Drive assembly, four-wheel drive system and vehicle

Abstract

The invention provides a driving assembly, a four-wheel drive system and a vehicle, and relates to the technical field of vehicles. The driving assembly comprises a driving shell, a first motor, a first main speed reducer, a first planetary speed reducer and a first controller; the driving shell is provided with a first mounting cavity, a second mounting cavity and a third mounting cavity; the first motor is arranged in the first mounting cavity; the first main speed reducer is arranged in the second mounting cavity and is in transmission connection with the first motor; the first planetary reducer is arranged in the third mounting cavity and is in transmission connection with the first main reducer, and the first planetary reducer has a first speed reduction mode and a first direct drive mode; the first controller controls the first planetary reducer to be switched between a first speed reduction mode and a first direct drive mode. According to the driving assembly, when the vehicle climbs, the climbing capacity of the vehicle can be improved, occupied space can be reduced, and the space utilization rate of the vehicle is increased.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a drive assembly, a four-wheel drive system including the drive assembly, and a vehicle including the four-wheel drive system. Background Technology

[0002] In related technologies, the drive assembly includes multiple transmission gears with parallel drive shafts. These gears mesh sequentially in pairs, achieving multi-stage speed reduction from the input to the output of the gears to increase torque before transmitting power to the wheels. However, using multiple parallel drive shafts to achieve speed reduction and torque increase is ineffective and results in a bulky assembly that occupies excessive vehicle space. Furthermore, the drive assembly has relatively low torque, requiring the motor to maintain peak speed for extended periods during climbing maneuvers, which can easily damage the motor and cause hazards. Summary of the Invention

[0003] In view of the above problems, this application provides a drive assembly that can improve the vehicle's climbing ability when climbing, and can reduce space occupation and improve the space utilization of the vehicle.

[0004] In a first aspect, according to an embodiment of the present application, the drive assembly includes a drive housing, a first motor, a first main reducer, a first planetary reducer, and a first controller. The drive housing has a first mounting cavity, a second mounting cavity, and a third mounting cavity. The first motor is disposed in the first mounting cavity. The first main reducer is disposed in the second mounting cavity and is drively connected to the first motor. The first planetary reducer is disposed in the third mounting cavity and is drively connected to the first main reducer. The first planetary reducer has a first deceleration mode and a first direct drive mode. The first controller controls the first planetary reducer to switch between the first deceleration mode and the first direct drive mode.

[0005] According to the drive assembly of the present application embodiment, the first planetary reducer is controlled by the first controller to switch between a first deceleration mode and a first direct drive mode. When the vehicle is in off-road condition, the first planetary reducer can be switched to the first deceleration mode to increase the torque output of the drive assembly, thereby improving the vehicle's climbing ability. When the vehicle is not in off-road condition, the first planetary reducer can be switched to the first direct drive mode. At this time, the power is directly output from the first motor through the main reducer, and the first planetary reducer does not reduce torque, thereby reducing power loss and improving vehicle quietness.

[0006] In some embodiments, the first main reducer is configured as a first cylindrical gear reducer.

[0007] In the above embodiments, the first cylindrical gear reducer is used to reduce speed and increase torque, thereby improving the vehicle's climbing ability. The combination of the first cylindrical gear reducer and the first planetary reducer can greatly improve the vehicle's climbing ability, so that the motor does not need to maintain peak speed when the vehicle is climbing, thus improving safety and reducing the space occupied by the drive assembly.

[0008] In some embodiments, the first planetary reducer includes a first sun gear, a plurality of first planet gears, and a first internal gear ring, wherein the first sun gear is driven to mesh with the plurality of first planet gears, and the first planet gears are driven to mesh with the first internal gear ring. The first controller includes a first coupling element disposed on the first internal gear ring and configured to selectively couple the drive housing and the first sun gear; In the first deceleration mode, the first coupling element controls the coupling of the first internal gear ring with the drive housing; In the first direct drive mode, the first coupling element controls the coupling of the first internal gear ring with the first sun gear.

[0009] In the above embodiments, the vehicle's climbing ability can be improved and the space occupation can be reduced, thereby improving the space utilization rate of the vehicle.

[0010] In some embodiments, the first planetary reducer further has a first neutral mode, in which the first coupling member controls the first internal gear ring to decouple from the drive housing and the first sun gear.

[0011] In the above embodiments, the drive assembly in the first neutral mode has zero torque loss and no parallel transmission loss, reducing energy loss and improving economy.

