Speed reduction device, driving assembly and vehicle

Abstract

The embodiment of the invention provides a speed reduction device, a driving assembly and a vehicle. The speed reduction device comprises a differential mechanism, two connecting mechanisms, two planetary gear mechanisms, a connecting and disconnecting mechanism and a static element. The differential mechanism can be in transmission connection with the two planetary gear mechanisms through the two connecting mechanisms. The differential mechanism can comprise two gears oppositely arranged along a first axis and a gear arranged on a second axis and meshed with the two gears on the first axis, the first axis and the second axis are orthogonal, and the second axis is a static axis. The connection and disconnection mechanism is arranged between the differential mechanism and the static element, and the connection and disconnection mechanism is used for locking the differential mechanism in a connection state. The embodiment of the invention can be suitable for new energy automobiles such as electric automobiles and hybrid electric automobiles, can coordinate the rotating speeds and / or torques of the wheels on the left side and the right side while giving consideration to a distributed driving mode, and is beneficial to guaranteeing the driving safety of the automobiles.

Description

Technical Field

[0001] The present application relates to the field of vehicle driving, and more specifically, to a reduction gear, a driving assembly and a vehicle. Background Art

[0002] With the development of vehicle technology, more and more new chassis technologies are being applied to new energy vehicles such as electric vehicles, such as distributed drive technology. Distributed drive technology can drive the four wheels of the vehicle separately through four independent drive motors. Compared with the traditional drive method, in distributed drive technology, the differential between the left and right wheels can be eliminated. Through the independent control of each drive motor, the wheel speed and torque of each wheel can be controlled separately, which helps to achieve a smaller turning radius, more sensitive lane change and overtaking response, and also helps to recover energy more efficiently.

[0003] Since distributed drive technology relies heavily on high-precision control of the motor, in actual scenarios, there is an inevitable gap between the actual output torque of the motor and the target torque, which makes it difficult to keep the torque applied to the left and right wheels consistent, affecting the driving safety of the vehicle. In this regard, how to coordinate the speed and torque of the left and right wheels has become an urgent problem to be solved. Summary of the invention

[0004] The present application provides a deceleration device, a drive assembly and a vehicle, which can take into account a distributed drive mode while coordinating the rotation speed and / or torque of the wheels on the left and right sides, thereby helping to ensure the driving safety of the vehicle.

[0005] In a first aspect, a reduction gear is provided, which includes: a first planetary gear mechanism, a second planetary gear mechanism, a first connecting mechanism, a second connecting mechanism, a differential mechanism, a first engagement and disengagement mechanism, and a static element. The differential mechanism is arranged between the first planetary gear mechanism and the second planetary gear mechanism, the differential mechanism includes a first end and a second end arranged oppositely, the first connecting mechanism is transmission-connected between the first planetary gear mechanism and the first end of the differential mechanism, and the second connecting mechanism is transmission-connected between the second planetary gear mechanism and the second end of the differential mechanism; the differential mechanism includes a first gear and a second gear arranged oppositely along a first axis, and a third gear arranged along a second axis, the first gear is arranged at the first end of the differential mechanism, the second gear is arranged at the second end of the differential mechanism, the first gear and the second gear are meshed with the third gear, the first axis is orthogonal to the second axis, and the second axis is a stationary axis; the first engagement and disengagement mechanism is arranged between the differential mechanism and the static element, and is used to lock the differential mechanism when the first engagement and disengagement mechanism is engaged.

[0006] In one embodiment, the reduction gear may include a differential mechanism 140, planetary gear mechanisms 110 and 210, and connecting shafts 131 and 231 for respectively drivingly connecting the differential mechanism 140 and the planetary gear mechanisms 110 and 210. For example, the first engagement and disengagement mechanism may include a clutch 150, or may be a synchronizer or other mechanism with an engagement-disengagement function. For another example, the reduction gear may include a static element such as a housing.

[0007] Exemplarily, the differential mechanism 140 may include differential bevel gears 141 and 142 disposed opposite to each other, and a reverse bevel gear 144. The differential bevel gears 141 and 142 may be disposed on axis 1, and the reverse bevel gear 144 may be disposed on axis 2, wherein axis 1 is orthogonal to axis 2 and axis 2 is a fixed axis. Since axis 2 is a fixed axis, the reverse bevel gear 144 may rotate along axis 2 but cannot revolve along axis 1. The differential bevel gears 141 and 142 may correspond to the first gear and the second gear, respectively, and the reverse bevel gear 144 may correspond to the third gear.

[0008] In the present application, by disconnecting the first engagement and disconnecting mechanism, the rotation speed and / or torque of the left and right wheels can be coordinated, which is beneficial to ensuring the driving safety of the vehicle; by engaging the first engagement and disconnecting mechanism, the differential mechanism can be locked and then the transmission relationship between the left and right wheels can be disconnected, which can meet the needs of distributed drive.

[0009] In addition, for a traditional differential, multiple locking mechanisms are required to lock the differential. In the present application, the second axis is a stationary axis, so that the third gear can rotate along the second axis but cannot revolve along the first axis. The locking of the differential mechanism can be achieved by engaging the first engagement and disengagement mechanism with the static element, which can avoid the locking delay caused by the response difference of multiple locking mechanisms, reduce the space occupied by the locking mechanism of the differential mechanism, and reduce the cost.

[0010] In combination with the first aspect, in certain implementations of the first aspect, the first planetary gear mechanism may be disposed between the first motor and the first wheel, the second planetary gear mechanism may be disposed between the second motor and the second wheel, the first motor may include a first output end and a second output end, the second motor may include a third output end and a fourth output end, the first planetary gear mechanism is transmission-connected to the first output end, and the second planetary gear mechanism is transmission-connected to the third output end. The reduction device may further include a second engagement and disengagement mechanism, which may be disposed between the second output end of the first motor and the fourth output end of the second motor, and is used to control the engagement or disengagement between the first motor and the second motor.

[0011] In one embodiment, the first motor and the second motor may be motors 120 and 220, respectively. The output shaft 121 of the motor 120 may be drivingly connected to the planetary gear mechanism 110, and the output shaft 221 of the motor 220 may be drivingly connected to the planetary gear mechanism 210. The second engagement and disengagement mechanism may be provided between the output shaft 123 of the motor 120 and the output shaft 223 of the motor 220, and when the second engagement and disengagement mechanism is engaged, the outputs of the motors 120 and 220 may be coupled.

[0012] In the present application, the coupling and separation between the first motor and the second motor can be achieved by engaging or disengaging the second engaging and disengaging mechanism. In the case where it is difficult to accurately control the speed and torque of the motor, the difference in torque and speed of the wheels on the left and right sides caused by the inconsistent output of the motors on the left and right sides can be further reduced, and the consistency of torque and speed of the wheels on the left and right sides can be achieved. Moreover, through the cooperation between the first engaging and disengaging mechanism and the second engaging and disengaging mechanism, the reduction device can have a variety of possible working modes, which is convenient for flexibly selecting the working mode according to actual working conditions.

[0013] In combination with the first aspect, in certain implementations of the first aspect, when the reduction gear device is in the first operating mode, the first engagement and disconnection mechanism is in a disengaged state, and the second engagement and disconnection mechanism is in an engaged state; or, when the reduction gear device is in the second operating mode, the first engagement and disconnection mechanism is in an engaged state, and the second engagement and disconnection mechanism is in a disengaged state; or, when the reduction gear device is in the third operating mode, the first engagement and disconnection mechanism and the second engagement and disconnection mechanism are in an engaged state.

[0014] Taking the first engagement and disengagement mechanism as the clutch 150 and the second engagement and disengagement mechanism as the clutch 160 as an example, various working modes of the reduction device are exemplarily described. For example, in the first working mode, the clutch 150 is disconnected and the clutch 160 is engaged, the motors 120 and 220 can be coupled to output, and when there is a difference in the road conditions of the left and right wheels, the reverse bevel gear 144 in the differential mechanism 140 will rotate, and the adaptive differential of the left and right wheels can be achieved. For another example, in the second working mode, the clutch 150 is engaged and the clutch 160 is disconnected, the transmission connection between the motors 120 and 220 is disconnected, and the transmission connection between the planetary gear mechanisms 110 and 210 is disconnected, which can meet the requirements of the distributed drive mode. For another example, in the third working mode, the clutches 150 and 160 are both in an engaged state. When there is a slip on one side of the vehicle, the torque of the motors 120 and 220 can be applied to the wheels on the other side, which can improve the vehicle's passing ability.

[0015] For the actual driving scenario of the vehicle, in the present application, through the cooperation between the first engagement and disengagement mechanism and the second engagement and disengagement mechanism, the working mode of the deceleration device can be adjusted, so that the actual working mode of the deceleration device is more consistent with the actual driving scenario of the vehicle.

[0016] In combination with the first aspect, in certain implementations of the first aspect, the reduction device may further include a third engagement and disengagement mechanism, which may be disposed between the first planetary gear mechanism and the differential mechanism, and may be used to control the engagement or disconnection between the first planetary gear mechanism and the differential mechanism.

[0017] In the present application, the third engagement and disengagement mechanism is provided so that the differential mechanism and the planetary gear mechanism can be engaged or disengaged. When the differential mechanism and the planetary gear mechanism are disconnected, the first engagement and disengagement mechanism and the second engagement and disengagement mechanism can be used to completely cut off the connection between the left and right wheels, and more possible working modes can be realized, so that the actual working mode of the reduction device is more consistent with the actual driving scene of the vehicle.

[0018] In combination with the first aspect, in certain implementations of the first aspect, when the reduction gear device is in the fourth operating mode, the first engagement and disengagement mechanism is in a disengaged state, and the third engagement and disengagement mechanism is in a disengaged state.

[0019] In one embodiment, the fourth working mode of the reduction device is exemplified by taking the third engagement and disengagement mechanism as the clutch 170. For example, in the fourth working mode, the clutches 150 and 170 are both in a disengaged state, the transmission connection between the left and right wheels is in a disengaged state, and when the motors 120 and 220 stop outputting to the outside, if the vehicle is in a driving state, the left and right wheels 101 and 201 can be in a neutral sliding state.

