the rotation speed of the second wheel 200, the second disengagement mechanism 600 is automatically closed, thereby ensuring that the driving force of the second motor 410 is evenly transmitted to the second wheel 200. The power transmission path of the second drive system 400 under this condition is as follows: Figure 2 As shown; if the speed of the second wheel 200 is higher than the speed of the second half shaft 450, the second disengagement mechanism 600 is automatically disconnected, thereby avoiding the speed difference between the second motor 410 and the second half shaft 450 causing mechanical friction loss or drag and affecting the forward power of the vehicle. The power transmission path of the second drive system 400 under this condition is as follows Figure 3 shown.

[0044] (3) When the vehicle's power battery is fully charged and braking energy recovery is not required, the first disengagement mechanism 500 and the second disengagement mechanism 600 are automatically disconnected, thereby interrupting energy collection and preventing the power battery from being overcharged. The power transmission path of the electric drive axle assembly under this condition is as follows: Figure 3 shown.

[0045] 2. When the vehicle is in a climbing condition and the first wheel 100 and the second wheel 200 need to be locked synchronously, the first disengagement mechanism 500, the second disengagement mechanism 600 and the third disengagement mechanism 700 are automatically closed, so that the first drive system 300 and the second drive system 400 can transmit torque to each other through the connecting shaft 710, thereby coupling and evenly transmitting the torque output by the first motor 310 and the second motor 410 to the first wheel 100 and the second wheel 200, so that the first wheel 100 and the second wheel 200 are in a synchronous driving state. The power transmission path of the electric drive axle assembly under this condition is as follows: Figure 4 shown.

[0046] 3. When the vehicle is in a single motor failure condition, the faulty motor is turned off, and the first disengagement mechanism 500, the second disengagement mechanism 600 and the third disengagement mechanism 700 are controlled to close automatically, so that the first wheel 100 and the second wheel 200 are driven to rotate by the fault-free motor, thereby making the distributed electric drive axle assembly have a safety redundancy effect. Specifically, if the first motor 310 fails, the first motor 310 is turned off, and the first disengagement mechanism 500, the second disengagement mechanism 600 and the third disengagement mechanism 700 are controlled to be automatically closed, so that the torque of the second motor 410 is transmitted to the first drive system 300 and the second drive system 400, thereby driving the first wheel 100 and the second wheel 200 to rotate; if the second motor 410 fails, the second motor 410 is turned off, and the first disengagement mechanism 500, the second disengagement mechanism 600 and the third disengagement mechanism 700 are controlled to be automatically closed, so that the torque of the first motor 310 is transmitted to the first drive system 200 and the second drive system 300, thereby driving the first wheel 100 and the second wheel 200 to rotate. The power transmission path of the electric drive axle assembly under this working condition is as follows: Figure 5 shown.

[0047] 4. When the vehicle is in a condition where the output power of a single motor can meet the driving needs of the whole vehicle, turn off the other motor, and control the first disengagement mechanism 500, the second disengagement mechanism 600 and the third disengagement mechanism 700 to automatically close, so as to use a single motor to drive the first wheel 100 and the second wheel 200 to rotate. Specifically, if the output power of the first motor 310 can meet the driving needs of the whole vehicle, turn off the second motor 410, and control the first disengagement mechanism 500, the second disengagement mechanism 600 and the third disengagement mechanism 700 to automatically close, so as to transmit the torque of the first motor 310 to the first drive system 300 and the second drive system 400, thereby driving the first wheel 100 and the second wheel 200 to rotate. The power transmission path of the electric drive axle assembly under this condition is as follows: Figure 5As shown; if the output power of the second motor 410 can meet the driving requirements of the entire vehicle, the first motor 310 is turned off, and the first disengagement mechanism 500, the second disengagement mechanism 600 and the third disengagement mechanism 700 are controlled to close automatically, so as to transmit the torque of the second motor 410 to the first drive system 300 and the second drive system 400, thereby driving the first wheel 100 and the second wheel 200 to rotate.

[0048] 5. When the vehicle is in a wheel slipping condition, if the first wheel 100 slips, the first disengagement mechanism 500 is disconnected, and the second disengagement mechanism 600 and the third disengagement mechanism 700 are closed, so that the first motor 310 and the second motor 410 are used to simultaneously drive the second wheel 200 to rotate, so that the vehicle can escape from the difficulty. The power transmission path of the electric drive axle assembly under this condition is as follows: Figure 6 As shown; if the second wheel 200 slips, the second disengagement mechanism 600 is disconnected, and the first disengagement mechanism 500 and the third disengagement mechanism 700 are closed, so that the first motor 310 and the second motor 410 are used to simultaneously drive the first wheel 100 to rotate, thereby achieving vehicle escape.

[0049] The above is only a specific implementation of the present invention, but the design concept of the present invention is not limited thereto. Any non-substantial changes to the present invention using this concept shall be deemed as an infringement of the protection scope of the present invention.