[0012] In some embodiments, the drive housing further includes a fourth mounting cavity, a fifth mounting cavity, and a sixth mounting cavity; the drive assembly further includes a second motor, a second main reducer, a second planetary reducer, and a second controller; the second motor is disposed in the fourth mounting cavity; the second main reducer is disposed in the fifth mounting cavity and is drive-connected to the second motor; the second planetary reducer is disposed in the sixth mounting cavity and is drive-connected to the second main reducer; the second planetary reducer has a second deceleration mode and a second direct drive mode; the second controller controls the second planetary reducer to switch between the second deceleration mode and the second direct drive mode.

[0013] In the above embodiments, the vehicle's climbing ability can be improved and the space occupation can be reduced, thereby improving the space utilization rate of the vehicle.

[0014] In some embodiments, the second planetary reducer includes a second sun gear, a plurality of second planet gears, and a second internal gear ring, wherein the second sun gear meshes with the second planet gears, and the plurality of second planet gears mesh with the second internal gear ring. The second controller includes a second coupling element disposed on the second internal gear ring and configured to selectively couple the drive housing and the second sun gear; In the second deceleration mode, the second coupling element controls the coupling of the second internal gear ring with the drive housing; In the second direct drive mode, the second coupling element controls the coupling of the second internal gear ring with the second sun gear.

[0015] In the above embodiments, the vehicle's climbing ability can be improved and the space occupation can be reduced, thereby improving the space utilization rate of the vehicle.

[0016] In some embodiments, the second planetary reducer further has a second neutral mode, in which the second coupling member controls the second internal gear ring to decouple from the drive housing and the second sun gear.

[0017] In the above embodiments, the drive assembly in the second neutral mode has zero torque loss and no parallel transmission loss, reducing energy consumption and improving economy.

[0018] In some embodiments, the drive housing includes a housing, a third partition, a fourth partition, a fifth partition, and a sixth partition. The third partition, the fourth partition, and the fifth partition are arranged along a second direction to separate a second mounting cavity, a second chamber, a third chamber, and a fifth mounting cavity arranged along the first direction within the housing. The sixth partition passes through the fourth partition along the second direction to separate the first mounting cavity and the third mounting cavity within the second chamber, and to separate the fourth mounting cavity and the sixth mounting cavity within the third chamber. Wherein, the first direction is perpendicular to the second direction.

[0019] In the above embodiments, the volume of the drive assembly can be reduced, space occupancy can be reduced, and the space utilization rate of the vehicle can be improved.

[0020] In a second aspect, the four-wheel drive system according to the embodiments of this application includes the drive assembly in the above embodiments.

[0021] In a third aspect, the vehicle according to an embodiment of this application includes the four-wheel drive system described in the above embodiments.

[0022] Other features and advantages disclosed in this application will be set forth in the following description, or some features and advantages may be inferred from the description or determined without doubt, or may be learned by practicing the above-described technology disclosed in this application.

[0023] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0024] Various other advantages and benefits will become apparent to those skilled in the art upon reading the detailed description of the preferred embodiments below. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this application. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings: Figure 1 This is a schematic diagram of the drive assembly in some embodiments of this application.

[0025] The reference numerals in the detailed embodiments are as follows: Drive assembly 100, drive housing 10, housing 11, first mounting cavity 111, second mounting cavity 112, third mounting cavity 113, fourth mounting cavity 114, fifth mounting cavity 115, sixth mounting cavity 116, third partition 12, fourth partition 13, fifth partition 14, sixth partition 15, first motor 20, first cylindrical gear reducer 30, first planetary reducer 40, first sun gear 41, first planetary gear 42, first planetary carrier 43, first internal gear ring 44, first coupling member 50, second motor 60, second cylindrical gear reducer 70, second planetary reducer 80, second sun gear 81, second planetary gear 82, second planetary carrier 83, second internal gear ring 84, second coupling member 90, first wheel 200, second wheel 300, first direction AA, second direction BB. Detailed Implementation

[0026] The embodiments of the technical solution of this application will now be described in detail with reference to the accompanying drawings. These embodiments are only used to more clearly illustrate the technical solution of this application and are therefore merely examples, and should not be used to limit the scope of protection of this application.

[0027] In related technologies, the drive assembly includes multiple transmission gears with parallel drive shafts. These gears mesh sequentially in pairs, achieving multi-stage speed reduction from the input to the output of the gears to increase torque before transmitting power to the wheels. However, using multiple parallel drive shafts to achieve speed reduction and torque increase is ineffective and results in a bulky assembly that occupies excessive vehicle space. Furthermore, the drive assembly has relatively low torque, requiring the motor to maintain peak speed for extended periods during climbing maneuvers, which can easily damage the motor and cause hazards.

