Electric drive assembly and vehicle

Abstract

The embodiment of the invention provides an electric drive assembly and a vehicle, and relates to the technical field of vehicles. The first motor is used for providing power for wheels on one side of the vehicle. The second motor and the first motor are distributed in the axial direction of the first motor, the second motor is used for providing power for the other wheel of the vehicle in the width direction of the vehicle, and the second motor and the first motor operate independently. The first transmission system comprises a first speed reducing mechanism and a second speed reducing mechanism, the speed ratios of the first speed reducing mechanism and the second speed reducing mechanism are different, and the first motor is disconnected with at least one of the first speed reducing mechanism and the second speed reducing mechanism. The second transmission system comprises a third speed reducing mechanism and a fourth speed reducing mechanism, the speed ratios of the third speed reducing mechanism and the fourth speed reducing mechanism are different, and the second motor is disconnected with at least one of the third speed reducing mechanism and the fourth speed reducing mechanism. The electric drive assembly can have a multi-gear working mode, so that the electric drive assembly can efficiently operate under various working conditions.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to an electric drive assembly and a vehicle. Background Technology

[0002] The electric drive system is the core power unit of new energy vehicles (such as pure electric vehicles, hybrid vehicles, and range-extended vehicles). The core function of the electric drive system is to convert the electrical energy from the power battery into the mechanical energy to drive the wheels, and to achieve efficient power transmission, speed regulation, and torque control.

[0003] An electric drive assembly includes a motor and a reduction gear structure. The motor is connected to the reduction gear structure to achieve the function of speed reduction and torque increase. In related technologies, electric drive assemblies have a single operating mode. Electric drive assemblies are difficult to operate efficiently under all operating conditions. For example, while an electric drive assembly may be able to operate efficiently under starting conditions, it is difficult to achieve efficient operation under high-speed cruising conditions. Summary of the Invention

[0004] This application provides an electric drive assembly and a vehicle. The electric drive assembly has multiple operating modes so that it can operate efficiently under various working conditions.

[0005] In a first aspect, embodiments of this application provide an electric drive assembly, comprising:

[0006] A first motor is used to provide power to one side of the vehicle's wheels;

[0007] The second motor is distributed along the axial direction of the first motor and along the width direction of the vehicle. The second motor is used to provide power to the other wheel of the vehicle. The second motor and the first motor operate independently.

[0008] The first transmission system includes a first reduction mechanism and a second reduction mechanism, wherein the speed ratios of the first reduction mechanism and the second reduction mechanism are different, and the first motor is disconnected from at least one of the first reduction mechanism and the second reduction mechanism.

[0009] The second transmission system includes a third reduction mechanism and a fourth reduction mechanism, wherein the speed ratios of the third reduction mechanism and the fourth reduction mechanism are different, and the second motor is disconnected from at least one of the third reduction mechanism and the fourth reduction mechanism.

[0010] The electric drive assembly provided in this application allows both the first and second transmission systems to switch between low-torque and high-torque modes. When the vehicle is traveling at high speed and in a stable manner, the first motor can be disconnected from the first transmission system, and the second motor can be disconnected from the second transmission system. At this time, the electric drive assembly of the (front) wheels can be in high-speed energy-saving mode, and the vehicle can be driven by motors at other (rear) wheels to reduce the possibility of increased energy consumption caused by dragging between the front and rear wheels.

[0011] By incorporating a first and third reduction gear with a high speed ratio, the first and second transmission systems can provide the vehicle with stronger starting and climbing torque, thus improving acceleration performance. This is especially beneficial in fully loaded or hill-climbing scenarios, allowing the vehicle to have better power performance and support higher speeds.

[0012] Furthermore, since the first motor and the second motor can operate independently, the first transmission system and the second transmission system can have different operating modes.

[0013] When the vehicle is making a U-turn, the first and second motors can rotate in opposite directions. The electric drive assembly can operate in a dual-motor, opposite-direction mode. Both the first and second transmission systems can operate in high-torque mode to provide the power needed for the U-turn. When one wheel of the vehicle is stuck, the output on that side can operate in high-torque mode to provide the power needed to get the wheel out of the stuck position. At this time, the output on the other side can be disconnected. The electric drive assembly then operates in a single-motor mode.