[0020] In the present application, through the above-mentioned method, the vehicle can be driven by only the other two motors, which is beneficial to reduce the total consumption of the drive motor and improve the cruising range of the electric vehicle.

[0021] In combination with the first aspect, in certain implementations of the first aspect, when the reduction gear device is in the first working mode, the second working mode, or the third working mode, the third engagement and disengagement mechanism is in an engaged state.

[0022] In combination with the first aspect, in certain implementations of the first aspect, the first planetary gear mechanism may include a first sun gear, a first ring gear, and a first intermediate element disposed between the first sun gear and the first ring gear, and the first intermediate element may be used to drive and connect the first sun gear and the first ring gear; the second planetary gear mechanism may include a second sun gear, a second ring gear, and a second intermediate element disposed between the second sun gear and the second ring gear, and the second intermediate element may be used to drive and connect the second sun gear and the second ring gear. The first connecting mechanism drive-connects the first end of the first planetary gear mechanism and the differential mechanism, and may include: the first connecting mechanism drive-connects the first sun gear of the first planetary gear mechanism and the first gear of the differential mechanism; the second connecting mechanism drive-connects the second end of the second planetary gear mechanism and the differential mechanism, and includes: the second connecting mechanism drive-connects the second sun gear of the second planetary gear mechanism and the second gear of the differential mechanism.

[0023] Compared with the drive motor, the differential mechanism occupies relatively less space. In the present application, the differential mechanism is arranged on one side of the sun gear, so that there is more available space between the left and right planetary gear mechanisms, which is conducive to the arrangement of other related mechanisms such as redundant brake mechanisms.

[0024] In combination with the first aspect, in certain implementations of the first aspect, the deceleration device may further include a braking mechanism, and the braking mechanism is used to control the rotation speed of the first intermediate element and / or the second intermediate element.

[0025] In the present application, by providing a braking mechanism, the redundancy of the vehicle's braking system can be improved, which is beneficial to ensuring the driving safety of the vehicle.

[0026] In combination with the first aspect, in certain implementations of the first aspect, the first engagement and disengagement mechanism is arranged between the differential mechanism and the static element, and may include: the first engagement and disengagement mechanism is arranged between the third gear and the static element, and is used to lock the differential mechanism by locking the third gear when the first engagement and disengagement mechanism is engaged.

[0027] In the present application, by locking the third gear to lock the differential mechanism, the space occupied by the locking mechanism of the differential mechanism can be further reduced, which is beneficial to the arrangement of other related devices.

[0028] In a second aspect, a drive assembly is provided, which includes: a first motor, a second motor, a first planetary gear mechanism, a second planetary gear mechanism, a first connecting mechanism, a second connecting mechanism, a differential mechanism, a first engagement and disengagement mechanism, and a static element. Among them, the first planetary gear mechanism is arranged between the first wheel and the first motor, the second planetary gear mechanism is arranged between the second wheel and the second motor, the first output end of the first motor is transmission-connected to the first planetary gear mechanism, and the third output end of the second motor is transmission-connected to the second planetary gear mechanism; the differential mechanism is arranged between the first planetary gear mechanism and the second planetary gear mechanism, the differential mechanism includes a first end and a second end arranged oppositely, the first connecting mechanism transmission-connects the first planetary gear mechanism and the first end of the differential mechanism, and the second connecting mechanism transmission-connects the second planetary gear mechanism and the second end of the differential mechanism; the differential mechanism includes a first gear and a second gear arranged oppositely along a first axis, and a third gear arranged along a second axis, the first gear is arranged at the first end of the differential mechanism, the second gear is arranged at the second end of the differential mechanism, the first gear and the second gear are meshed with the third gear, the first axis is orthogonal to the second axis and the second axis is a stationary axis; the first engagement and disengagement mechanism is arranged between the differential mechanism and the static element, and is used to lock the differential mechanism when the first engagement and disengagement mechanism is engaged.

[0029] In combination with the second aspect, in certain implementations of the second aspect, the first motor may further include a second output terminal, the second motor may further include a fourth output terminal, and the drive assembly may further include a second engagement and disconnection mechanism. The second engagement and disconnection mechanism may be arranged between the second output terminal of the first motor and the fourth output terminal of the second motor, and may be used to control the engagement or disconnection between the first motor and the second motor.

[0030] In combination with the second aspect, in some implementations of the second aspect, the first motor and the second motor may be coaxially arranged, and the second output end of the first motor may be coaxially arranged with the fourth output end of the second motor.

[0031] In combination with the second aspect, in certain implementations of the second aspect, when the drive assembly is in the first operating mode, the first engagement-disconnection mechanism is in a disconnected state, and the second engagement-disconnection mechanism is in an engaged state; or, when the drive assembly is in the second operating mode, the first engagement-disconnection mechanism is in an engaged state, and the second engagement-disconnection mechanism is in a disconnected state; or, when the drive assembly is in the third operating mode, the first engagement-disconnection mechanism and the second engagement-disconnection mechanism are in an engaged state.

[0032] In combination with the second aspect, in certain implementations of the second aspect, the drive assembly may further include a third engagement and disengagement mechanism, which is disposed between the first planetary gear mechanism and the differential mechanism and may be used to control the engagement or disconnection between the first planetary gear mechanism and the differential mechanism.

[0033] In combination with the second aspect, in certain implementations of the second aspect, when the drive assembly is in the fourth operating mode, the first engagement and disengagement mechanism is in a disengaged state, and the third engagement and disengagement mechanism is in a disengaged state.

[0034] In combination with the second aspect, in certain implementations of the second aspect, when the drive assembly is in the first working mode, the second working mode, or the third working mode, the third engagement and disengagement mechanism is in an engaged state.

[0035] In combination with the second aspect, in certain implementations of the second aspect, the first planetary gear mechanism may include a first sun gear, a first ring gear, and a first intermediate element disposed between the first sun gear and the first ring gear, and the first intermediate element may be transmission-connected to the first sun gear and the first ring gear; the second planetary gear mechanism may include a second sun gear, a second ring gear, and a second intermediate element disposed between the second sun gear and the second ring gear, and the second intermediate element may be transmission-connected to the second sun gear and the second ring gear. The first connecting mechanism transmission-connects the first end of the first planetary gear mechanism and the differential mechanism, and may include: the first connecting mechanism transmission-connects the first sun gear of the first planetary gear mechanism and the first gear of the differential mechanism; the second connecting mechanism transmission-connects the second end of the second planetary gear mechanism and the differential mechanism, and may include: the second connecting mechanism transmission-connects the second sun gear of the second planetary gear mechanism and the second gear of the differential mechanism.

[0036] In combination with the second aspect, in certain implementations of the second aspect, the drive assembly may further include a braking mechanism, and the braking mechanism is used to control the rotation speed of the first intermediate element and / or the second intermediate element.

[0037] In combination with the second aspect, in certain implementations of the second aspect, the first engagement and disengagement mechanism is arranged between the differential mechanism and the static element, and may include: the first engagement and disengagement mechanism is arranged between the third gear and the static element, and is used to lock the differential mechanism by locking the third gear when the first engagement and disengagement mechanism is engaged.

[0038] In combination with the second aspect, in certain implementations of the second aspect, the first wheel and the second wheel may be coaxially arranged, one of the first wheel and the second wheel is a left wheel of the vehicle, and the other of the first wheel and the second wheel is a right wheel of the vehicle.

[0039] In a third aspect, a control method is provided, which can be executed by a control device of a reduction gear or a drive assembly, or by a chip or processor in the control device, or by a vehicle equipped with the reduction gear or drive device, or by a computing platform of the vehicle, or by a processor or chip in the computing platform. The method can be applied to a reduction gear, which includes a first planetary gear mechanism, a second planetary gear mechanism, a first connecting mechanism, a second connecting mechanism, a differential mechanism, a first engagement and disengagement mechanism, and a static element. Wherein, the differential mechanism is arranged between the first planetary gear mechanism and the second planetary gear mechanism, the differential mechanism comprises a first end and a second end arranged oppositely, the first connecting mechanism is transmission-connected between the first planetary gear mechanism and the first end of the differential mechanism, the second connecting mechanism is transmission-connected between the second planetary gear mechanism and the second end of the differential mechanism; the differential mechanism comprises a first gear and a second gear arranged oppositely along a first axis, and a third gear arranged along a second axis, the first gear is arranged at the first end of the differential mechanism, the second gear is arranged at the second end of the differential mechanism, the first gear and the second gear are meshed with the third gear, the first axis is orthogonal to the second axis and the second axis is a stationary axis; the first engagement and disengagement mechanism is arranged between the differential mechanism and the static element, and is used to lock the differential mechanism when the first engagement and disengagement mechanism is engaged. The method comprises: obtaining the working condition information of the vehicle, the vehicle is provided with the deceleration device; according to the working condition information, controlling the first engagement and disengagement mechanism to be in an engaged or disengaged state.

[0040] In combination with the third aspect, in certain implementations of the third aspect, the first planetary gear mechanism may be disposed between the first motor and the first wheel, the second planetary gear mechanism may be disposed between the second motor and the second wheel, the first motor may include a first output end and a second output end, the second motor may include a third output end and a fourth output end, the first planetary gear mechanism is transmission-connected to the first output end, and the second planetary gear mechanism is transmission-connected to the third output end. The reduction device may also include a second engagement and disengagement mechanism, which may be disposed between the second output end of the first motor and the fourth output end of the second motor, and is used to control the engagement or disengagement between the first motor and the second motor. Controlling the first engagement and disconnection mechanism to be in an engaged or disengaged state according to the operating condition information may include: controlling the reduction gear to be in a target operating mode according to the operating condition information, the target operating mode may include a first operating mode, a second operating mode or a third operating mode, wherein, when the reduction gear is in the first operating mode, the first engagement and disconnection mechanism is in a disengaged state, and the second engagement and disconnection mechanism is in an engaged state; or, when the reduction gear is in the second operating mode, the first engagement and disconnection mechanism is in an engaged state, and the second engagement and disconnection mechanism is in a disengaged state; or, when the reduction gear is in the third operating mode, the first engagement and disconnection mechanism and the second engagement and disconnection mechanism are in an engaged state.