[0028] Therefore, this application provides a drive assembly 100 that can improve the vehicle's climbing ability when climbing, and can reduce space occupation and improve the space utilization of the vehicle.

[0029] like Figure 1 According to the embodiments of this application, the drive assembly 100 includes a drive housing 10, a first motor 20, a first main reducer, a first planetary reducer 40, and a first controller.

[0030] The drive housing 10 has a first mounting cavity 111, a second mounting cavity 112, and a third mounting cavity 113. A first motor 20 is located in the first mounting cavity 111. A first main reducer is located in the second mounting cavity 112 and is connected to the first motor 20. A first planetary reducer 40 is located in the third mounting cavity 113 and is connected to the first main reducer. The first planetary reducer 40 has a first deceleration mode and a first direct drive mode. A first controller controls the first planetary reducer 40 to switch between the first deceleration mode and the first direct drive mode. This improves the vehicle's climbing ability and reduces space occupation, thereby improving the vehicle's space utilization.

[0031] Specifically, the power input end of the first main reducer is connected to the first motor 20, the power output end of the first main reducer is connected to the first planetary reducer 40, and the power output end of the first planetary reducer 40 is connected to the first wheel 200. During normal vehicle operation, the first controller controls the first planetary reducer 40 to switch to the first direct-drive mode. In this mode, power is output from the first motor 20 and transmitted to the first planetary reducer 40 via the first main reducer. In this mode, the transmission ratio between the input and output ends of the first planetary reducer 40 is 1, meaning that the first planetary reducer 40 does not perform a speed reduction or torque increase function, thus meeting the vehicle's driving requirements. When the vehicle is off-road climbing or escaping off-road obstacles, the first controller controls the first planetary reducer 40 to switch to the first deceleration mode. In this mode, power is output from the first motor 20 and transmitted to the first planetary reducer 40 via the first main reducer, and then transmitted to the first wheel 200. The combined effect of the first main reducer and the first planetary reducer 40 greatly improves the vehicle's climbing ability, facilitating off-road climbing and escaping obstacles.

[0032] Furthermore, compared to the deceleration method of multiple drive wheels arranged in parallel on the drive shaft in related technologies, which requires a larger size in order to increase torque, the combination of the first main reducer and the first planetary reducer 40 in this embodiment can reduce space occupation and improve the space utilization of the vehicle. It can be understood that multiple drive wheels arranged in parallel on parallel shafts, and the size of multiple drive wheels is large, requires a large arrangement space when the transmission meshes. By replacing multiple drive wheels with the first planetary reducer 40, space occupation can be reduced, and ground clearance can be increased to reduce the collision of the drive assembly 100.

[0033] Therefore, according to the drive assembly 100 of this application embodiment, the first planetary reducer 40 is controlled by the first controller to switch between the first deceleration mode and the first direct drive mode. When the vehicle is in off-road condition, the first planetary reducer 40 can be switched to the first deceleration mode to increase the torque output of the drive assembly 100, thereby improving the vehicle's climbing ability. When the vehicle is not in off-road condition, the first planetary reducer 40 can be switched to the first direct drive mode. At this time, the power is directly output from the first motor 20 through the main reducer. The first planetary reducer 40 does not reduce speed and increase torque, there is no gear wear, power loss is reduced, and vehicle quietness is improved.

[0034] like Figure 1In some embodiments of this application, the first main reducer is configured as a first cylindrical gear reducer 30. It can be understood that the first cylindrical gear reducer 30 is used to reduce speed and increase torque, thereby improving the vehicle's climbing ability. The combination of the first cylindrical gear reducer 30 and the first planetary reducer 40 can greatly improve the vehicle's climbing ability, so that the motor does not need to maintain peak speed when the vehicle is climbing, thereby improving safety and reducing the space occupied by the drive assembly 100.

[0035] Of course, depending on the actual situation, the first main reducer can also be set as a bevel-cylindrical gear reducer.

[0036] like Figure 1 In some embodiments of this application, the first planetary reducer 40 includes a first sun gear 41, a plurality of first planet gears 42 and a first internal gear ring 44. The first sun gear 41 is engaged with the plurality of first planet gears 42, and the first planet gears 42 are engaged with the first internal gear ring 44. The first controller includes a first coupling element 50, which is disposed on the first internal gear ring 44 and configured to selectively couple the drive housing 10 and the first sun gear 41. In the first deceleration mode, the first coupling element 50 controls the first internal gear ring 44 to couple with the drive housing 10. In the first direct drive mode, the first coupling element 50 controls the coupling of the first internal gear ring 44 with the first sun gear 41.

