High-torque electric driving system and vehicle

Abstract

The invention provides a high-torque electric driving system and a vehicle, the system comprises a motor unit and a speed reducer which are used for being in transmission connection in sequence, the speed reducer comprises a driving transmission unit, a driven transmission unit and a clutch, and the driving transmission unit comprises two driving transmission parts arranged on an input shaft; wherein the torque output corresponding to the transmission ratio of one driving transmission part is larger than the torque output corresponding to the transmission ratio of the other driving transmission part, the driven transmission unit comprises two driven transmission parts which are used for being arranged opposite to the two driving transmission parts respectively, and through the arrangement, the speed reducer can form a two-gear structure, so that the speed reducer can be in a two-gear structure only through two-stage speed reduction; the transmission ratio of one driving transmission piece is matched with large torque output, specifically, the large torque output is larger than or equal to 8000 N.m, and therefore the large torque starting / cross-country requirement is met; the transmission ratio of the other driving transmission part is matched with the high-speed working condition, specifically, the torque output is larger than or equal to 5000 N.m, and therefore the high-speed efficiency is met.

Description

Technical Field

[0001] This invention relates to the field of drive system technology, and in particular to a high-torque electric drive system and vehicle. Background Technology

[0002] An electric drive system is an integrated system that converts electrical energy into mechanical energy to drive vehicles, equipment, or mechanical devices. It is a core technology for new energy vehicles such as electric vehicles and hybrid vehicles, and is also widely used in industries such as industry and aerospace.

[0003] Currently, most electric drive systems (EDS) have only one gear in the reducer, which cannot effectively balance energy consumption at low and high speeds. Furthermore, the single gear ratio limits the vehicle's maximum speed. When the differential uses a conventional open design, it cannot get out of trouble under different road conditions (different coefficients of adhesion), especially on low-coefficient roads such as icy or snowy surfaces.

[0004] Therefore, existing electric drive systems, being single-speed reducers, struggle to balance the demands of high-torque start-up with high-speed and high-efficiency operation. Summary of the Invention

[0005] Based on this, the purpose of the present invention is to provide a high-torque electric drive system and vehicle to solve the technical problem in the prior art that existing electric drive systems, due to their single-speed reducers, have difficulty in simultaneously achieving high torque start-up and high-speed efficiency.

[0006] A first aspect of the present invention is to provide a high-torque electric drive system, comprising a motor unit and a reducer connected in sequence for transmission; The reducer includes a driving transmission unit, a driven transmission unit, and a clutch; The active transmission unit includes an input shaft for synchronous movement with the rotor end of the motor unit, and two active transmission components disposed on the input shaft, wherein the torque output corresponding to the transmission ratio of one active transmission component is greater than the torque output corresponding to the transmission ratio of the other active transmission component. The driven transmission unit includes two driven transmission members respectively arranged opposite to the two driving transmission members; The clutch is used to drive each of the driven transmission components to be connected to or not connected to a corresponding driving transmission component.

[0007] Furthermore, the reducer also includes an output shaft and two output shaft tapered bearings, wherein the two driven transmission components, the clutch, and the two output shaft tapered bearings are all mounted on the output shaft.

[0008] Furthermore, the electric drive system also includes a drive gear, as well as a main reduction gear and a limited-slip differential sequentially mounted on the half-shaft; The driving gear and the main reduction gear are interconnected to transmit the transmission energy of the driven transmission component to the half shaft via the limited-slip differential after being transmitted through the driving gear.

[0009] Furthermore, the motor unit includes a rotor shaft, the rotor end of which is used to connect to the input shaft, and the rotor end and the input shaft are mutually centered.

[0010] Furthermore, the motor unit also includes two first bearings, one of which is located at the end of the rotor shaft near the input shaft, and the other is located at the end of the rotor shaft away from the input shaft; The reducer also includes a second bearing, which is located at the end of the input shaft away from the rotor shaft.

[0011] Furthermore, the active transmission unit includes a second-speed active transmission component and a first-speed active transmission component disposed on the input shaft; The driven transmission unit includes a second-gear driven transmission component and a first-gear driven transmission component, which are respectively used for driving connection with the second-gear driving transmission component and the first-gear driving transmission component.

[0012] Furthermore, the electric drive system also includes a conductive brush, which is disposed on the input shaft.

[0013] Furthermore, the limited-slip differential includes two differential cone bearings and a bearing housing disposed opposite to one of the differential cone bearings.