[0041] In combination with the third aspect, in certain implementations of the third aspect, the reduction device may further include a third engagement and disengagement mechanism, which is arranged between the first planetary gear mechanism and the differential mechanism, and is used to control the engagement or disconnection between the first planetary gear mechanism and the differential mechanism; the target operating mode may further include a fourth operating mode, wherein, when the reduction device is in the fourth operating mode, the first engagement and disengagement mechanism is in a disengaged state, and the third engagement and disengagement mechanism is in a disengaged state.

[0042] In combination with the third aspect, in certain implementations of the third aspect, when the reduction gear device is in the first working mode, the second working mode, or the third working mode, the third engagement and disengagement mechanism is in an engaged state.

[0043] In combination with the third aspect, in certain implementations of the third aspect, the deceleration device may further include a braking mechanism, which is used to control the rotational speed of the first intermediate element and / or the second intermediate element. The method may further include: controlling the actuation of the braking mechanism according to operating condition information.

[0044] In a fourth aspect, a control device is provided, which includes: an acquisition unit for acquiring operating condition information of a vehicle; and a control unit for controlling a first engagement and disengagement mechanism to be in an engaged or disengaged state according to the operating condition information.

[0045] In combination with the fourth aspect, in certain implementations of the fourth aspect, the deceleration device may further include a second engagement and disengagement mechanism, and the control unit may be used to: control the deceleration device to be in a target operating mode according to the operating condition information, and the target operating mode may include a first operating mode, a second operating mode or a third operating mode, wherein, when the deceleration device is in the first operating mode, the first engagement and disengagement mechanism is in a disengaged state, and the second engagement and disengagement mechanism is in an engaged state; or, when the deceleration device is in the second operating mode, the first engagement and disengagement mechanism is in an engaged state, and the second engagement and disengagement mechanism is in a disengaged state; or, when the deceleration device is in the third operating mode, the first engagement and disengagement mechanism and the second engagement and disengagement mechanism are in an engaged state.

[0046] In combination with the fourth aspect, in certain implementations of the fourth aspect, the deceleration device may further include a third engagement and disengagement mechanism, and the target operating mode may further include a fourth operating mode, wherein, when the deceleration device is in the fourth operating mode, the first engagement and disengagement mechanism is in a disengaged state, and the third engagement and disengagement mechanism is in a disengaged state.

[0047] In combination with the fourth aspect, in certain implementations of the fourth aspect, when the reduction gear device is in the first working mode, the second working mode, or the third working mode, the third engagement and disengagement mechanism is in an engaged state.

[0048] In combination with the fourth aspect, in certain implementations of the fourth aspect, the deceleration device may further include a braking mechanism, and the control unit may further be used to: control the actuation of the braking mechanism according to the operating condition information.

[0049] In a fifth aspect, a control device is provided, which includes: a memory for storing a computer program; and a processor for executing the computer program stored in the memory, so that the device executes the method in the above-mentioned third aspect and any possible implementation manner thereof.

[0050] In the sixth aspect, a control system is provided, which includes the control device of the fourth aspect or the fifth aspect and any possible implementation thereof, and a deceleration device of the first aspect and any possible implementation thereof, or a drive assembly of the second aspect and any possible implementation thereof.

[0051] In the seventh aspect, a vehicle is provided, which includes the deceleration device of the first aspect and any possible implementation thereof, or, includes the drive assembly of the second aspect and any possible implementation thereof, or, includes the control system of the sixth aspect and any possible implementation thereof.

[0052] In an eighth aspect, a computer program product is provided, the computer program product comprising: a computer program code, when the computer program code is run on a computer, the computer executes the method in the third aspect and any possible implementation thereof.

[0053] In a ninth aspect, a computer-readable storage medium is provided, wherein the computer-readable medium stores a computer program, and when the computer program runs on a computer, the computer executes the method in the third aspect and any possible implementation thereof.

[0054] In a tenth aspect, a chip is provided, which includes a circuit for executing the method in the third aspect and any possible implementation manner thereof. BRIEF DESCRIPTION OF THE DRAWINGS

[0055] Figure 1 is a structural schematic diagram of a vehicle provided in an embodiment of the present application;

[0056] Figure 2 It is a structural schematic diagram of a deceleration device provided in an embodiment of the present application;

[0057] Figure 3 is a schematic structural diagram of another deceleration device provided in an embodiment of the present application;

[0058] Figure 4 is a schematic structural diagram of another deceleration device provided in an embodiment of the present application;

[0059] Figure 5 is a schematic structural diagram of another deceleration device provided in an embodiment of the present application;

[0060] Figure 6 is a schematic structural diagram of another deceleration device provided in an embodiment of the present application;

[0061] Figure 7 is a structural schematic diagram of a planetary gear mechanism provided in an embodiment of the present application;

[0062] Figure 8 It is a flow chart of a control method provided in an embodiment of the present application;

[0063] Fig. 9 is a schematic diagram of a control device provided in an embodiment of the present application;

[0064] Fig.10 It is a schematic diagram of another control device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0065] The technical solution in this application will be described below in conjunction with the accompanying drawings.

[0066] For example, Figure 1 is a schematic diagram of a vehicle provided in an embodiment of the present application. Figure 1 As shown, in the vehicle 10, driving force can be provided to the left and right wheels by different driving devices (such as driving motors), and the driving motors can also be referred to as motors. For example, for the front wheels, the left front wheel 101 and the right front wheel 201 can be driven by motors 120 and 220, respectively. For another example, for the rear wheels, the left rear wheel 301 and the right rear wheel 401 can be driven by motors 320 and 420, respectively. The rotation speed and output torque of motors 120, 220, 320 and 420 can be independent of each other. By controlling each motor individually, the rotation speed of each wheel and the torque applied to the wheel can be individually controlled, so that a smaller turning radius, more sensitive lane changing and overtaking performance, etc. can be achieved.

[0067] In some possible implementations, the motors 120, 220, 320, and 420 may have multiple operating modes, such as a driving mode or a braking mode. In the driving mode, the motors 120, 220, 320, and 420 may output a positive torque to drive the wheels to rotate; in the braking mode, the motors 120, 220, 320, and 420 may output a negative torque to provide braking force for the wheels.

[0068] When the left and right wheels of a vehicle are driven by different drive motors (referred to as motors) respectively, and no differential is provided between the left and right wheels, the control accuracy of the motors seriously affects the rotation speed and torque of each wheel. As mentioned above, in actual scenarios, there is an inevitable gap between the actual output torque of the motor and the target output torque, which makes it difficult to keep the torque applied to the left and right wheels consistent, affecting the driving safety of the vehicle.

[0069] In view of this, the embodiments of the present application provide a deceleration device, an electric drive assembly and a vehicle, which can effectively improve the consistency of the left and right wheel speeds and torques faced by the distributed drive.

[0070] Exemplarily, an embodiment of the present application provides a deceleration device, which can be arranged between a first wheel and a second wheel, one of the first wheel and the second wheel can be a left wheel of the vehicle, and the other can be a right wheel of the vehicle.

[0071] In one embodiment, the first wheel and the second wheel may be the front wheels of the vehicle, for example, the deceleration device may be disposed between the front wheels 101 and 201 and the corresponding motors 120 and 220. In another embodiment, the first wheel and the second wheel may be the rear wheels of the vehicle, and accordingly, the first motor and the second motor may be the driving motors 320 and 420 of the rear wheels, respectively.

[0072] Exemplarily, the reduction gear device may include a first planetary gear mechanism, a second planetary gear mechanism, a first connecting mechanism, a second connecting mechanism, a differential mechanism, a first engaging and disengaging mechanism, and a static element.

[0073] In one embodiment, the first planetary gear mechanism may be disposed between the first motor and the first wheel, and the second planetary gear mechanism may be disposed between the second motor and the second wheel. In another embodiment, the first planetary gear mechanism may also be disposed between the second motor and the second wheel. Figure 2 , the reduction gear device is provided in the front wheel drive assembly of the vehicle as an example for explanation.

[0074] For example, Figure 2 is a schematic diagram of the structure of a deceleration device provided in an embodiment of the present application. Figure 2 As shown, the reduction gear device 100 may include a planetary gear mechanism 110, a planetary gear mechanism 210, a clutch 150, and a differential mechanism 140. The reduction gear device 100 may further include a static element 155, and connecting shafts 131 and 231. Figure 2The fixed structures of the planetary gear mechanisms 110 and 210, the differential mechanism 140, the connecting shafts 131 and 231, the motors 120 and 220 and other components are only examples. The fixed structures of each component can be set according to the specific circumstances of the actual scene, and the embodiments of the present application do not limit this.

[0075] For ease of understanding and description, the first wheel is wheel 101, the second wheel is wheel 201, the first motor is 120, the second motor is 220, the first planetary gear mechanism is planetary gear mechanism 110, and the second planetary gear mechanism is 210. Figure 2 Accordingly, the differential mechanism and the static element may be the differential mechanism 140 and the static element 155 , respectively; the first engagement and disengagement mechanism may include the clutch 150 ; the first connection mechanism may include the connection shaft 131 ; and the second connection mechanism may include the connection shaft 231 .

[0076] The motor 120 may include an output shaft 121, and the motor 220 may include an output shaft 221. The motors 120 and 220 may be in transmission connection with corresponding planetary gear mechanisms. Figure 2 As shown, the output shaft 121 may be provided with a gear 122, so that the output shaft 121 of the motor 120 can be drivingly connected to the planetary gear mechanism 110. Similarly, the gear 222 may be provided on the output shaft 221 of the motor 220.

[0077] The planetary gear mechanism 110 may be disposed between the motor 120 and the wheel 101 ; the planetary gear mechanism 210 may be disposed between the motor 220 and the wheel 201 .