[0037] This improves the vehicle's climbing ability and reduces space occupation, thereby increasing the vehicle's space utilization rate.

[0038] For example, when the vehicle is driving normally, the first coupling member 50 controls the coupling of the first sun gear 41 and the first internal gear ring 44, so that the first planetary reducer 40 switches to the first direct drive mode. In this mode, the first sun gear 41, the first planet gear 42 and the first internal gear ring 44 are relatively fixed as a whole and can be used as an ordinary drive shaft. It can be understood that the first main reducer is connected to the input end of the drive shaft and the output end of the drive shaft is connected to the first wheel 200, so as to realize the one-to-one output of power from the first main reducer to the first wheel 200. In this way, it is convenient for the vehicle to drive at high speed and meet daily needs.

[0039] When the vehicle is climbing or getting out of trouble in off-road conditions, the first coupling member 50 controls the drive housing 10 to couple with the first internal gear ring 44, so that the first planetary reducer 40 switches to the first reduction mode. In this mode, the first sun gear 41 rotates relative to the first internal gear ring 44, so that the first planetary gear 42 also rotates relative to the first internal gear ring 44. It can be understood that the first main reducer is connected to the first sun gear 41, and the first planetary gear 42 is connected to the first wheel 200. Power can be transmitted to the first wheel 200 through the first main reducer and the first planetary reducer 40, and under the action of the first main reducer and the first planetary reducer 40, the speed is reduced and the torque is increased, thereby improving the vehicle's climbing ability.

[0040] Of course, it is understandable that the first planetary reducer 40 also includes a first planetary carrier 43, which connects to multiple first planetary gears 42 and drives the first wheel 200 to achieve the reduction and torque increase of the first planetary reducer 40.

[0041] like Figure 1 In some embodiments of this application, the first planetary reducer 40 also has a first neutral mode. In the first neutral mode, the first coupling member 50 controls the first internal gear ring 44 to decouple from the drive housing 10 and the first sun gear 41. In this way, in the first neutral mode, the drive assembly 100 has no zero torque loss and no parallel transmission loss, reducing energy loss and improving economy.

[0042] Specifically, the drive assembly 100 of this application embodiment can be applied to the rear-wheel drive of a vehicle. When the vehicle is front-wheel drive, the drive assembly 100 does not run, and the rear wheels are driven by the front wheels to rotate, which drags the drive assembly 100 in reverse, causing the first motor 20 to generate losses. At this time, in order to avoid the drive assembly 100 from generating losses, the first coupling member 50 can control the first internal gear ring 44 to decouple from the drive housing 10 and the first sun gear 41. At this time, the first sun gear 41 does not rotate, and the first planetary gear 42 and the first internal gear ring 44 rotate relative to the first sun gear 41, that is, the first planetary reducer 40 idles. The reverse drag is offset by the idle rotation. At this time, the drive assembly 100 has no zero torque loss (that is, the first motor 20 does not generate additional electromagnetic loss under zero torque command, avoiding becoming a load when dragging in reverse without load) and no parallel transmission loss (that is, the first cylindrical gear reducer 30 does not generate losses when dragging in reverse). There is no need to do additional zero torque control, reducing energy loss and improving economy.

[0043] like Figure 1In some embodiments of this application, the drive housing 10 further includes a fourth mounting cavity 114, a fifth mounting cavity 115, and a sixth mounting cavity 116; the drive assembly 100 also includes a second motor 60, a second main reducer, a second planetary reducer 80, and a second controller. The second motor 60 is disposed in the fourth mounting cavity 114; the second main reducer is disposed in the fifth mounting cavity 115 and is drive-connected to the second motor 60; the second planetary reducer 80 is disposed in the sixth mounting cavity 116 and is drive-connected to the second main reducer. The second planetary reducer 80 has a second deceleration mode and a second direct drive mode; the first controller controls the second planetary reducer 80 to switch between the second deceleration mode and the second direct drive mode. In this way, the vehicle's climbing ability can be improved, and the space occupation can be reduced, thereby improving the space utilization rate of the vehicle.