[0014] Therefore, the electric drive assembly of this application embodiment can have the following working modes: low-speed high-torque working mode applied to low-speed vehicle conditions, high-speed low-torque working mode applied to high-speed vehicle cruising conditions, dual-motor opposite-direction working mode applied to vehicle turning around in place conditions, single-motor operation working mode applied to vehicle single-wheel traction, and energy-saving working mode applied to vehicle high-speed stable operation conditions where both motors are completely disconnected.

[0015] In one possible implementation, the first reduction mechanism includes a first sun gear and a first planetary gear that are driven together, as well as a first planetary carrier and a second planetary gear connected to each other. The second planetary gear is connected to the first planetary gear. When the first motor is connected to the first reduction mechanism, the first sun gear, the first planetary gear, and the second planetary gear are driven together, and power is output through the first planetary carrier.

[0016] The second reduction mechanism includes a second sun gear and a connected first planetary carrier and second planetary gear. The second sun gear and the second planetary gear cooperate to drive the transmission. When the first motor is connected to the second reduction mechanism, the second sun gear and the second planetary gear drive the transmission and output power through the first planetary carrier.

[0017] In this embodiment, the first transmission system can be a planetary gear set structure. The first reduction mechanism can be a two-stage reduction structure. When the first motor is connected to the first reduction mechanism, the first reduction mechanism can amplify torque through two reductions to achieve a large speed ratio, thus meeting the high torque requirement at the output end of the first transmission system. The second reduction mechanism can be a one-stage reduction structure. When the first motor is connected to the second reduction mechanism, the first motor can output high-speed power through the second reduction mechanism, suitable for low torque requirements.

[0018] Furthermore, since the first transmission system is a planetary gear structure, it can be made compact and smaller in size, which helps to save space in the vehicle chassis and improve the space utilization of the chassis.

[0019] In one possible implementation, the third reduction mechanism includes a third sun gear and a third planetary gear that are driven together, as well as a second planetary carrier and a fourth planetary gear connected together, wherein the fourth planetary gear is connected to the third planetary gear; when the second motor is connected to the third reduction mechanism, the third sun gear, the third planetary gear, and the fourth planetary gear are driven together, and power is output through the second planetary carrier;

[0020] The fourth reduction mechanism includes a fourth sun gear and a connected second planetary carrier and a fourth planetary gear. The fourth sun gear and the fourth planetary gear cooperate to drive the transmission. When the second motor is connected to the fourth reduction mechanism, the fourth sun gear and the fourth planetary gear drive the transmission and output power through the second planetary carrier.

[0021] In this embodiment, the second transmission system can be a planetary gear set structure. The third reduction mechanism can be a stage II reduction structure. When the second motor is connected to the third reduction mechanism, the third reduction mechanism can amplify the torque through two reductions, achieving a large speed ratio to meet the high torque requirements of the output end of the second transmission system. The fourth reduction mechanism can be a stage I reduction structure. When the second motor is connected to the fourth reduction mechanism, the second motor can output high-speed power and output low torque through the fourth reduction mechanism.

[0022] Furthermore, since the second transmission system is a planetary gear structure, it can be made compact and smaller in size, which helps to save space in the vehicle chassis and improve the space utilization of the chassis.

[0023] In one possible implementation, the first transmission system further includes a first clutch and a second clutch, wherein the first clutch engages or disengages the first motor from the first sun gear, and the second clutch engages or disengages the first motor from the second sun gear; and / or,

[0024] The second transmission system further includes a third clutch and a fourth clutch, wherein the third clutch engages or disengages the second motor from the third sun gear, and the fourth clutch engages or disengages the second motor from the fourth sun gear.

[0025] By setting up a first clutch, a second clutch, a third clutch, and a fourth clutch, when the speeds of the first motor and the second motor are inconsistent, the speed difference can be absorbed by the relative sliding of the friction plates inside the clutches, thereby reducing shift shock and making the speed switching between the first motor and the second motor smoother and more stable. This is beneficial to improving the vehicle's NVH (Noise, Vibration, Harshness) performance.

[0026] In one possible implementation, the first clutch and the second clutch are distributed along the axial direction of the first motor, and the axes of the first sun gear and the second sun gear are located on the axis of the first motor.