Claims

1. A distributed electric drive axle assembly, characterized in that: It includes a first wheel, a second wheel, a first drive system, a second drive system, a first disengagement mechanism, a second disengagement mechanism and a third disengagement mechanism; The first driving system includes a first motor and a first reduction mechanism, the first motor is drivingly connected to the first reduction mechanism, and the first reduction mechanism is connected to the first wheel through a first half shaft; The second driving mechanism includes a second motor and a second reduction mechanism, the second motor is drivingly connected to the second reduction mechanism, the second reduction mechanism is connected to the first wheel through a second half shaft, and is connected to the first reduction mechanism through a connecting shaft; The first disengaging mechanism, the second disengaging mechanism and the third disengaging mechanism all have two states, namely, open and closed. The first disengaging mechanism is arranged on the first half shaft, the second disengaging mechanism is arranged on the second half shaft, and the third disengaging mechanism is arranged on the connecting shaft.

2. A distributed electric drive axle assembly as claimed in claim 1, characterized in that: The first reduction mechanism comprises a left primary reduction mechanism and a left secondary reduction mechanism, the left primary reduction mechanism is connected to the left secondary reduction mechanism via a hollow primary shaft, and the left secondary reduction mechanism is connected to the first wheel via a first half shaft penetrating through the hollow primary shaft; The second reduction mechanism includes a right primary reduction mechanism and a right secondary reduction mechanism. The right primary reduction mechanism is connected to the right secondary reduction mechanism through a hollow second shaft, and the right secondary reduction mechanism is connected to the second wheel through a second half shaft passing through the hollow second shaft.

3. A distributed electric drive axle assembly as claimed in claim 2, characterized in that: The left primary reduction mechanism and the right primary reduction mechanism are both two-stage parallel shaft reduction mechanisms.

4. A distributed electric drive axle assembly as claimed in claim 1, characterized in that: The left two-stage reduction mechanism is a left planetary gear reduction mechanism, and the right two-stage reduction mechanism is a right planetary gear reduction mechanism.

5. A distributed electric drive axle assembly as claimed in claim 1, characterized in that: When the vehicle is in a normal forward driving condition, the third disengagement mechanism is automatically disconnected, thereby realizing the distributed drive of the vehicle; under this condition, the working mode of the first disengagement mechanism and the second disengagement mechanism is as follows: (1) If the rotation speed of the first half-shaft is equal to the rotation speed of the first wheel, or the rotation speed of the first half-shaft is higher than the rotation speed of the first wheel, the first disengagement mechanism is automatically closed; if the rotation speed of the first wheel is higher than the rotation speed of the first half-shaft, the first disengagement mechanism is automatically opened; (2) If the rotation speed of the second half-shaft is equal to the rotation speed of the second wheel, or the rotation speed of the second half-shaft is higher than the rotation speed of the second wheel, the second disengagement mechanism automatically closes; if the rotation speed of the second wheel is higher than the rotation speed of the second half-shaft, the second disengagement mechanism automatically opens.

6. A distributed electric drive axle assembly as claimed in claim 5, characterized in that: The first disengagement mechanism and the second disengagement mechanism also include the following working mode: (3) When the vehicle's power battery is fully charged and there is no need to recover braking energy, the first disengagement mechanism and the second disengagement mechanism are automatically disconnected.

7. A distributed electric drive axle assembly as claimed in claim 1, characterized in that: When the vehicle is in a climbing condition and the first wheel and the second wheel need to be locked synchronously, the first disengaging mechanism, the second disengaging mechanism and the third disengaging mechanism are all automatically closed.

8. A distributed electric drive axle assembly as claimed in claim 1, characterized in that: When the vehicle is in a single motor failure condition, the failed motor is turned off, and the first, second and third disengagement mechanisms are controlled to automatically close, so that the first and second wheels are driven to rotate by the healthy motor.

9. A distributed electric drive axle assembly as claimed in claim 1, characterized in that: When the vehicle is in a condition where the output power of a single motor can meet the driving needs of the entire vehicle, the other motor is turned off, and the first disengagement mechanism, the second disengagement mechanism and the third disengagement mechanism are controlled to automatically close, so that the single motor is used to drive the first wheel and the second wheel to rotate.

10. A distributed electric drive axle assembly as claimed in claim 1, characterized in that: When the vehicle is in a wheel slipping condition, if the first wheel slips, the first disengagement mechanism is disconnected, and the second and third disengagement mechanisms are closed, so that the first motor and the second motor can simultaneously drive the second wheel to rotate, thereby achieving the vehicle's escape; if the second wheel slips, the second disengagement mechanism is disconnected, and the first and third disengagement mechanisms are closed, so that the first motor and the second motor can simultaneously drive the first wheel to rotate, thereby achieving the vehicle's escape.

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