[0014] Furthermore, the electric drive system also includes an electric drive body integrating an electronic oil pump, a limited-slip differential motor, a shift motor, an inverter, and multiple suspension structures; The motor unit, the reducer, the drive gear, the half shaft, the main reduction gear, and the limited-slip differential are all arranged within the electric drive body.

[0015] A second aspect of the present invention is to provide a vehicle comprising a vehicle body and the aforementioned high-torque electric drive system, the high-torque electric drive system being mounted within the vehicle body.

[0016] Compared with the prior art, the advantages of using the high-torque electric drive system and vehicle shown in this invention are as follows: In a high-torque electric drive system provided by this invention, the reducer includes an active transmission unit, a driven transmission unit, and a clutch. The active transmission unit includes two active transmission components mounted on the input shaft. The torque output corresponding to the transmission ratio of one active transmission component is greater than the torque output corresponding to the transmission ratio of the other active transmission component. This allows the reducer in the electric drive system of this application to have a two-speed structure. This enables one active transmission component to have a transmission ratio adapted to a large torque output (≥8000 N·m) through only two-stage reduction, thus meeting the requirements for high-torque start-up / off-road driving. The other active transmission component has a transmission ratio adapted to high-speed conditions (≥5000 N·m), thus meeting the requirements for high-speed efficiency. Furthermore, the driven transmission unit of this application includes two driven transmission components respectively arranged opposite to the two active transmission components, and a clutch for driving each driven transmission component to / from the corresponding active transmission component. This allows the torque output by the active transmission component to be accurately applied to the vehicle, thereby solving the technical problem in the prior art where existing electric drive systems, due to their single-speed reducers, struggle to simultaneously achieve high torque start-up and high-speed efficiency. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the overall structure of a high-torque electric drive system according to an embodiment of the present invention; Figure 2 This is a schematic diagram illustrating the operating principle of a high-torque electric drive system in first gear mode according to one embodiment of the present invention. Figure 3 This is a schematic diagram illustrating the operating principle of a high-torque electric drive system in two-speed mode according to one embodiment of the present invention. Figure 4 This is a front view schematic diagram of a limited-slip differential in one embodiment of the present invention; Figure 5 This is a side view of a limited-slip differential in one embodiment of the present invention. Figure 6 This is a perspective view of a high-torque electric drive system according to an embodiment of the present invention; Figure 7 This is another perspective view of a high-torque electric drive system according to an embodiment of the present invention.

[0018] Explanation of reference numerals in the attached figures: 10. Rotor shaft; 20. Input shaft; 201. First gear drive transmission component; 202. Second gear drive transmission component; 30. Front bearing of motor; 40. Rear bearing of motor; 50. Front bearing of reducer; 60. Output shaft; 601. First gear driven transmission component; 602. Second gear driven transmission component; 603. Drive gear; 604. Clutch; 605. Output shaft tapered bearing; 70. Main reduction gear; 701. Bearing housing; 80. Limited-slip differential; 801. Differential tapered bearing; 802. First planetary gear; 803. Second planetary gear; 804. Third planetary gear; 805. Fourth planetary gear; 90. Half shaft; 100. Conductive brush; 110. Electronic oil pump; 120. Shift motor; 130. Inverter; 140. Suspension structure.

[0019] The following detailed description, in conjunction with the accompanying drawings, will further illustrate the present invention. Detailed Implementation

[0020] To facilitate understanding of the present invention, a more complete description will be given below with reference to the accompanying drawings. Several embodiments of the invention are illustrated in the drawings. However, the invention can be implemented in many different forms and is not limited to the embodiments described herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete.

[0021] It should be noted that when a component is said to be "fixed to" another component, it can be directly on the other component or there may be an intervening component. When a component is said to be "connected to" another component, it can be directly connected to the other component or there may be an intervening component. The terms "vertical," "horizontal," "left," "right," and similar expressions used in this document are for illustrative purposes only.

[0022] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used herein in the description of the invention is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0023] First Embodiment Please see Figures 1 to 7 As shown, the high-torque electric drive system in the first embodiment of the present invention includes a motor unit and a reducer connected in sequence for transmission. It should be noted that in this example, the electric drive system is not limited to the motor unit and reducer shown in this example. It may also include other components constituting the electric drive system. Since other components are conventional prior art in this field, they will not be specifically described here.