[0027] In this embodiment, the first clutch, the second clutch, the first reduction mechanism, and the second reduction mechanism can all be distributed along the axial direction of the first motor. On one hand, the first and second reduction mechanisms in this embodiment allow for a more compact structure of the electric drive assembly along the axial direction of the first motor, which helps save space along the axial direction of the first motor. On the other hand, since the first clutch, the second clutch, the first reduction mechanism, and the second reduction mechanism are all distributed along the axial direction of the first motor, it helps save radial space of the first motor. Therefore, it is beneficial to reduce the overall size of the electric drive assembly, and to achieve a compact and lightweight design of the electric drive assembly.

[0028] The third clutch and the fourth clutch are distributed along the axial direction of the first motor, and the axes of the third sun gear and the fourth sun gear are located on the axis of the first motor.

[0029] In this embodiment, the third clutch, fourth clutch, third reduction mechanism, and fourth reduction mechanism can all be distributed along the axial direction of the first motor. On the one hand, the structure of the first and second reduction mechanisms allows for a more compact structure of the electric drive assembly along the axial direction of the first motor, which helps save space along the axial direction of the first motor. On the other hand, since the third clutch, fourth clutch, third reduction mechanism, and fourth reduction mechanism are all distributed along the axial direction of the first motor, it helps save radial space of the first motor. Therefore, it is beneficial to reduce the overall size of the electric drive assembly, and to achieve a compact and lightweight design of the electric drive assembly.

[0030] In one possible implementation, the electric drive assembly further includes a locking mechanism located between the first motor and the second motor.

[0031] The locking mechanism has a disconnected position and a connected position. When the locking mechanism is in the disconnected position, the first motor and the second motor operate independently. When the locking mechanism is in the connected position, the first motor and the second motor are connected and operate synchronously.

[0032] In this embodiment, when the locking mechanism is in the disengaged position, the first motor and the second motor can operate independently, allowing the two wheels to rotate at different speeds when turning or when one wheel is stuck, thus ensuring smooth vehicle operation. When the locking mechanism is in the engaged position, the first motor and the second motor can operate synchronously. The two wheels can be rigidly connected, allowing power to be evenly distributed to both wheels. Therefore, when one wheel is smoothly connected to the ground, sufficient torque can be obtained to propel the entire vehicle forward.

[0033] Therefore, by setting a locking mechanism, the vehicle can be put into off-road mode. In this mode, the electric drive assembly can operate with dual-motor locking. Specifically, the power transmission path can be referenced... Figure 3 The red arrows indicate this. The power of the first motor can be transmitted through the first sun gear, the first planetary gear, the second planetary gear, and the first planetary carrier, enabling the output of the first transmission system to operate in a high-torque mode. The power of the second motor can be transmitted through the third sun gear, the third planetary gear, the fourth planetary gear, and the second planetary carrier, enabling the output of the second transmission system to operate in a high-torque mode. The outputs of both the first and second transmission systems operate in the same high-torque mode.

[0034] In one possible implementation, the locking mechanism is located in the intermediate region between the first motor and the second motor along the axial direction of the first motor.

[0035] The first motor and the second motor are symmetrical with respect to the locking mechanism; and / or,

[0036] The first transmission system and the second transmission system are symmetrical with respect to the locking mechanism.

[0037] In this embodiment, by symmetrically positioning the first and second motors relative to the locking mechanism, the electric drive assembly is more evenly distributed along the vehicle's width. Similarly, symmetrical positioning of the first and second transmission systems relative to the locking mechanism also ensures an even distribution of the electric drive assembly along the vehicle's width. This improves power distribution efficiency, enabling faster and more precise power delivery to the wheels, and reduces transmission losses. Furthermore, it minimizes the weight difference between the two sides of the vehicle's width, resulting in a more balanced weight distribution and improved handling stability during driving.

[0038] In one possible implementation, along the axial direction of the first motor, the first transmission system is located on the side of the first motor facing away from the second motor; the second transmission system is located on the side of the second motor facing away from the first motor.

[0039] In this embodiment, the above-described configuration allows the power output from the first motor to be directly transmitted to the first transmission system via the first or second clutch. This reduces power loss and allows for a more compact axial layout of the first motor. Similarly, the power output from the second motor can be directly transmitted to the second transmission system via the third or fourth clutch to reduce power loss and save space along the axial direction of the first motor.

[0040] In one possible implementation, the first motor and / or the second motor are axial flux motors.

[0041] In this embodiment, the axial flux motor has advantages such as compact structure, high efficiency, high power density, and lightweight. Specifically, based on its own structure, the axial flux motor has a small axial dimension, which helps to save space along the axial direction of the electric drive assembly.