[0044] Specifically, the power input end of the second main reducer is connected to the second motor 60, the power output end of the second main reducer is connected to the second planetary reducer 80, and the power output end of the second planetary reducer 80 is connected to the second wheel 300. During normal vehicle operation, the second controller controls the second planetary reducer 80 to switch to the second direct drive mode. In this mode, power is output from the second motor 60 and transmitted to the second planetary reducer 80 after passing through the second main reducer. In this mode, the transmission ratio between the input and output ends of the second planetary reducer 80 is 1, meaning that the second planetary reducer 80 does not perform a speed reduction or torque increase function, thus meeting the vehicle's planetary driving requirements. When the vehicle is off-road climbing or escaping off-road obstacles, the second controller controls the second planetary reducer 80 to switch to the second deceleration mode. In this mode, power is output from the second motor 60 and transmitted to the second planetary reducer 80 after passing through the second main reducer, and then transmitted to the second wheel 300. The combined effect of the second main reducer and the second planetary reducer 80 greatly improves the vehicle's climbing ability, facilitating off-road climbing and escaping obstacles.

[0045] Furthermore, in conjunction with the aforementioned embodiments, the drive assembly 100 of this application can be applied to the rear axle of a vehicle, that is, the power of the first motor 20 is transmitted to the first rear wheel, and the power of the second motor 60 is transmitted to the second rear wheel. The drive assembly 100 can form a distributed layout, and a single motor can control a single wheel, which can eliminate multiple transmission components, simplify the drive assembly 100, and improve transmission efficiency.

[0046] like Figure 1 In some embodiments of this application, the second main reducer is configured as a second cylindrical gear reducer 70. It is understood that the second cylindrical gear reducer 70 achieves speed reduction and torque increase to improve the vehicle's climbing ability, and the combination of the first cylindrical gear reducer 30 and the first planetary reducer 40 can greatly improve the vehicle's climbing ability and reduce the space occupied by the drive assembly 100.

[0047] Of course, depending on the actual situation, the second main reducer can also be set as a bevel-cylindrical gear reducer.

[0048] like Figure 1 In some embodiments of this application, the second planetary reducer 80 includes a second sun gear 81, a plurality of second planet gears 82 and a second internal gear ring 84. The second sun gear 81 is engaged with the plurality of second planet gears 82, and the second planet gears 82 are engaged with the second internal gear ring 84. The second controller includes a second coupling element 90, which is disposed on the second internal gear ring 84 and configured to selectively couple the drive housing 10 and the second sun gear 81. In the second deceleration mode, the second coupling element 90 controls the second internal gear ring 84 to couple with the drive housing 10. In the second direct drive mode, the second controller controls the coupling of the second internal gear ring 84 with the second sun gear 81.

[0049] This improves the vehicle's climbing ability and reduces space occupation, thereby increasing the vehicle's space utilization rate.

[0050] For example, when the vehicle is driving normally, the second coupling member 90 controls the coupling of the second sun gear 81 and the second internal gear ring 84, so that the second planetary reducer 80 switches to the second direct drive mode. In this mode, the second sun gear 81, the second planet gear 82 and the second internal gear ring 84 are relatively fixed as a whole and can be used as an ordinary drive shaft. It can be understood that the second main reducer is connected to the input end of the drive shaft and the output end of the drive shaft is connected to the second wheel 300, so as to realize the one-to-one output of power from the second main reducer to the second wheel 300. In this way, it is convenient for the vehicle to drive at high speed and meet daily needs.

[0051] When the vehicle is climbing or getting out of trouble in off-road conditions, the second coupling member 90 controls the drive housing 10 to couple with the second internal gear ring 84, so that the second planetary reducer 80 switches to the second reduction mode. In this mode, the second sun gear 81 rotates relative to the second internal gear ring 84, so that the second planet gear 82 also rotates relative to the second internal gear ring 84. It can be understood that the second main reducer is connected to the second sun gear 81, and the second planet gear 82 is connected to the second wheel 300. Power can be transmitted to the second wheel 300 through the second main reducer and the second planetary reducer 80. Under the action of the second main reducer and the second planetary reducer 80, the speed is reduced and the torque is increased, thereby improving the vehicle's climbing ability.

[0052] Of course, it is understandable that the second planetary reducer 80 also includes a second planetary carrier 83, which connects to multiple second planetary gears 82 and a second wheel 300, thereby realizing the reduction and torque increase of the second planetary reducer 80.

[0053] like Figure 1In some embodiments of this application, the second planetary reducer 80 also has a second neutral mode. In the second neutral mode, the second coupling member 90 controls the second internal gear ring 84 to decouple from the drive housing 10 and the second sun gear 81. In this way, the drive assembly 100 has no zero torque loss and no parallel transmission loss in the second neutral mode, reducing energy and improving economy.