[0024] To address the technical challenge of existing electric drive systems, which are single-speed reducers and struggle to balance high-torque start-up with high-speed and high-efficiency operation, this example incorporates a reducer comprising a drive unit, a driven unit, and a clutch 604. The drive unit includes an input shaft 20 for synchronous movement with the rotor end of the motor unit, and two drive components mounted on the input shaft 20, wherein the torque output corresponding to the transmission ratio of one drive component is greater than the torque output corresponding to the transmission ratio of the other drive component. The driven transmission unit includes two driven transmission components that are respectively arranged opposite to the two driving transmission components; The clutch 604 is used to drive each driven transmission component to be connected to or not connected to a corresponding driving transmission component.

[0025] In specific implementation, the reducer in this embodiment includes an active transmission unit, a driven transmission unit, and a clutch. The active transmission unit includes two active transmission components mounted on the input shaft 20. The torque output corresponding to the transmission ratio of one active transmission component is greater than the torque output corresponding to the transmission ratio of the other active transmission component. This makes the reducer in the electric drive system of this application form a two-speed structure. This allows one active transmission component to be adapted to a high torque output (≥8000 N·m) through only two-stage reduction, thus meeting the requirements for high torque start-up / off-road driving. The other active transmission component is adapted to high-speed conditions (≥5000 N·m) to meet high-speed efficiency requirements. Furthermore, the driven transmission unit shown in this application includes two driven transmission components respectively mounted opposite to the two active transmission components, and a clutch 604 for driving each driven transmission component to / from the corresponding active transmission component. This allows the torque output by the active transmission component to be accurately applied to the vehicle, thereby solving the technical problem in the prior art where existing electric drive systems, being single-speed reducers, struggle to balance high torque start-up and high-speed efficiency.

[0026] For a further understanding of this case, please refer to Figure 1 In this example, the active transmission unit includes a second-gear active transmission member 202 and a first-gear active transmission member 201 for being disposed on the input shaft 20. The driven transmission unit includes a second-gear driven transmission member 602 and a first-gear driven transmission member 601 for being connected to the second-gear active transmission member 202 and the first-gear active transmission member 201 respectively.

[0027] Specifically, the first gear drive transmission 201, the second gear drive transmission 202, the first gear driven transmission 601, and the second gear driven transmission 602 are all gears. The size of the first gear drive transmission 201 is smaller than that of the second gear drive transmission 202, and the size of the first gear driven transmission 601 is larger than that of the second gear driven transmission 602. By utilizing the size ratio between the first gear drive transmission 201 and the first gear driven transmission 601, a high torque output of ≥8000 N·m can be achieved, thereby meeting the requirements for high torque start-up / off-road driving.

[0028] It should be further noted that, to facilitate the application of torque to the vehicle, in this example, the reducer also includes an output shaft 60 and two output shaft tapered bearings 605. The two driven transmission components, the clutch 604, and the two output shaft tapered bearings 605 are all mounted on the output shaft 60. The electric drive system also includes a drive gear 603, a main reduction gear 70, and a limited-slip differential 80, which are sequentially mounted on the half-shaft 90. The drive gear 603 and the main reduction gear 70 are interconnected so that the transmission energy of a driven transmission component is transmitted to the half-shaft 90 via the limited-slip differential 80 after being transmitted through the drive gear 603. The limited-slip differential 80 can achieve a differential torque without differential speed condition, improving the overall vehicle handling. It should be noted that the limited-slip differential 80 is an electronic limited-slip differential 80, and the clutch 604 is a dog-tooth clutch 604.

[0029] In addition, the motor unit includes a rotor shaft 10, the rotor end of which is used to connect to the input shaft 20. It should be noted that the rotor end specifically refers to the end of the rotor shaft 10 that is close to the input shaft 20.

[0030] In practice, gear shifting is performed via clutch 604. In this example, it involves three gear shifts: first gear mode, second gear mode, and neutral mode.

[0031] Please see Figure 2 As shown, in first gear mode, the transmission path is switched to first gear via clutch 604. Power is transmitted through the rotor shaft 10 of the motor → input shaft 20 → first gear drive transmission component 201 → first gear driven transmission component 601 → clutch 604 → drive gear 603 → main reduction gear 70 → both sides of limited slip differential 80 → half shaft 90, achieving high-speed and efficient transmission, suitable for highway cruising conditions.

[0032] Please see Figure 3 As shown, this is the second-gear mode. The transmission path is switched to the second gear via clutch 604. The power is transmitted through the rotor shaft 10 of the motor → input shaft 20 → second-gear active transmission component 202 → second-gear driven transmission component 602 → clutch 604 → active gear 603 → main reduction gear 70 → both sides of the limited-slip differential 80 → half shaft 90, achieving high torque output and adapting to starting, climbing, and off-road conditions.