[0078] For example, the first planetary gear mechanism may include a first sun gear, a first ring gear, and a first intermediate element disposed between the first sun gear and the first ring gear; the second planetary gear mechanism may include a second sun gear, a second ring gear, and a second intermediate element disposed between the second sun gear and the second ring gear. Figure 2 As shown, the planetary gear mechanism 110 may include a sun gear 111, planetary gears 112, a planet carrier 114, and a ring gear 113. The planet carrier 114 may be disposed on the axle 102 of the wheel 101 and coaxially disposed with the axle 102. That is, when the planet carrier 114 rotates, it rotates around the axis of the axle 102. The sun gear 111 meshes with the planetary gears 112, and the planetary gears 112 mesh with the ring gear 113. Similarly, the planetary gear mechanism 210 may include a sun gear 211, planetary gears 212, a planet carrier 214, and a ring gear 213. The planet carriers 114 and 214 may be understood as a first intermediate element and a second intermediate element, respectively.

[0079] Exemplarily, the differential mechanism may include a first gear and a second gear arranged relatively to each other along a first axis, and a third gear arranged along a second axis, the first gear and the second gear are respectively arranged at the first end and the second end of the differential mechanism, the first gear and the second gear are meshed with the third gear, the first axis and the second axis are orthogonal, and the second axis is a stationary axis (also referred to as a fixed axis).

[0080] like Figure 2 As shown, the differential mechanism 140 may include differential bevel gears 141 and 142, and a reverse bevel gear 144. The bevel gears in the differential mechanism 140 may be arranged along two orthogonal axes (for example, referred to as axis 1 and axis 2, respectively) according to the functions of each bevel gear. For example, the differential bevel gears 141 and 142 may be arranged relatively along axis 1, and the reverse bevel gear 144 may be arranged relatively along axis 2. Axis 1 is a fixed axis, and axis 2 is also a fixed axis. In other words, the differential bevel gears 141 and 142 may rotate along axis 1, and the reverse bevel gear 144 may rotate along axis 2, but when the above bevel gears rotate, axis 1 and axis 2 are fixed axes, for example, when the reverse bevel gear 144 rotates along axis 2, it will not revolve along axis 1. In the differential mechanism 140, the differential bevel gears 141 and 142 may correspond to the first gear and the second gear, respectively, and the reverse bevel gear 144 may correspond to the third gear. Accordingly, axis 1 may correspond to the first axis, and axis 2 may correspond to the second axis.

[0081] In some possible implementation scenarios, the differential mechanism 140 may further include more reverse bevel gears, such as the reverse bevel gear 143. For example, the rotation axes of the multiple reverse bevel gears are all fixed axes. For another example, the rotation axes of the multiple reverse bevel gears may be evenly distributed in a plane perpendicular to the axis 1.

[0082] The differential mechanism 140 may be disposed between the planetary gear mechanisms 110 and 210 , and may be respectively connected to the planetary gear mechanisms 110 and 210 via the connecting shafts 131 and 231 , so as to realize differential rotation of the connecting shafts 131 and 231 .

[0083] In one embodiment, the sun gear 111 may be disposed on the output shaft 121 of the motor 120, and the sun gear 211 may be disposed on the output shaft 221 of the motor 220. Accordingly, the two ends of the differential mechanism 140 may be respectively connected to the ring gears 113 and 213 through the connecting shafts 131 and 231. For example, a gear may be disposed at the other end of the connecting shaft 131, and the gear may mesh with the gear teeth on the outer ring of the ring gear 113. For another example, a gear may be disposed at the other end of the connecting shaft 231, and the gear may mesh with the ring gear 213. In other words, compared to Figure 2In the solution, the part composed of the drive motors 120 and 220 can be arranged on one side of the sun gear, and the differential mechanism 140 can be arranged on one side of the ring gear.

[0084] Exemplarily, the first connecting mechanism can drive and connect the first end of the differential mechanism with the sun gear in the first planetary gear mechanism, and the second connecting mechanism can drive and connect the second end of the differential mechanism with the sun gear in the second planetary gear mechanism.

[0085] like Figure 2 As shown, both ends of the differential mechanism 140 can be connected to the sun gears 111 and 211 through the connecting shafts 131 and 231, respectively. In this scenario, the motor 120 can drive the ring gear 113 to rotate through the gear 122. For example, the ring gear 113 can mesh with the gear 122 through the gear teeth set on its outer ring. Similarly, the ring gear 213 can mesh with the gear 222 through the gear teeth set on its outer ring. In other words, the differential mechanism 140 is set on one side of the sun gear.

[0086] Compared with the drive motor, the differential mechanism occupies relatively less space. In the embodiment of the present application, the differential mechanism is arranged on one side of the sun gear, so that there are many idle spaces between the left and right sun gears, which is conducive to the arrangement of other related mechanisms such as redundant brake mechanisms.

[0087] like Figure 2 As shown, the differential bevel gear 141 can be arranged at one end of the connecting shaft 131, and the sun gear 111 can be arranged at the other end of the connecting shaft 131. Similarly, the differential bevel gear 142 can be arranged at one end of the connecting shaft 231, and the sun gear 211 can be arranged at the other end of the connecting shaft 231. The differential bevel gears 141, 142 and the reverse bevel gears 143, 144 are orthogonally meshed. For example, when the differential bevel gear 141 is used as an input element to drive the reverse bevel gears 143 and 144 to rotate, the reverse bevel gears 143 and 144 drive the differential bevel gear 142 to rotate. In this scenario, the rotation directions of the differential bevel gears 141 and 142 are opposite. As a result, the differential mechanism 140 can achieve differential rotation between the sun gears 111 and 211.

[0088] The reverse bevel gear 143 can be coaxially arranged with the limit shaft 145, and the reverse bevel gear 143 can rotate along the axis of the limit shaft 145; similarly, the reverse bevel gear 144 can be coaxially arranged with the limit shaft 146. The positions of the limit shafts 145 and 146 can be limited by fixing devices, mechanisms, etc., and when the reverse bevel gears 143 and 144 rotate, their rotation axis positions remain unchanged. In other words, the limit shafts 145 and 146 can be coaxially arranged, and their axes are axis 2. When the differential mechanism rotates so that there is a difference in the rotation speed between the sun gears 111 and 211, the reverse bevel gears 143 and 144 can rotate around their axes respectively, but do not revolve around the axes of the differential bevel gears 141 and 142.

[0089] In one embodiment, the limiting shafts 145 and 146 can be connected to the reverse bevel gears 143 and 144 by means of threaded connection, key connection, etc.

[0090] In another embodiment, the limiting shaft 145 and the reverse bevel gear may be the same part.

[0091] In the embodiment of the present application, by limiting the movement of the rotation axis of the reverse bevel gear, the reverse bevel gear of the differential mechanism can rotate but cannot revolve along the axis of the differential bevel gear. When the differential mechanism needs to be locked, only one locking mechanism can be provided to lock the differential mechanism, and there is no need to provide multiple locking mechanisms to respectively lock the connecting shafts connected to the two differential bevel gears, which can reduce the space and cost occupied by the locking mechanism.

[0092] Exemplarily, the first engagement and disengagement mechanism is disposed between the differential mechanism and the static element, and is used to lock the differential mechanism when the first engagement and disengagement mechanism is engaged. Figure 2 As shown, the clutch 150 can be disposed between the differential mechanism 140 and the static element 155, and can be used to achieve locking of the differential mechanism 140. For example, the static element 155 can be the housing of the reduction gear 100. For another example, the static element 155 can also be a mounting structure such as a bracket disposed on the housing of the reduction gear 100.

[0093] In some possible implementations, the first engagement / disengagement mechanism may be disposed between the third gear and the static element, and when the first engagement / disengagement mechanism is engaged, the differential mechanism is locked by locking the third gear.

[0094] In one embodiment, if Figure 2As shown, a reverse bevel gear 144 may be provided at one end of the limit shaft 146, and the clutch 150 may be provided at the other end of the limit shaft 146. When the clutch 150 is engaged, the limit shaft 146 and the static element 155 are relatively stationary, and the reverse bevel gear 144 is locked, so that the differential mechanism 140 is locked. When the clutch 150 is disengaged, the reverse bevel gear 144 can rotate. The differential mechanism 140 can work normally.

[0095] In some possible implementations, the clutch 150 may also lock the differential mechanism 140 in other ways. For example, the clutch 150 may be disposed on the limit shaft 145, and control the locking of the differential mechanism 140 by locking the reverse bevel gear 143. For another example, the clutch 150 may lock the differential mechanism 140 by locking the differential bevel gear 141 or 142. Figure 3 The reduction gear device shown briefly introduces other solutions for locking the differential mechanism 140 with the clutch 150 .

[0096] For example, Figure 3 It is a schematic diagram of the structure of another deceleration device provided in an embodiment of the present application. Figure 3 The reduction gear device 200 shown may be understood as an expansion or deformation of the reduction gear device 100 . Figure 3 Zhongyu Figure 1 and / or Figure 2 Functionally identical components are used. Figure 1 and / or Figure 2 For the same numbers, their specific functions can refer to the above description.

[0097] like Figure 3 As shown, Figure 2 Compared with the reduction gear 100 in the embodiment of the present invention, in the reduction gear 200, a locking plate 147 is provided between the differential mechanism 140 and the static element 155. Taking the locking plate 147 provided on the connecting shaft 131 as an example, the clutch 150 can achieve the engagement and disconnection between the locking plate 147 and the static element 155, thereby achieving the locking of the differential mechanism 140. When the clutch 155 is engaged, the connecting shaft 131 and the differential bevel gear 141 are locked, thereby achieving the locking of the differential mechanism 140. In some possible implementations, the locking plate 147 can be provided on the connecting shaft 231.

[0098] Although the output shafts on the left and right sides of the differential can be locked respectively by multiple locking mechanisms, there is inevitably a time difference in the control and response of the multiple locking mechanisms, which makes it difficult to synchronize the responses of the wheels on the left and right sides. In the embodiment of the present application, the locking of the differential mechanism can be achieved by a clutch, which can avoid the time difference caused by the differences in the responses of different locking mechanisms, and can achieve synchronization of the wheels on the left and right sides, which is also conducive to reducing the space and cost occupied by the locking mechanism of the locking differential.