[0042] It should be noted that axial flux motors have a larger rotor diameter, resulting in a higher linear velocity at the rotor edge for the same angular velocity. This higher linear velocity leads to greater centrifugal force, which can easily cause rotor material fatigue or damage. Therefore, the speed of axial flux motors is limited to around 15,000 rpm, making it difficult to meet high-speed requirements.

[0043] In this embodiment, the first motor and the second motor can operate in a safe low-to-medium speed range. Taking the first motor as an example, by setting the first reduction mechanism and the second reduction mechanism to have different speed ratios, the speed requirement of the first motor can be decomposed from the high speed requirement under a single operating condition (e.g., above 15,000 rpm) into a low speed requirement under a low gear (e.g., below 5,000 rpm) and a medium speed requirement under a high gear (e.g., below 10,000 rpm). Specifically, the low gear can amplify the torque output of the first motor through a large speed ratio, so that the vehicle can provide sufficient driving force without the first motor running at high speed during start-up or hill climbing. The high gear directly transmits power through a small speed ratio, which can reduce the speed requirement of the first motor, thereby reducing the possibility of centrifugal force problems caused by the high linear velocity of the first motor rotor.

[0044] Secondly, embodiments of this application provide a vehicle, including: the electric drive assembly in any of the above embodiments.

[0045] The beneficial effects of the embodiments of this application are as follows:

[0046] The output of the first transmission system can have a high-torque operating mode, a low-torque operating mode, and an energy-saving mode. The output of the second transmission system can also have a high-torque operating mode, a low-torque operating mode, and an energy-saving mode. Therefore, the electric drive assembly of this application embodiment can at least meet the following efficient operation conditions.

[0047] When the vehicle is in low-speed conditions such as climbing hills or starting, both the first and second transmission systems can operate in high-torque mode to provide sufficient power for climbing. During high-speed cruising, both transmission systems can operate in low-torque mode, allowing for efficient vehicle operation. When the vehicle is traveling at a stable high speed (e.g., with a stable speed and no need for rapid acceleration or climbing), the first motor can be disconnected from the first transmission system, and the second motor can be disconnected from the second transmission system. In this case, the vehicle can obtain driving force from the motors at other wheels, reducing the potential for increased energy consumption due to drag between the front and rear wheels.

[0048] Since the first and second motors can operate independently, they can rotate in opposite directions when the vehicle is turning around on the spot. Both the first and second transmission systems can operate in high-torque mode to provide the power needed for the turn. When one wheel of the vehicle is stuck (e.g., slipping or suspended in the air), the output on the side of the stuck wheel can operate in high-torque mode to provide the power needed to get the wheel out of the stuck situation. At this time, the output on the other side of the wheel can be disconnected.

[0049] Therefore, in this embodiment of the application, the electric drive assembly can have multiple gear modes through the first transmission system and the second transmission system to adapt to the efficient operation of the vehicle under different working conditions.

[0050] In addition to the technical problems solved by the embodiments of the present invention, the technical features constituting the technical solutions, and the beneficial effects brought about by the technical features of these technical solutions as described above, other technical problems that the electric drive assembly and vehicle provided by the embodiments of the present invention can solve, other technical features included in the technical solutions, and the beneficial effects brought about by these technical features will be further described in detail in the specific embodiments. Attached Figure Description

[0051] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0052] Figure 1 This is a schematic diagram of the electric drive assembly provided in this application;

[0053] Figure 2 A schematic diagram of the electric drive assembly provided in this application in high torque mode;

[0054] Figure 3 A schematic diagram of the electric drive assembly provided in this application in low torque mode;

[0055] Figure 4 A schematic diagram of the electric drive assembly provided in this application in the dual-motor reverse steering mode;

[0056] Figure 5 A schematic diagram of the electric drive assembly provided in this application in a single-motor operation mode on one side;

[0057] Figure 6 A schematic diagram of the electric drive assembly provided in this application in a single-motor operation mode on the other side;

[0058] Figure 7 This is a schematic diagram of the electric drive assembly provided in this application in the dual-motor lock-up mode.

[0059] Explanation of reference numerals in the attached figures:

[0060] 1-First motor; 2-Second motor; 3-First sun gear; 4-First planetary gear; 5-Second sun gear; 6-First planetary carrier; 7-Second planetary gear; 8-First ring gear; 9-First clutch; 10-Second clutch; 11-Third sun gear; 12-Third planetary gear; 13-Fourth sun gear; 14-Second planetary carrier; 15-Fourth planetary gear; 16-Second ring gear; 17-Third clutch; 18-Fourth clutch; 19-Locking mechanism; X-Axial axis.