[0033] In neutral mode, it should be noted that in this position, clutch 604 is in the middle position, and the rotor shaft 10 of the motor stops running. Specifically, for four-wheel drive vehicles, when the overall vehicle power demand is low, the product is placed in neutral, and the vehicle is driven by one of the electric drive products located on the front axle or the rear axle, thereby reducing the overall vehicle energy consumption. Since the electric drive products located on the front axle or the rear axle in this mode are conventional existing technologies in this field, they will not be specifically described here.

[0034] In some preferred embodiments, to reduce costs, the rotor end and the input shaft 20 are mutually centered. By adopting the centering design, one bearing can be eliminated. The rotor end and the input shaft 20 are connected by a spline.

[0035] In addition, to ensure stable transmission between the rotor shaft 10, the input shaft 20, and between the rotor shaft 10 and the input shaft 20, in some other preferred embodiments, the motor unit further includes two first bearings, one of which is located at the end of the rotor shaft 10 near the input shaft 20, and the other is located at the end of the rotor shaft 10 away from the input shaft 20. The reducer also includes a second bearing, which is located at the end of the input shaft 20 away from the rotor shaft 10.

[0036] Specifically, the two first bearings are the front bearing 30 and the rear bearing 40 of the motor, and the second bearing is the front bearing 50 of the reducer. Please refer to the following documentation again. Figure 1 By centering the design directly below the rear bearing 40 of the motor, shaft rigidity can be provided, ultimately achieving the goal of reducing transmission loss and cost. The front bearing 30 of the motor can be a ceramic ball bearing to block high-frequency circulating current. Through this setting, the entire electric drive system can be arranged in a three-bearing layout, thereby shortening the axial dimension of the entire electric drive system by more than 15% and reducing the weight by 10%, which is suitable for the small power compartment space of new energy vehicles.

[0037] In addition, in this example, the electric drive system also includes a conductive brush 100, which is mounted on the input shaft 20. Through the optimized design of the bearing and the conductive brush 100, current corrosion and transmission deviation are avoided, thereby reducing the number of failure points in the electric drive system.

[0038] Please see Figure 4 As shown, in some optional embodiments, the limited-slip differential 80 includes two differential cone bearings 801 and a bearing housing 701 disposed opposite to one of the differential cone bearings 801. Please refer to... Figure 5 As shown, the limited-slip differential 80 adopts a four-planetary gear structure, namely the first planetary gear 802, the second planetary gear 803, the third planetary gear 804, and the fourth planetary gear 805.

[0039] In addition, please see Figure 6 and Figure 7 As shown, the electric drive system also includes an electric drive body that integrates an electronic oil pump 110, a limited-slip differential 80, a shift motor 120, an inverter 130, and multiple suspension structures 140. The motor unit, reducer, drive gear 603, half shaft 90, main reduction gear 70, and limited-slip differential 80 are all arranged within the electric drive unit. This arrangement allows for expansion into a multi-functional electric drive system without changing the reducer and motor. In some optional embodiments, ELSD control, junction box, and other components can also be integrated within the electric drive unit. It should also be noted that the multiple mounting structures 140 specifically refer to the integration of four-point mountings (left front mounting, left rear mounting, right front mounting, and right rear mounting), meaning the entire electric drive system can be directly mounted onto the vehicle subframe without additional brackets, simplifying assembly and reducing costs.

[0040] In summary, the high-torque electric drive system shown in this embodiment has at least the following advantages compared with existing electric drive systems: In the high-torque electric drive system provided by this invention, the reducer includes an active transmission unit, a driven transmission unit, and a clutch. The active transmission unit includes two active transmission components mounted on the input shaft 20. The torque output corresponding to the transmission ratio of one active transmission component is greater than the torque output corresponding to the transmission ratio of the other active transmission component. This makes the reducer in the electric drive system of this application form a two-speed structure, so that by only two-stage reduction, the transmission ratio of one active transmission component is adapted to a large torque output, specifically a large torque output ≥8000 N·m, thereby meeting the requirements for high torque start-up / off-road driving. The transmission ratio of the other active transmission component is adapted to high-speed conditions, specifically a torque output ≥5000 N·m, thereby meeting the requirements for high-speed efficiency. At the same time, combined with the driven transmission unit shown in this application, which includes two driven transmission components respectively arranged opposite to the two active transmission components, and a clutch 604 for driving each driven transmission component to be connected to or not connected to the corresponding active transmission component, the torque output by the active transmission component can be accurately applied to the vehicle, thereby solving the technical problem in the prior art that existing electric drive systems, due to their single-speed reducers, have difficulty in simultaneously achieving high torque start-up and high-speed efficiency.