[0099] Exemplarily, the first planetary gear mechanism can be in driving connection with the first output terminal of the first motor, and the second planetary gear mechanism can be in driving connection with the third output terminal of the second motor. The first motor can also include a second output terminal, and the second motor can also include a fourth output terminal. The reduction device can also include a second engagement and disengagement mechanism, which can be arranged between the second output terminal and the fourth output terminal, and is used to control the engagement or disengagement of the first motor and the second motor. Figure 4 The function of the second engagement and disengagement mechanism is briefly described.

[0100] For example, Figure 4 It is a schematic diagram of the structure of another deceleration device provided in an embodiment of the present application. Figure 4 The reduction gear device 300 shown may be understood as an expansion or deformation of the reduction gear device 100 .

[0101] Exemplarily, the motor 120 may further include an output shaft 123 , and the motor 220 may further include an output shaft 223 .

[0102] In one embodiment, the output shafts 121 and 123 may be respectively disposed on both sides of the motor 120. For example, the output shafts 121 and 123 may be respectively disposed on two end surfaces of the motor 120. For another example, the output shafts 121 and 123 may be coaxially disposed. Similarly, the output shafts 221 and 223 may be respectively disposed on two end surfaces of the motor 220. The output shafts 221 and 223 may be coaxially disposed.

[0103] In yet another embodiment, the motors 120 and 220 may be coaxially disposed.

[0104] In yet another embodiment, the output shaft 123 of the motor 120 and the output shaft 223 of the motor 220 may be coaxially arranged.

[0105] Exemplarily, the deceleration device 300 may further include a clutch 160, which may be disposed between the motors 120 and 220. Figure 4 As shown, the clutch 160 can be disposed between the output shaft 123 of the motor 120 and the output shaft 223 of the motor 220. The engagement and disengagement of the clutch 160 can achieve the coupling and separation of the motor 120 and the motor 220. In this scenario, the output shafts 121 and 123 can correspond to the first output end and the second output end of the first motor, respectively, and the output shafts 221 and 223 can correspond to the third output end and the fourth output end of the second motor, respectively.

[0106] In the embodiment of the present application, the coupling and separation between the first motor and the second motor can be achieved by engaging or disengaging the second engaging and disengaging mechanism. In the case where it is difficult to accurately control the speed and torque of the motor, the difference in torque and speed of the left and right wheels caused by the inconsistent output of the left and right motors can be further reduced, and the consistency of torque of the left and right wheels can be achieved. Moreover, through the cooperation between the first engaging and disengaging mechanism and the second engaging and disengaging mechanism, the speed reduction mechanism can have more possible working modes, and the working mode can be flexibly selected according to the actual working conditions.

[0107] Exemplarily, the reduction gear may further include a third engagement and disengagement mechanism, which may be disposed between the first planetary gear mechanism and the differential mechanism, and is used to control the engagement or disengagement between the first planetary gear mechanism and the differential mechanism. Figure 5 The function of the third engagement and disengagement mechanism is briefly introduced.

[0108] For example, Figure 5 It is a schematic diagram of the structure of another deceleration device provided in an embodiment of the present application. Figure 5 The reduction gear device 400 shown may be understood as an expansion or deformation of the reduction gear devices 100 , 300 .

[0109] Exemplarily, the connecting shaft 131 or 231 may be replaced by a connecting mechanism including a plurality of connecting shafts.

[0110] In one embodiment, if Figure 5 As shown, Figure 2 Compared with the reduction gear 100 shown in FIG. 1 , in the reduction gear 300, the connection shafts 232 and 233 that can be engaged with each other replace the connection shaft 231. The differential bevel gear 142 is arranged at one end of the connection shaft 232, and the sun gear 211 is arranged at one end of the connection shaft 233. The connection shafts 232 and 233 can be arranged coaxially.

[0111] For example, a clutch 170 may be provided between the differential mechanism 140 and any one of the planetary gear mechanisms.

[0112] In one embodiment, if Figure 5As shown, the two ends of the clutch 170 can be connected to the connecting shafts 232 and 233 respectively, and the sun gear 211 can be engaged or disconnected with the differential mechanism 140 by controlling the engagement or disconnection state of the clutch 170. For example, when the clutch 170 is engaged, the connecting mechanism formed by the connecting shafts 232, 233 and the clutch 170 can play the same or similar role as the connecting shaft 231. For another example, when the clutch 170 is disconnected, the sun gear 211 and the differential mechanism 140 are in a disconnected state, and even if the clutch 150 is in a disconnected state (that is, even if the differential mechanism 140 can achieve the differential between the connecting shafts 131 and 232), the rotation speed and torque of the sun gears 111 and 211 are independent of each other.

[0113] In another embodiment, other engagement and disconnection mechanisms with engagement and disconnection functions such as synchronizers can be used to replace one or more of the clutches 150, 160 and 170. In other words, the clutch can be understood as an example of an engagement and disconnection mechanism, and other forms of engagement and disconnection mechanisms can also be used to implement the above-mentioned speed reduction devices 100 to 500, which is not limited in the embodiments of the present application.

[0114] In the embodiment of the present application, the third engagement and disengagement mechanism is provided so that the differential mechanism and the planetary gear mechanism can be engaged or disengaged. When the differential mechanism and the planetary gear mechanism are disconnected, the first engagement and disengagement mechanism and the second engagement and disengagement mechanism can be used to completely cut off the connection between the left and right wheels, thereby realizing more possible working modes.

[0115] Exemplarily, the deceleration device may further include a brake mechanism, which may be used to control the rotation speed of the first intermediate element and / or the second intermediate element. Figure 6 Briefly introduce the function of the brake mechanism.

[0116] For example, Figure 6 It is a schematic diagram of the structure of another deceleration device provided in an embodiment of the present application. Figure 6 The reduction gear device 500 shown may be understood as an expansion or deformation of the reduction gear devices 100 , 300 , 400 . Figure 5 or Figure 6 In, with Figure 1 and / or Figure 2 Functionally identical components are used. Figure 1 and / or Figure 2 For the same numbers, their specific functions can refer to the above description.

[0117] Since the differential mechanism 140 occupies a small space, the differential mechanism 140 is arranged on one side of the sun gear, so that there can be a large space between the left and right planetary gear mechanisms 110 and 210, so that other related mechanisms, such as redundant braking mechanisms, can be arranged in this space area.

[0118] In one embodiment, if Figure 6 As shown, since the planet carrier (114, 214) is arranged on the axle (102, 201) of the wheel (101, 201), a redundant braking mechanism 180 and / or 190 can be arranged in the space between the planetary gear mechanisms 110 and 210 on the left and right sides. The redundant braking mechanism 180, 190 can provide additional braking torque when the braking torque provided by the motor 120, 220 is insufficient, thereby ensuring the safety of the vehicle.

[0119] In another embodiment, multiple stages of planetary gears, such as two stages of planetary gears, may be provided on the planetary carriers 114 and 214. Figure 7 Schematic diagram of the structure of a planetary gear mechanism provided in an embodiment of the present application. Figure 7 As shown, relative to the planetary gear mechanism 110, the planetary gear mechanism 310 may be provided with a primary planetary gear 112a and a secondary planetary gear 112b. The ring gear 113 may mesh with the primary planetary gear 112a, and the sun gear 111 may mesh with the secondary planetary gear 112b. The number of teeth of the primary planetary gear 112a and the secondary planetary gear 112b may be different.

[0120] Combination of the above Figures 2 to 7 The connection method between the various components in the deceleration device is introduced. The working mode of the deceleration device 100 or 200 is briefly introduced below in combination with scenario A and scenario B.

[0121] It should be noted that this application does not specifically limit the priority of various working modes.

[0122] Scenario A: The driving motors 120 and 220 drive the wheels 101 and 201 respectively.

[0123] For example, when the wheels 101 and 201 are driven by the drive motors 120 and 220, respectively, the clutch 150 can be controlled to be in an engaged state. When the clutch 150 is in an engaged state, the differential mechanism 140 is locked, and the motion states of the sun gears 111 and 211 are the same. The motion states of the planet carriers 114 and 214 depend on the inputs of the motors 120 and 220, and the motors 120 and 220 can drive the wheels 101 and 201, respectively.

[0124] Scenario B: The left and right wheels adaptively adjust the speed and / or torque.

[0125] For example, in a scenario where the left and right wheels need to adaptively adjust the speed and / or torque, the clutch 150 can be controlled to be in a disconnected state. When the clutch is in a disconnected state, the differential mechanism 140 is not locked and can work normally. When there is a difference in the speed and torque output by the motors 120 and 220, or when the actual road conditions of the wheels 101 and 202 are different, the differential mechanism 140 can adaptively differentiate the sun gears 111 and 211.

[0126] Compared with the reduction gear 100, the reduction gears 300 to 500 have a clutch 160 added thereto, and accordingly, the reduction gears 300 to 500 may have more working modes. The following briefly introduces the working modes involved by taking the reduction gear 300 as an example in combination with possible working scenarios.

[0127] Scenario 1: The driving motors 120 and 220 are coupled to drive the wheels 101 and 201 .

[0128] In a scenario where the wheels 101 and 201 are driven by coupling the drive motors 120 and 220 , the clutch 160 may be controlled to be engaged, and the clutch 150 may be controlled to be disengaged.

[0129] Since the clutch 160 is in the engaged state, the speed and / or torque of the drive motors 120 and 220 can be coupled, and the two can be considered to constitute a drive module together, and the output shafts 121 and 221 are the two output shafts of the drive module. After coupling, the torque output by the drive motors 120 and 220 can be uniformly output to the outside by the output shafts 121 and 221. The torque output by the output shaft 121 is transmitted to the wheel 101 through the gear 122-ring gear 113-planetary gear 112-planetary carrier 114; the torque output by the output shaft 221 is transmitted to the wheel 201 through the gear 222-ring gear 213-planetary gear 212-planetary carrier 214.

[0130] Since the clutch 150 is in the disconnected state, the differential mechanism 140 can work normally. When the road conditions of the left and right wheels are different, the differential mechanism can adapt to the differential.