[0061] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0062] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0063] This application provides an electric drive assembly that can be applied to vehicles. The vehicle can be a sedan, a sport utility vehicle (SUV), a multi-purpose vehicle (MPV), a bus, or other vehicle types.

[0064] The vehicles in this application embodiment can refer to large cars, small cars, special-purpose vehicles, etc. For example, according to vehicle type, the vehicles in this application embodiment can be sedans, off-road vehicles, multi-purpose vehicles (MPVs), or other types of vehicles.

[0065] Vehicles typically consist of wheels, a power source, and a transmission system between the wheels and the power source. The transmission system transmits the power provided by the power source to the wheels, causing the wheels to rotate and thus driving the vehicle.

[0066] It should be noted that this application does not limit the type of the vehicle's core power source. The vehicle may be, but is not limited to, a pure electric vehicle, a range-extended electric vehicle, or a hybrid electric vehicle.

[0067] The electric drive system provides the driving force for the vehicle. It converts the electrical energy from the battery into mechanical energy to drive the wheels, achieving efficient power transmission, speed regulation, and torque control.

[0068] An electric drive assembly includes a motor and a reduction gear. The motor is connected to the reduction gear to achieve the function of speed reduction and torque increase. In related technologies, the motor is connected to a reduction gear with a fixed speed ratio. Electric drive assemblies are difficult to operate efficiently under all working conditions.

[0069] Based on the aforementioned technical problems, the applicant has improved the structure of the existing electric drive assembly. In the embodiments of this application, the electric drive assembly includes a first motor and a second motor. The first motor and the second motor are respectively connected to a first transmission system and a second transmission system. The first transmission system may include a first reduction gear and a second reduction gear with different speed ratios. Therefore, when the first motor is connected to either the first or second reduction gear, the torque output by the first motor through the first transmission system varies. For example, when the speed ratio of the first reduction gear is greater than that of the second reduction gear, connecting the first motor to the first reduction gear allows the first transmission system to output high torque. When the first motor is connected to the second reduction gear, the first transmission system can output low torque. When the first motor is disconnected from both the first and second reduction gears, the output torque of the first transmission system can be 0, and the first transmission system can not transmit power to the left wheel. Therefore, the output end of the first transmission system can have a high-torque operating mode, a low-torque operating mode, and an energy-saving mode.

[0070] Similarly, since the second transmission system includes a third reduction gear and a fourth reduction gear with different speed ratios, the output torque of the second transmission system varies when the second motor is connected to either the third or fourth reduction gear. For example, when the speed ratio of the third reduction gear is greater than that of the fourth reduction gear, connecting the second motor to the third reduction gear results in a high torque output from the second transmission system. When the second motor is connected to the fourth reduction gear, the second transmission system can output a low torque. When the second motor is disconnected from both the third and fourth reduction gears, the output torque of the second transmission system can be zero, and the second transmission system can not transmit power to the right wheel. Therefore, the output end of the second transmission system can have a high torque operating mode, a low torque operating mode, and an energy-saving mode.

[0071] In summary, the output of the first transmission system can have a high-torque operating mode, a low-torque operating mode, and an energy-saving mode. The output of the second transmission system can also have a high-torque operating mode, a low-torque operating mode, and an energy-saving mode. Therefore, the electric drive assembly of this application embodiment can at least meet the following efficient operation conditions.

[0072] When the vehicle is in low-speed conditions such as climbing hills or starting, both the first and second transmission systems can operate in high-torque mode to provide sufficient power for climbing. During high-speed cruising, both transmission systems can operate in low-torque mode, allowing for efficient vehicle operation. When the vehicle is traveling at a stable high speed (e.g., with a stable speed and no need for rapid acceleration or climbing), the first motor can be disconnected from the first transmission system, and the second motor can be disconnected from the second transmission system. In this case, the vehicle can obtain driving force from the motors at other wheels, reducing the potential for increased energy consumption due to drag between the front and rear wheels.