[0054] Specifically, the drive assembly 100 of this application embodiment can be applied to the rear-wheel drive of a vehicle. When the vehicle is front-wheel drive, the drive assembly 100 does not run, and the rear wheels are driven by the front wheels to rotate, which drags the drive assembly 100 in reverse, causing the second motor 60 to generate losses. At this time, in order to avoid the drive assembly 100 from generating losses, the second coupling member 90 can control the second internal gear ring 84 to decouple from the drive housing 10 and the second sun gear 81. At this time, the second sun gear 81 does not rotate, and the second planetary gear 82 and the second internal gear ring 84 rotate relative to the second sun gear 81, that is, the second planetary reducer 80 idles. The reverse drag is offset by the idle rotation. At this time, the drive assembly 100 has no zero torque loss (that is, the second motor 60 does not generate additional electromagnetic loss under zero torque command, avoiding becoming a load when dragging in reverse without load) and no parallel transmission loss (that is, the second cylindrical gear reducer 70 does not generate losses when dragging in reverse). There is no need to do additional zero torque control, reducing energy loss and improving economy.

[0055] In some specific examples, the first coupling element 50 can be configured as a synchronizer, a claw clutch, or a sliding sleeve structure, etc. The second coupling element 90 can also be configured as a synchronizer, a claw clutch, or a sliding sleeve structure, etc.

[0056] In some embodiments of this application, the drive housing 10 includes a housing 11, a first partition, and a second partition. The first partition is disposed within the housing 11 and is used to separate a second mounting cavity 112 and a first chamber arranged along a first direction within the housing 11. The second partition is disposed within the first chamber and is used to separate a first mounting cavity 111 and a third mounting cavity 113 arranged along a second direction within the first chamber. The first direction is perpendicular to the second direction. In this way, the volume of the drive assembly 100 can be reduced, space occupancy can be reduced, and the space utilization rate of the vehicle can be improved.

[0057] The following explanation uses the first direction as the left-right direction and the second direction as the up-down direction as an example: For example, by combining the first cylindrical gear reducer 30 with the first planetary reducer 40, a larger torque can be achieved while reducing the volume of the drive assembly 100. It is understood that in related technologies, multiple parallel shafts are arranged and the gears on the parallel shafts mesh in sequence to achieve speed reduction and torque increase between the motor and the vehicle. Since the torque required for climbing and getting out of trouble is large, the number of gears and the size of the gears are also large, which leads to an increase in the structural volume of the drive assembly 100 and occupies too much space. Therefore, in this embodiment of the application, the combination of the first cylindrical gear reducer 30 and the first planetary reducer 40 reduces the volume of the drive housing 10. Specifically, the first motor 20 and the first cylindrical gear reducer 30 are arranged and connected in transmission along the left and right sides. Since the volume of the first motor 20 is smaller than that of the first cylindrical gear reducer 30, a third mounting cavity 113 is provided to the right of the first cylindrical gear reducer 30 and below the first motor 20. The first planetary reducer 40 can be installed in the third mounting cavity 113, making the drive assembly 100 compact, small in size, and improving space utilization.

[0058] Furthermore, based on the aforementioned layout, a first mounting cavity 111, a second mounting cavity 112, and a third mounting cavity 113 can be separated within the drive housing 10 by a first partition and a second partition. In this way, the first motor 20 can be installed in the first mounting cavity 111, the first cylindrical gear reducer 30 can be installed in the second mounting cavity 112, and the first planetary reducer 40 can be installed in the third mounting cavity 113.

[0059] like Figure 1 In some embodiments of this application, the drive housing 10 includes a housing 11, a third partition 12, a fourth partition 13, a fifth partition 14, and a sixth partition 15. The third partition 12, the fourth partition 13, and the fifth partition 14 are arranged along a second direction to separate a second mounting cavity 112, a second chamber, a third chamber, and a fifth mounting cavity 115 arranged along a first direction within the housing 11. The sixth partition 15 passes through the fourth partition 13 along the second direction to separate a first mounting cavity 111 and a third mounting cavity 113 within the second chamber, and to separate a fourth mounting cavity 114 and a sixth mounting cavity 116 within the third chamber. The first direction is perpendicular to the second direction. In this way, the volume of the drive assembly 100 can be reduced, space occupancy can be reduced, and the space utilization rate of the vehicle can be improved.