[0131] In one embodiment, it is assumed that the output shafts 121 and 221 have the same external output, and accordingly, the gears 122 and 222 have the same motion state, and the ring gears 113 and 213 have the same motion state. Different road conditions of the left and right wheels may result in differences in the rotation speed and torque of the left and right wheels. For example, when the difference in road conditions causes the rotation speed of wheel 101 to be greater than the rotation speed of wheel 201, correspondingly, the rotation speed of planet carrier 114 is greater than the rotation speed of planet carrier 214, and there is relative rotation between sun gear 111 and sun gear 211. The relative speed difference between sun gears 111 and 211 will cause the differential mechanism 140 to work, and the reverse gears 143 and 144 will rotate. The operation of the differential mechanism 140 makes the rotation speeds of sun gear 111 and sun gear 211 tend to be consistent, thereby realizing adaptive differential of the left and right wheels.

[0132] Scenario 2: A scenario in which the wheels 101 and 201 are driven by the driving motors 120 and 220 respectively.

[0133] In a scenario where the wheels 101 and 201 are driven respectively by the drive motors 120 and 220 , that is, in a distributed drive scenario, the clutch 160 may be controlled to be in a disengaged state, and the clutch 150 may be controlled to be in an engaged state.

[0134] Since the clutch 160 is in the disconnected state, the speed and torque of the drive motors 120 and 220 are independent of each other. In this scenario, the ring gears 113 and 213 are input elements of the planetary gear mechanisms 110 and 210, respectively, and the planet carriers 114 and 214 are output elements of the two.

[0135] The driving motor 120 can drive the ring gear 113 through the gear 122, and the rotation of the ring gear 113 drives the planetary gear 112 to rotate. The planetary gear 112 drives the planetary carrier 114 to rotate, thereby driving the wheel 101 to rotate. Similarly, the driving motor 220 can drive the ring gear 213 through the gear 222, driving the planetary gear 212 and the planetary carrier 214 to rotate, thereby driving the wheel 201 to rotate.

[0136] Since the clutch 150 is in the engaged state, the differential mechanism 140 is locked, and the sun gears 111 and 211 have the same motion state. Even if the rotation speed and / or output torque of the drive motors 120 and 220 are different, since the sun gears 111 and 211 have the same motion state, the rotation speed and / or torque of the wheel on one side cannot be transmitted to the wheel on the other side through the mechanical transmission formed by the sun gear 111-differential mechanism 140-sun gear 211. In this way, the left and right wheels can be driven independently.

[0137] Scenario 3: A scenario in which the wheels 101 and 201 are synchronously driven by the driving motors 120 and 220 .

[0138] In actual driving, the wheel on one side may slip. In order to improve the vehicle's passability, the torque of the slipping wheel can be applied to the wheel on the other side by locking the differential mechanism 140. Since the differential mechanism is in a locked state, the wheels 101 and 201 are in a synchronous driving state.

[0139] In the scenario where the wheels 101 and 201 are synchronously driven by the drive motors 120 and 220, the clutches 150 and 160 can be controlled to be in an engaged state. The clutches 150 and 160 are in an engaged state, so that the motors 120 and 220 can couple their respective outputs through the locked differential mechanism to synchronously drive the wheels 101 and 201.

[0140] Exemplarily, when the reduction device 400 or 500 operates in any of the operating modes in the above-mentioned scenarios one to three, the clutch 170 can be controlled to be in an engaged state, so that the connection mechanism formed by the connecting shaft 232-clutch 170-connecting shaft 233 can play the role of the connecting shaft 231.

[0141] In addition, the deceleration devices 400 and 500 have a clutch 170 added to the deceleration device 100, and can have more working modes in addition to the above-mentioned scenarios. The following takes the deceleration device 400 as an example to briefly introduce other working modes involved.

[0142] Scenario 4: The vehicle is in driving state, and the drive motors 120 and 220 stop outputting external power.

[0143] When the vehicle is in a high-speed driving state, in order to reduce the energy consumption of the drive motor, compared with the method of controlling the four drive motors to reduce the output power, by controlling the drive motor of the front or rear wheels, the vehicle is driven by only the remaining two drive motors. This can better achieve energy-saving effects and is beneficial to improving the cruising range of electric vehicles.

[0144] When the vehicle is in a driving state and the drive motors 120 and 220 are controlled to stop outputting to the outside, that is, when the vehicle is driven only by the rear wheel drive assembly, the clutch 150 can be controlled to be disconnected, and the clutch 170 can be controlled to be disconnected. Since the drive motors 120 and 220 stop outputting to the outside, the clutch 160 can be in an engaged or disconnected state, and the state of the clutch 160 will not affect the state of the gears 122 and 222. Assuming that the default state of the clutch 160 is the engaged state, the clutch 160 can be in the default state.

[0145] Since the drive motors 120 and 220 stop outputting to the outside and the vehicle is in a driving state, in this scenario, the gears 122 and 222 can be in a stopped state, and the wheels 101 and 201 drive the planetary carriers 114 and 214 to rotate through the wheel shafts 102 and 202. The planetary carriers 114 and 214 are the input elements of the planetary gear mechanisms 110 and 210 respectively. The planetary carriers 114 and 214 drive the sun gears 111 and 211 to rotate through the planetary gears 112 and 212. Although the sun gear 111 can drive the connecting shaft 131 to rotate and transmit it to the connecting shaft 232 through the differential bevel gear 141-reverse bevel gears 143, 144-differential bevel gear 142, the speed and / or torque on one side of the connecting shaft 232 cannot be transmitted to the side of the connecting shaft 233 because the clutch 170 is in a disconnected state. The wheels 101 and 201 are actually in a neutral sliding state.

[0146] Compared with the deceleration devices 300 and 400, the deceleration device 500 further has redundant braking mechanisms 180 and 190, and in addition to the above-mentioned scenarios, it can also have more working modes. The following is a brief introduction in conjunction with scenario five.

[0147] Scenario 5: Braking scenario, controlling the redundant braking mechanisms 180 and 190 to brake the wheels.

[0148] For example, the redundant braking mechanism 180 and / or 190 may be controlled to operate according to actual braking requirements.

[0149] In one embodiment, assuming that the clutch 160 is disconnected, when the motor 120 cannot provide the braking force that meets the braking requirement, the redundant braking mechanism 180 can be controlled to provide additional braking force through the planetary carrier 114, so that the braking force applied to the wheel 101 can meet the braking requirement.

[0150] In another embodiment, when the wheel 101 is provided with a corresponding hydraulic braking mechanism such as a brake wheel cylinder and a brake fluid pipeline, if the braking force provided by the hydraulic braking mechanism cannot meet the braking requirements, for example, the hydraulic braking mechanism cannot work, or the output braking force is insufficient, the redundant braking mechanism 180 can be controlled to provide braking force to the wheel 101 through the planetary carrier 114.

[0151] Combination of the above Figures 1 to 7 The deceleration device in the embodiment of the present application is introduced. Figure 8 The control method based on the above-mentioned deceleration device provided in an embodiment of the present application is introduced. Figure 8 The method shown may be executed by the deceleration device, or may be executed by a drive assembly or a vehicle provided with the deceleration device, or may be executed by a control module or a control device of the deceleration device or the drive assembly.

[0152] For example, Figure 8 It is a flow chart of a control method provided in an embodiment of the present application. Figure 8 The method 800 shown can be used in conjunction with the deceleration device described above. The method 800 may include:

[0153] S810, obtaining vehicle operating condition information.

[0154] For example, the vehicle's operating condition information such as the vehicle's wheel speed, wheel slip rate, motor drive mode, and user control intention can be obtained.

[0155] S820: Control the first engaging and disengaging mechanism to be in an engaged or disengaged state according to the operating condition information.

[0156] In one embodiment, when the user desires to drive the vehicle in a distributed drive mode, the first engagement and disengagement mechanism may be controlled to be in an engaged state. For example, the deceleration device may work in the working mode in the above scenario A.

[0157] In yet another embodiment, when the vehicle is in a turning condition, the first engagement and disengagement mechanism may be controlled to be in an engaged state to achieve a smaller turning radius.

[0158] In another embodiment, when the vehicle is in a straight-line driving condition, the first engagement and disengagement mechanism can be controlled to be in a disengaged state, so as to avoid the vehicle having difficulty in maintaining a straight-line driving state due to inconsistent outputs of the left and right drive motors.

[0159] Exemplarily, the deceleration device may also include a second engagement and disengagement mechanism. According to the operating condition information, the first engagement and disengagement mechanism is controlled to be in an engaged or disengaged state, including: according to the operating condition information, determining the target operating mode of the deceleration device, and the target operating mode may include a first operating mode, a second operating mode, or a third operating mode. Wherein, when the deceleration device is in the first operating mode, the first engagement and disengagement mechanism is in a disengaged state, and the second engagement and disengagement mechanism is in an engaged state; or, when the deceleration device is in the second operating mode, the first engagement and disengagement mechanism is in an engaged state, and the second engagement and disengagement mechanism is in a disengaged state; or, when the deceleration device is in the third operating mode, the first engagement and disengagement mechanism and the second engagement and disengagement mechanism are in an engaged state. The following takes the deceleration device 300 as an example to briefly introduce the first to third operating modes.

[0160] In one embodiment, when in the first working mode, the deceleration device 300 may work in the manner described in the above scenario one.

[0161] In yet another embodiment, when in the second working mode, the deceleration device 300 may work in the manner described in the above scenario 2.

[0162] In yet another embodiment, when in the third working mode, the deceleration device 300 may work in the manner described in the above scenario three.

[0163] Exemplarily, the deceleration device may further include a third engagement and disengagement mechanism. The target operating mode may further include a fourth operating mode, and when the deceleration device is in the fourth operating mode, the first engagement and disengagement mechanism is in a disengaged state, and the third engagement mechanism is in a disengaged state. For example, when in the fourth operating mode, the deceleration device 400 may operate in the manner described in the above scenario four.

[0164] Exemplarily, the deceleration device may further include a brake mechanism, and the method may further include: controlling the brake mechanism to actuate according to the operating condition information. For example, according to the operating condition information, the redundant brake mechanism 180 or 190 in the deceleration device 500 may be controlled to actuate.