[0041] Second Embodiment In another aspect, the present invention provides a vehicle, including a vehicle body and a high-torque electric drive system as shown in the first embodiment above, the high-torque electric drive system being mounted within the vehicle body. In summary, in the vehicle provided by the second embodiment of the present invention, by arranging the high-torque electric drive system shown in the first embodiment in the vehicle body, the reducer can be configured into a two-speed structure. This allows for the transmission ratio of one active drive component to be adapted to high torque output (specifically, a high torque output ≥ 8000 N·m) through only two-stage reduction, thereby meeting the requirements for high torque start-up / off-road driving. The transmission ratio of the other active drive component is adapted to high-speed conditions (specifically, a torque output ≥ 5000 N·m), thereby meeting the requirements for high-speed efficiency. Furthermore, the driven transmission unit shown in this application includes two driven drive components respectively arranged opposite to the two active drive components, and a clutch 604 for driving each driven drive component to be connected to / not connected to the corresponding active drive component. This allows the torque output by the active drive component to be accurately applied to the vehicle, thereby solving the technical problem in the prior art where existing electric drive systems, being single-speed reducers, struggle to simultaneously achieve high torque start-up and high-speed efficiency.

[0042] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0043] The above embodiments merely illustrate several implementation methods of the present invention, and their descriptions are relatively specific and detailed, but they should not be construed as limiting the scope of the present invention. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these all fall within the protection scope of the present invention. Therefore, the protection scope of this patent should be determined by the appended claims.

Claims

1. A high torque electric drive system characterized by, The electric drive system comprises a motor unit and a speed reducer connected in sequence; The speed reducer comprises a driving transmission unit, a driven transmission unit and a clutch; The driving transmission unit comprises an input shaft for synchronous movement with a rotor end of the motor unit, and two driving transmission members arranged on the input shaft, wherein the torque output corresponding to the transmission ratio of one of the driving transmission members is greater than that of the other driving transmission member; The driven transmission unit comprises two driven transmission members arranged opposite to the two driving transmission members respectively; The clutch is used to drive each driven transmission member to be in transmission connection or non-transmission connection with the corresponding driving transmission member.

2. The high torque electric drive system of claim 1, wherein, The speed reducer further comprises an output shaft and two output shaft cone bearings, wherein the two driven transmission members, the clutch and the two output shaft cone bearings are arranged on the output shaft.

3. The high torque electric drive system of claim 2, wherein, The electric drive system further comprises a driving gear, and a main reduction gear and a limited slip differential arranged in sequence on a half shaft; The driving gear and the main reduction gear are in transmission connection with each other, so that the driving energy of one driven transmission member is transmitted to the half shaft through the limited slip differential via the driving gear.

4. The high torque electric drive system of claim 1, wherein, The motor unit comprises a rotor shaft, a rotor end of the rotor shaft is connected with the input shaft, and the rotor end and the input shaft form a centering design.

5. The high torque electric drive system of claim 4, wherein, The motor unit further comprises two first bearings, one of which is arranged at one end of the rotor shaft close to the input shaft, and the other is arranged at one end of the rotor shaft away from the input shaft; The speed reducer further comprises a second bearing arranged at one end of the input shaft away from the rotor shaft.

6. The high torque electric drive system of claim 1, wherein, The driving transmission unit comprises a two-gear driving transmission member and a one-gear driving transmission member arranged on the input shaft; The driven transmission unit comprises a two-gear driven transmission member and a one-gear driven transmission member arranged in transmission connection with the two-gear driving transmission member and the one-gear driving transmission member respectively.

7. The high torque electric drive system of claim 1, wherein, The electric drive system further comprises a conductive brush arranged on the input shaft.

8. The high torque electric drive system of claim 3, wherein, The limited slip differential comprises two differential cone bearings and a bearing seat arranged opposite to one of the differential cone bearings.

9. The high torque electric drive system of claim 3, wherein, The electric drive system further comprises an electric drive body integrated with an electronic oil pump, a limited slip differential motor, a gear shifting motor, an inverter and a plurality of suspension structures; The motor unit, the speed reducer, the driving gear, the half shaft, the main reduction gear and the limited slip differential are arranged in the electric drive body.

10. A vehicle characterized by comprising: The high-torque electric drive system of any one of claims 1-9 is assembled in the vehicle body.

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