[0060] The following explanation uses the first direction as the left-right direction and the second direction as the up-down direction as an example: For example, by combining the first cylindrical gear reducer 30 with the first planetary reducer 40, and by combining the second cylindrical gear reducer 70 with the second planetary reducer 80, a larger torque can be achieved while reducing the volume of the drive assembly 100. It is understood that, combined with the aforementioned related technologies, the drive assembly 100 has a large structural volume and occupies too much space. Therefore, the present application embodiment reduces the volume of the drive housing 10 by combining the first cylindrical gear reducer 30 with the first planetary reducer 40 and the second cylindrical gear reducer 70 with the second planetary reducer 80. Specifically, the first motor 20 and the second motor 60 are arranged symmetrically on the left and right sides, with the first cylindrical gear reducer 30 arranged to the left of the first motor 20 and the second cylindrical gear reducer 70 arranged to the right of the second motor 60. Since the first motor 20 is smaller than the first cylindrical gear reducer 30 and the second motor 60 is smaller than the second cylindrical gear reducer 70, the third mounting cavity 113 and the sixth mounting cavity 116 are freed up on the lower side of the first motor 20 and the second motor 60, the right side of the first cylindrical gear reducer 30, and the left side of the second cylindrical gear reducer 70. The first planetary reducer 40 can be installed in the third mounting cavity 113 and the second planetary reducer 80 can be installed in the sixth mounting cavity 116, making the drive assembly 100 compact, small in size, and improving space utilization.

[0061] Furthermore, based on the aforementioned layout, the drive housing 10 can be divided into a first mounting cavity 111, a second mounting cavity 112, a third mounting cavity 113, a fourth mounting cavity 114, a fifth mounting cavity 115, and a sixth mounting cavity 116 by the third partition 12, a fourth partition 13, a fifth partition 14, and a sixth partition 15. In this way, the first motor 20 can be installed in the first mounting cavity 111, the first cylindrical gear reducer 30 can be installed in the second mounting cavity 112, the first planetary reducer 40 can be installed in the third mounting cavity 113, the second motor 60 can be installed in the fourth mounting cavity 114, the second cylindrical gear reducer 70 can be installed in the fifth mounting cavity 115, and the second planetary reducer 80 can be installed in the sixth mounting cavity 116.

[0062] like Figure 1 In some embodiments of this application, the first planetary reducer 40 further includes a first planetary carrier 43, which connects to a plurality of first planetary gears 42; the second planetary reducer 80 further includes a second planetary carrier 83, which connects to a plurality of second planetary gears 82; the drive assembly 100 further includes a differential lock, which is configured to lock and unlock the first planetary carrier 43 and the second planetary carrier 83; in this way, the first wheel 200 and the second wheel 300 can be rigidly locked, so that the first wheel 200 and the second wheel 300 rotate synchronously, thereby transmitting all the torque to the wheel with traction, helping the vehicle to get out of trouble.

[0063] According to the embodiments of this application, the four-wheel drive system includes the drive assembly 100 in the above embodiments. By applying the aforementioned drive assembly 100, the volume of the four-wheel drive system can be reduced, space occupancy can be reduced, and space utilization can be improved. Furthermore, the torque of the four-wheel drive system can be increased, giving it superior climbing ability.

[0064] According to the embodiments of this application, the vehicle includes the four-wheel drive system described in the above embodiments; by applying the aforementioned four-wheel drive system, the vehicle's climbing ability can be improved, assisting the vehicle in off-road climbing and off-road extrication.

[0065] In this application, the terms "installation," "setup," "equipped with," "connection," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral structure; they can refer to a mechanical connection or a point connection; they can refer to a direct connection or an indirect connection through an intermediate medium, or an internal connection between two devices, components, or components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0066] Furthermore, the terms "first," "second," etc., are primarily used to distinguish different devices, components, or parts (which may be the same or different in specific type and construction), and are not intended to indicate or imply the relative importance or quantity of the indicated device, component, or part. Unless otherwise stated, "multiple" means two or more.

[0067] In all embodiments of this application, "large" and "small" are relative terms, "more" and "less" are relative terms, and "upper" and "lower" are relative terms. The embodiments of this application will not elaborate further on the expression of such relative terms.