[0165] The present application also provides a device for implementing any of the above control methods. For example, a device is provided that includes a unit for implementing each step performed by a chip, a controller, a deceleration device, a drive assembly, etc. in any of the above methods. For example, please refer to Fig. 9 , which is a schematic diagram of the structure of a control device provided in an embodiment of the present application. The control device 900 (referred to as device 900 for short) may include an acquisition unit 910 and a control unit 920.

[0166] The acquisition unit 910 can be used to acquire the working condition information of the vehicle. The control unit 920 can be used to control the first engagement and disengagement mechanism to be in an engaged or disengaged state according to the working condition information.

[0167] In some possible implementations, when the deceleration device includes a second engagement and disengagement mechanism, the control unit 920 may be configured to determine a target operating mode of the deceleration device according to the operating condition information.

[0168] In some possible implementations, when the reduction gear device includes a third engagement and disengagement mechanism, the target operating mode may include a fourth operating mode, and when the reduction gear device is in the fourth operating mode, the first engagement and disengagement mechanism and the third engagement and disengagement mechanism are in a disengaged state.

[0169] In some possible implementations, when the deceleration device includes a braking mechanism, the control unit 920 can also be used to control the actuation of the braking mechanism according to the operating condition information.

[0170] The division of the units in the above devices is only a division of logical functions. In actual implementation, they can be fully or partially integrated into one physical entity, or physically separated. All units of the above devices can be implemented in the form of a processor calling software, or in the form of hardware circuits, or in part in the form of a processor calling software, and the rest in the form of hardware circuits.

[0171] In the specific implementation process, the acquisition unit 910 can be implemented by at least one transceiver or transceiver-related circuit, and the control unit 920 can be implemented by at least one processor or processor-related circuit. In one example, one or more processors can obtain the working condition information of the vehicle. In one example, one or more processors can control the first engagement and disengagement mechanism to be in an engaged or disengaged state according to the working condition information. In one example, one or more processors can determine the target working mode according to the working condition information. In one example, one or more processors can control the second engagement and disengagement mechanism to be in an engaged or disengaged state according to the working condition information. Exemplarily, in the specific implementation process, the device 900 can be a control module of the deceleration device 100, 200, 300, 400 or 500, or a control module of a drive assembly provided with the deceleration device 100, 200, 300, 400 or 500, or a computing platform of a vehicle provided with the deceleration device 100, 200, 300, 400 or 500, or a chip or processor of the above control module or computing platform.

[0172] For example, Fig.10 1 is a schematic block diagram of another control device provided in an embodiment of the present application. The control device 1000 (referred to as device 1000) may include: a processor 1010, an interface circuit 1020, and a memory 1030. The processor 1010, the interface circuit 1020, and the memory 1030 are connected through an internal connection path, the memory 1030 is used to store instructions, the processor 1010 is used to execute the instructions stored in the memory 1030, and the interface circuit 1020 receives / sends some parameters. Optionally, the memory 1030 can be coupled to the processor 1010 through an interface, or integrated with the processor 1010.

[0173] It should be noted that the interface circuit 1020 may include but is not limited to a transceiver device such as an input / output interface to achieve communication between the device 1000 and other devices or communication networks. For example, the operating condition information of the vehicle may be obtained through the interface circuit 1020. For another example, the state of the first engagement and disengagement mechanism may be controlled through the interface circuit 1020.

[0174] The embodiment of the present application further provides a computer program product, which includes: a computer program code, which, when executed on a computer, enables the computer to execute any possible implementation of the above method 800.

[0175] The embodiment of the present application also provides a chip, including a circuit, for executing the method 800 in the embodiment of the present application and any possible implementation thereof.

[0176] An embodiment of the present application also provides a drive assembly, which may include a first motor, a second motor, a first planetary gear mechanism, a second planetary gear mechanism, a first connecting mechanism, a second connecting mechanism, a differential mechanism, a first engagement and disengagement mechanism, and a static element.

[0177] In some possible implementations, the drive assembly may further include a second engagement and disengagement mechanism, and / or a third engagement and disengagement mechanism. For example, according to the state of each engagement and disengagement mechanism, the working mode of the drive assembly may be divided into a first working mode, a second working mode, a third working mode, or a fourth working mode. The state of each engagement and disengagement mechanism may refer to the above description of the working mode of the reduction gear, which will not be repeated here.

[0178] The embodiment of the present application also provides a control system, which may include a control device 900 or 1000, and any possible deceleration device or drive assembly mentioned above.

[0179] An embodiment of the present application also provides a vehicle, comprising any possible deceleration device or drive assembly as described above, or comprising the control system as described above.

[0180] The vehicles involved in the embodiments of the present application are vehicles in a broad sense, which may be vehicles (such as commercial vehicles, passenger cars, motorcycles, flying cars, trains, etc.), industrial vehicles (such as forklifts, trailers, tractors, etc.), engineering vehicles (such as excavators, bulldozers, cranes, etc.), agricultural equipment (such as mowers, harvesters, etc.), amusement equipment, toy vehicles, etc. The embodiments of the present application do not specifically limit the types of vehicles. For example, the vehicles in the present application may include pure electric vehicles (pure electric vehicle / battery electric vehicle, pure EV / battery EV), hybrid electric vehicles (hybrid electric vehicle, HEV), range extended electric vehicles (range extended electric vehicle, REEV), plug-in hybrid electric vehicles (plug-in hybrid electric vehicle, PHEV) or new energy vehicles (new energy vehicle, NEV), etc.

[0181] It should be understood that for the convenience and brevity of description, the specific working processes and beneficial effects of the systems, devices and units described above can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0182] The terms used in the embodiments of the present application are only for the purpose of describing specific embodiments, and are not intended to be used as limitations on the present application. As used in the specification and the appended claims of the present application, the singular expressions "one", "a kind of", "said", "above", "the" and "this" are intended to also include expressions such as "one or more", unless there is a clear contrary indication in the context. It should also be understood that in the following embodiments of the present application, "at least one", "one or more" refer to one, two or more. The term "and / or" is used to describe the association relationship of associated objects, indicating that three relationships can exist; for example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone, where A and B can be singular or plural. The character " / " generally indicates that the associated objects before and after are in an "or" relationship.

[0183] Those of ordinary skill in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of this application.

[0184] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working processes of the systems, devices and units described above can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0185] In the several embodiments provided in the present application, it should be understood that the disclosed systems, devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic. For example, the division of the units is only a logical function division. There may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0186] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0187] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0188] If the functions are implemented in the form of software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application can be essentially or partly embodied in the form of a software product that contributes to the prior art. The computer software product is stored in a storage medium and includes several instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the methods described in the various embodiments of the present application. The aforementioned storage medium includes: various media that can store program codes, such as a USB flash drive, a mobile hard disk, a read-only memory, a random access memory, a magnetic disk, or an optical disk.

[0189] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art who is familiar with the present technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A deceleration device, characterized in that: The invention comprises a first planetary gear mechanism, a second planetary gear mechanism, a first connecting mechanism, a second connecting mechanism, a differential mechanism, a first engaging and disengaging mechanism and a static element, The differential mechanism is arranged between the first planetary gear mechanism and the second planetary gear mechanism, the differential mechanism comprises a first end and a second end arranged opposite to each other, the first connecting mechanism is drivingly connected between the first planetary gear mechanism and the first end of the differential mechanism, and the second connecting mechanism is drivingly connected between the second planetary gear mechanism and the second end of the differential mechanism; The differential mechanism comprises a first gear and a second gear arranged opposite to each other along a first axis, and a third gear arranged along a second axis, the first gear is arranged at the first end of the differential mechanism, the second gear is arranged at the second end of the differential mechanism, the first gear and the second gear are meshed with the third gear, the first axis is orthogonal to the second axis and the second axis is a stationary axis; The first engagement and disengagement mechanism is disposed between the differential mechanism and the static element, and is used to lock the differential mechanism when the first engagement and disengagement mechanism is engaged.

2. The reduction gear device according to claim 1, characterized in that: The first planetary gear mechanism is arranged between the first motor and the first wheel, the second planetary gear mechanism is arranged between the second motor and the second wheel, the first motor includes a first output end and a second output end, the second motor includes a third output end and a fourth output end, the first planetary gear mechanism is transmission-connected to the first output end, and the second planetary gear mechanism is transmission-connected to the third output end; The reduction gear device further includes a second engagement and disengagement mechanism, which is disposed between the second output end of the first motor and the fourth output end of the second motor and is used to control engagement or disengagement between the first motor and the second motor.

3. The reduction gear device according to claim 2, characterized in that: When the reduction gear device is in the first working mode, the first engagement and disengagement mechanism is in a disengaged state, and the second engagement and disengagement mechanism is in an engaged state; or, When the reduction gear device is in the second working mode, the first engagement and disengagement mechanism is in an engaged state, and the second engagement and disengagement mechanism is in a disengaged state; or, When the reduction gear device is in the third operation mode, the first engagement and disengagement mechanism and the second engagement and disengagement mechanism are in an engaged state.

4. The reduction gear device according to claim 2 or 3, characterized in that: The reduction gear device further includes a third engagement and disengagement mechanism, which is disposed between the first planetary gear mechanism and the differential mechanism and is used to control engagement or disengagement between the first planetary gear mechanism and the differential mechanism.

5. The reduction gear device according to claim 4, characterized in that: When the reduction gear device is in the fourth operation mode, the first engagement and disconnection mechanism is in a disconnected state, and the third engagement and disconnection mechanism is in a disconnected state.

6. The reduction gear device according to claim 4 or 5, characterized in that: When the reduction gear device is in the first working mode, the second working mode, or the third working mode, the third engagement and disengagement mechanism is in an engaged state.

7. The reduction gear device according to any one of claims 1 to 6, characterized in that: The first planetary gear mechanism includes a first sun gear, a first ring gear, and a first intermediate element disposed between the first sun gear and the first ring gear, wherein the first intermediate element is drivingly connected to the first sun gear and the first ring gear; The second planetary gear mechanism includes a second sun gear, a second ring gear, and a second intermediate element disposed between the second sun gear and the second ring gear, wherein the second intermediate element is drivingly connected to the second sun gear and the second ring gear; The first connecting mechanism transmission-connects the first planetary gear mechanism and the first end of the differential mechanism, and includes: the first connecting mechanism transmission-connects the first sun gear of the first planetary gear mechanism and the first gear of the differential mechanism; The second connecting mechanism transmission-connects the second planetary gear mechanism and the second end of the differential mechanism, and includes: the second connecting mechanism transmission-connects the second sun gear of the second planetary gear mechanism and the second gear of the differential mechanism.