[0073] Since the first and second motors can operate independently, they can rotate in opposite directions when the vehicle is turning around on the spot. Both the first and second transmission systems can operate in high-torque mode to provide the power needed for the turn. When one wheel of the vehicle is stuck (e.g., slipping or suspended in the air), the output on the side of the stuck wheel can operate in high-torque mode to provide the power needed to get the wheel out of the stuck situation. At this time, the output on the other side of the wheel can be disconnected.

[0074] Therefore, in this embodiment of the application, the electric drive assembly can have multiple gear modes through the first transmission system and the second transmission system to adapt to the efficient operation of the vehicle under different working conditions.

[0075] The electric drive assembly and vehicle provided in this application will now be described with reference to the accompanying drawings and specific embodiments.

[0076] See Figures 1 to 7 As shown, the electric drive assembly in this application embodiment may include a first motor 1, a second motor 2, a first transmission system, and a second transmission system.

[0077] The first motor 1 can be used to power one wheel of the vehicle. The second motor 2 is distributed along the axial direction (X) of the first motor 1. Along the width direction of the vehicle, the second motor 2 can be used to power the other wheel of the vehicle. The second motor 2 and the first motor 1 operate independently.

[0078] In this embodiment, the second motor 2 operates independently of the first motor 1. In other words, the electric drive assembly of this application embodiment can be a distributed electric drive assembly. The first motor 1 and the second motor 2 can drive one or more wheels independently.

[0079] It should be noted that the first motor 1 and the second motor 2 are used to provide power to the two wheels in the width direction of the vehicle. Specifically, the first motor 1 and the second motor 2 can be used to provide power to the two front wheels in the direction of travel, or they can be used to provide power to the two rear wheels in the direction of travel; this is not limited in this embodiment. The electric drive assemblies for the two front wheels and the two rear wheels can have the same structure or different structures; this is not limited in this embodiment.

[0080] The first transmission system may include a first reduction gear and a second reduction gear. The speed ratios of the first reduction gear and the second reduction gear are different. The first motor 1 is disconnected from at least one of the first reduction gear and the second reduction gear.

[0081] The second transmission system includes a third reduction gear and a fourth reduction gear. The speed ratios of the third and fourth reduction gears are different. The second motor 2 is disconnected from at least one of the third and fourth reduction gears.

[0082] In this embodiment, by setting different speed ratios for the first and second reduction mechanisms, the first transmission system can output different torques, allowing the wheel on that side to meet the vehicle's power requirements under different operating conditions. Similarly, by setting different speed ratios for the third and fourth reduction mechanisms, the second transmission system can output different torques, again allowing the wheel on that side to meet the vehicle's power requirements under different operating conditions.

[0083] For ease of description, this application's embodiments are described using the example of a first reduction mechanism having a higher speed ratio than a second reduction mechanism, and a third reduction mechanism having a higher speed ratio than a fourth reduction mechanism. In other words, the first reduction mechanism can have a relatively large speed ratio. The second reduction mechanism can have a relatively small speed ratio. Similarly, the third reduction mechanism can have a relatively large speed ratio, and the fourth reduction mechanism can have a relatively small speed ratio.

[0084] Therefore, when the first motor 1 is connected to the first reduction mechanism, by setting the first reduction mechanism to have a large speed ratio, the first motor 1 can maintain low-speed operation, and the first transmission system can output high torque. At this time, the output end of the first transmission system can be in high-torque operating mode. The output end of the first transmission system can be connected to one of the wheels.

[0085] When the first motor 1 is connected to the second reduction mechanism, by setting the second reduction mechanism to have a small speed ratio, the first motor 1 can maintain high-speed operation, and the first transmission system can output low torque. At this time, the output of the first transmission system can operate in low-torque mode. When neither the first nor the second reduction mechanism is connected to the first motor 1, the first motor 1 can be disconnected from the first transmission system. The first transmission system does not provide power to the wheel on that side. The first transmission system can operate in energy-saving mode.

[0086] Similarly, the working principle of the second transmission system is the same as that of the first transmission system. When the second motor 2 is connected to the third reduction mechanism, by setting the third reduction mechanism to have a large speed ratio, the second motor 2 can maintain low-speed operation, and the second transmission system can output high torque. At this time, the output end of the second transmission system can be in high-torque operating mode. The output end of the second transmission system can be connected to the other wheel.