[0068] It should be understood that the phrases "in this embodiment," "in this application embodiment," or "as an optional implementation" throughout the specification mean that a specific feature, structure, or characteristic related to an embodiment is included in at least one embodiment of this application. Therefore, the phrases "in this embodiment," "in this application embodiment," or "as an optional implementation" appearing throughout the specification do not necessarily refer to the same embodiment. Furthermore, these specific features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. Those skilled in the art should also understand that the embodiments described in the specification are all optional embodiments, and the actions and modules involved are not necessarily essential to this application.

[0069] In the various embodiments of this application, it should be understood that the sequence number of each process does not necessarily imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0070] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of protection of the claims.

Claims

1. A drive assembly, characterized in that, include: The drive housing (10) has a first mounting cavity (111), a second mounting cavity (112) and a third mounting cavity (113); The first motor (20) is disposed in the first mounting cavity (111); The first main reducer is located in the second mounting cavity (112) and is connected to the first motor (20) in a transmission. The first planetary reducer (40) is located in the third mounting cavity (113) and is connected to the first main reducer. The first planetary reducer (40) has a first deceleration mode and a first direct drive mode. A first controller controls the first planetary reducer (40) to switch between the first deceleration mode and the first direct drive mode.

2. The drive assembly according to claim 1, characterized in that, The first main reducer is set as the first cylindrical gear reducer (30).

3. The drive assembly according to claim 1, characterized in that, The first planetary reducer (40) includes a first sun gear (41), a plurality of first planet gears (42) and a first internal gear ring (44). The first sun gear (41) is driven to mesh with the first planet gears (42), and the plurality of first planet gears (42) are driven to mesh with the first internal gear ring (44). The first controller includes a first coupling element (50), which is disposed on the first internal gear ring (44) and configured to selectively couple the drive housing (10) and the first sun gear (41); In the first deceleration mode, the first coupling member (50) controls the first internal gear ring (44) to couple with the drive housing (10); In the first direct drive mode, the first coupling member (50) controls the coupling of the first internal gear ring (44) with the first sun gear (41).

4. The drive assembly according to claim 3, characterized in that, The first planetary reducer (40) also has a first neutral mode, in which the first coupling member (50) controls the first internal gear ring (44) to decouple from the drive housing (10) and the first sun gear (41).

5. The drive assembly according to any one of claims 1-4, characterized in that, The drive housing (10) also has a fourth mounting cavity (114), a fifth mounting cavity (115) and a sixth mounting cavity (116); The drive assembly also includes: The second motor (60) is disposed in the fourth mounting cavity (114); The second main reducer is located in the fifth mounting cavity (115) and is connected to the second motor (60) in a transmission. The second planetary reducer (80) is located in the sixth mounting cavity (116) and is connected to the second main reducer. The second planetary reducer (80) has a second reduction mode and a second direct drive mode. The second controller controls the second planetary reducer (80) to switch between the second deceleration mode and the second direct drive mode.

6. The drive assembly according to claim 5, characterized in that, The second planetary reducer (80) includes a second sun gear (81), a plurality of second planet gears (82), and a second internal gear ring (84). The second sun gear (81) is engaged with the second planet gears (82), and the plurality of second planet gears (82) are engaged with the second internal gear ring (84). The second controller includes a second coupling element (90), which is disposed on the second internal gear ring (84) and configured to selectively couple the drive housing (10) and the second sun gear (81); In the second deceleration mode, the second coupling member (90) controls the second internal gear ring (84) to couple with the drive housing (10); In the second direct drive mode, the second coupling member (90) controls the coupling of the second internal gear ring (84) with the second sun gear (81).

7. The drive assembly according to claim 6, characterized in that, The second planetary reducer (80) also has a second neutral mode, in which the second coupling member (90) controls the second internal gear ring (84) to decouple from the drive housing (10) and the second sun gear (81).

8. The drive assembly according to claim 5, characterized in that, The drive housing (10) includes a housing (11), a third partition (12), a fourth partition (13), a fifth partition (14), and a sixth partition (15). The third partition (12), the fourth partition (13), and the fifth partition (14) are arranged along a second direction to separate the second mounting cavity (112), the second chamber, the third chamber, and the fifth mounting cavity (115) arranged along a first direction within the housing (11). The sixth partition (15) passes through the fourth partition (13) along the second direction to separate the first mounting cavity (111) and the third mounting cavity (113) within the second chamber, and to separate the fourth mounting cavity (114) and the sixth mounting cavity (116) within the third chamber. Wherein, the first direction is perpendicular to the second direction.

9. A four-wheel drive system, characterized in that, Includes the drive assembly according to any one of claims 1-8.

10. A vehicle, characterized in that, Includes the four-wheel drive system as described in claim 9.

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