8. The reduction gear device according to claim 7, characterized in that: The deceleration device further includes a brake mechanism, and the brake mechanism is used to control a rotation speed of the first intermediate element and / or the second intermediate element.

9. The reduction gear device according to any one of claims 1 to 8, characterized in that: The first engagement and disengagement mechanism is disposed between the differential mechanism and the static element, and includes: the first engagement and disengagement mechanism is disposed between the third gear and the static element, and is used to lock the differential mechanism by locking the third gear when the first engagement and disengagement mechanism is engaged.

10. A drive assembly, characterized in that: The invention comprises a first motor, a second motor, a first planetary gear mechanism, a second planetary gear mechanism, a first connecting mechanism, a second connecting mechanism, a differential mechanism, a first engaging and disengaging mechanism and a static element, The first planetary gear mechanism is arranged between the first wheel and the first motor, the second planetary gear mechanism is arranged between the second wheel and the second motor, the first output end of the first motor is transmission-connected to the first planetary gear mechanism, and the third output end of the second motor is transmission-connected to the second planetary gear mechanism; The differential mechanism is arranged between the first planetary gear mechanism and the second planetary gear mechanism, the differential mechanism comprises a first end and a second end arranged opposite to each other, the first connecting mechanism is drivingly connected between the first planetary gear mechanism and the first end of the differential mechanism, and the second connecting mechanism is drivingly connected between the second planetary gear mechanism and the second end of the differential mechanism; The differential mechanism comprises a first gear and a second gear arranged opposite to each other along a first axis, and a third gear arranged along a second axis, the first gear is arranged at the first end of the differential mechanism, the second gear is arranged at the second end of the differential mechanism, the first gear and the second gear are meshed with the third gear, the first axis is orthogonal to the second axis and the second axis is a stationary axis; The first engagement and disengagement mechanism is disposed between the differential mechanism and the static element, and is used to lock the differential mechanism when the first engagement and disengagement mechanism is engaged.

11. The drive assembly according to claim 10, characterized in that: The first motor also includes a second output terminal, the second motor also includes a fourth output terminal, and the drive assembly also includes a second engagement and disconnection mechanism, which is arranged between the second output terminal of the first motor and the fourth output terminal of the second motor and is used to control the engagement or disconnection between the first motor and the second motor.

12. The drive assembly according to claim 11, characterized in that: The first motor and the second motor are coaxially arranged, and the second output end of the first motor and the fourth output end of the second motor are coaxially arranged.

13. The drive assembly according to claim 11 or 12, characterized in that: When the drive assembly is in a first working mode, the first engagement and disengagement mechanism is in a disengaged state, and the second engagement and disengagement mechanism is in an engaged state; or, When the drive assembly is in the second working mode, the first engagement and disengagement mechanism is in an engaged state, and the second engagement and disengagement mechanism is in a disengaged state; or, When the drive assembly is in the third working mode, the first engagement and disengagement mechanism and the second engagement and disengagement mechanism are in an engaged state.

14. The drive assembly according to any one of claims 11 to 13, characterized in that: The drive assembly further includes a third engagement and disengagement mechanism, which is disposed between the first planetary gear mechanism and the differential mechanism and is used to control engagement or disengagement between the first planetary gear mechanism and the differential mechanism.

15. The drive assembly according to claim 14, characterized in that: When the drive assembly is in the fourth working mode, the first engagement and disengagement mechanism is in a disengaged state, and the third engagement and disengagement mechanism is in a disengaged state.

16. The drive assembly according to claim 14 or 15, characterized in that: When the drive assembly is in the first working mode, the second working mode, or the third working mode, the third engagement and disengagement mechanism is in an engaged state.

17. The drive assembly according to any one of claims 10 to 16, characterized in that: The first planetary gear mechanism includes a first sun gear, a first ring gear, and a first intermediate element disposed between the first sun gear and the first ring gear, wherein the first intermediate element is drivingly connected to the first sun gear and the first ring gear; The second planetary gear mechanism includes a second sun gear, a second ring gear, and a second intermediate element disposed between the second sun gear and the second ring gear, wherein the second intermediate element is drivingly connected to the second sun gear and the second ring gear; The first connecting mechanism transmission-connects the first planetary gear mechanism and the first end of the differential mechanism, and includes: the first connecting mechanism transmission-connects the first sun gear of the first planetary gear mechanism and the first gear of the differential mechanism; The second connecting mechanism transmission-connects the second planetary gear mechanism and the second end of the differential mechanism, and includes: the second connecting mechanism transmission-connects the second sun gear of the second planetary gear mechanism and the second gear of the differential mechanism.

18. The drive assembly according to claim 17, characterized in that: The driving assembly further includes a brake mechanism, which is used to control a rotation speed of the first intermediate element and / or the second intermediate element.

19. The drive assembly according to any one of claims 10 to 18, characterized in that: The first engagement and disengagement mechanism is disposed between the differential mechanism and the static element, and includes: the first engagement and disengagement mechanism is disposed between the third gear and the static element, and is used to lock the differential mechanism by locking the third gear when the first engagement and disengagement mechanism is engaged.

20. The drive assembly according to any one of claims 10 to 19, characterized in that: The first wheel and the second wheel are coaxially arranged, one of the first wheel and the second wheel is a left wheel of the vehicle, and the other of the first wheel and the second wheel is a right wheel of the vehicle.

21. A control method, characterized in that: The invention is applied to a reduction gear, wherein the reduction gear comprises a first planetary gear mechanism, a second planetary gear mechanism, a first connecting mechanism, a second connecting mechanism, a differential mechanism, a first engaging and disengaging mechanism and a static element. The differential mechanism is arranged between the first planetary gear mechanism and the second planetary gear mechanism, the differential mechanism comprises a first end and a second end arranged opposite to each other, the first connecting mechanism is drivingly connected between the first planetary gear mechanism and the first end of the differential mechanism, and the second connecting mechanism is drivingly connected between the second planetary gear mechanism and the second end of the differential mechanism; The differential mechanism comprises a first gear and a second gear arranged opposite to each other along a first axis, and a third gear arranged along a second axis, the first gear is arranged at the first end of the differential mechanism, the second gear is arranged at the second end of the differential mechanism, the first gear and the second gear are meshed with the third gear, the first axis is orthogonal to the second axis and the second axis is a stationary axis; The first engagement and disengagement mechanism is disposed between the differential mechanism and the static element, and is used to lock the differential mechanism when the first engagement and disengagement mechanism is engaged; The method comprises: Acquiring operating condition information of a vehicle, wherein the vehicle is provided with the deceleration device; According to the operating condition information, the first engaging and disengaging mechanism is controlled to be in an engaged or disengaged state.

22. The method according to claim 21, characterized in that The first planetary gear mechanism is arranged between the first motor and the first wheel, the second planetary gear mechanism is arranged between the second motor and the second wheel, the first motor includes a first output end and a second output end, the second motor includes a third output end and a fourth output end, the first planetary gear mechanism is transmission-connected to the first output end, and the second planetary gear mechanism is transmission-connected to the third output end; The deceleration device further includes a second engagement and disengagement mechanism, which is disposed between the second output end of the first motor and the fourth output end of the second motor and is used to control engagement or disengagement between the first motor and the second motor; The step of controlling the first engagement and disengagement mechanism to be in an engaged or disengaged state according to the operating condition information comprises: According to the working condition information, the deceleration device is controlled to be in a target working mode, wherein the target working mode includes a first working mode, a second working mode or a third working mode, wherein: When the reduction gear device is in the first working mode, the first engagement and disengagement mechanism is in a disengaged state, and the second engagement and disengagement mechanism is in an engaged state; or, When the reduction gear device is in the second working mode, the first engagement and disengagement mechanism is in an engaged state, and the second engagement and disengagement mechanism is in a disengaged state; or, When the reduction gear device is in the third operation mode, the first engagement and disengagement mechanism and the second engagement and disengagement mechanism are in an engaged state.

23. The method according to claim 22, characterized in that The reduction gear device further includes a third engagement and disengagement mechanism, which is disposed between the first planetary gear mechanism and the differential mechanism and is used to control engagement or disengagement between the first planetary gear mechanism and the differential mechanism; The target operation mode further includes a fourth operation mode, wherein when the reduction gear device is in the fourth operation mode, the first engagement and disengagement mechanism is in a disengaged state, and the third engagement and disengagement mechanism is in a disengaged state.

24. The method according to claim 23, characterized in that When the reduction gear device is in the first working mode, the second working mode, or the third working mode, the third engagement and disengagement mechanism is in an engaged state.

25. The method according to any one of claims 21 to 24, characterized in that The deceleration device further includes a brake mechanism, and the brake mechanism is used to control the rotation speed of the first intermediate element and / or the second intermediate element. The method further includes: The braking mechanism is controlled to operate according to the operating condition information.

26. A control device, characterized in that: include: Memory for storing computer programs; A processor, configured to execute the computer program stored in the memory so that the apparatus performs the method according to any one of claims 21 to 25.

27. A control system, characterized in that: It comprises the control device as claimed in claim 26, and comprises the reduction gear device as claimed in any one of claims 1 to 9, or comprises the drive assembly as claimed in any one of claims 10 to 20.

28. A vehicle, characterized in that: It comprises the reduction device as claimed in any one of claims 1 to 9, or comprises the drive assembly as claimed in any one of claims 10 to 20, or comprises the control system as claimed in claim 27.

29. A computer-readable storage medium, characterized in that: Instructions are stored thereon, and when the instructions are executed by a processor, the processor implements the method according to any one of claims 21 to 25.

30. A chip, characterized in that: The chip comprises circuitry for performing the method of any one of claims 21 to 25.

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