[0087] When the second motor 2 is connected to the fourth reduction mechanism, by setting the fourth reduction mechanism to have a small speed ratio, the second motor 2 can maintain high-speed operation, and the second transmission system can output low torque. At this time, the output of the second transmission system can operate in low-torque mode. When neither the third nor the fourth reduction mechanism is connected to the second motor 2, the second motor 2 can be disconnected from the second transmission system. The second transmission system can then stop providing power to the wheel on that side. The second transmission system can operate in energy-saving mode.

[0088]

[0089] Table 1

[0090] Table 1 shows the connection status of the first motor 1 with the first reduction mechanism and the second reduction mechanism, and the connection status of the second motor 2 with the third reduction mechanism and the fourth reduction mechanism under different operating modes of the electric drive assembly.

[0091] Referring to Table 1, during low-speed conditions such as climbing and starting, the first motor 1 and the second motor 2 operate at low speeds. Both the first and second transmission systems can operate in high-torque mode, enabling the electric drive system to operate in high-torque mode. This provides power for climbing and starting, resulting in better vehicle performance and support for higher speeds. During high-speed cruising, the first motor 1 and the second motor 2 operate at high speeds. Both the first and second transmission systems can operate in low-torque mode, allowing the electric drive system to operate in low-torque mode to meet the vehicle's high-efficiency operation needs. This improves high-speed cruising efficiency, reduces energy consumption, and supports higher speeds.

[0092] If both the first and second transmission systems have a torque mode, such as a high-torque mode, then during high-speed cruising, the first motor 1 and the second motor 2 operate at high speed. During low-speed operation, the first and second transmission systems need to output greater torque. In this case, the layout of the first motor 1, the second motor 2, and the first and second transmission systems can easily lead to a larger electric drive assembly, resulting in increased weight and cost, and also occupying a significant amount of vehicle space, which is detrimental to achieving lightweight vehicle design.

[0093] In this embodiment, since both the first transmission system and the second transmission system can switch between low torque mode and high torque mode, when the vehicle is driving at high speed and in a stable manner, the first motor 1 can be disconnected from the first transmission system, and the second motor 2 can be disconnected from the second transmission system. At this time, the electric drive assembly of the (front) wheels can be in high-speed energy-saving mode, and the vehicle can be driven by motors at other (rear) wheels to reduce the possibility of increased energy consumption caused by dragging between the front and rear wheels.

[0094] By incorporating a first and third reduction gear with a high speed ratio, the first and second transmission systems can provide the vehicle with stronger starting and climbing torque, thus improving acceleration performance. This is especially beneficial in fully loaded or hill-climbing scenarios, allowing the vehicle to have better power performance and support higher speeds.

[0095] Furthermore, since the first motor 1 and the second motor 2 can operate independently, the first transmission system and the second transmission system can have different operating modes.

[0096] When the vehicle is making a U-turn, the rotation directions of the first motor 1 and the second motor 2 can be opposite. The electric drive assembly can operate in a dual-motor, opposite-direction mode. Both the first and second transmission systems can operate in high-torque mode to provide the power needed for the U-turn. When one wheel of the vehicle is stuck, the output terminal on the side with the stuck wheel can operate in high-torque mode to provide the power needed to get the wheel out of the stuck situation. At this time, the output terminal corresponding to the other wheel can be disconnected. The electric drive assembly then operates in a single-motor mode.

[0097] Therefore, the electric drive assembly of this application embodiment can have the following working modes: low-speed high-torque working mode applied to low-speed vehicle conditions, high-speed low-torque working mode applied to high-speed vehicle cruising conditions, dual-motor opposite-direction working mode applied to vehicle turning around in place conditions, single-motor operation working mode applied to vehicle single-wheel traction, and energy-saving working mode applied to vehicle high-speed stable operation conditions where both motors are completely disconnected.

[0098] In some examples, the first transmission system and the second transmission system may be exactly the same structure or they may not be exactly the same structure, and this application does not limit this.

[0099] For example, the first reduction mechanism and the third reduction mechanism can have the same structure or different structures. The speed ratio of the first reduction mechanism and the third reduction mechanism can be the same or different.

[0100] For example, the first and third reduction mechanisms can have the same structure to facilitate the control of the first and second transmission systems, and to achieve a universal design for the first and second transmission systems, which helps to reduce processing costs.

[0101] In some examples, the speed ratio between the first reduction gear and the third reduction gear can be the same.

[0102] Similarly, the second and fourth reduction mechanisms can have the same structure or different structures. The speed ratios of the second and fourth reduction mechanisms can be the same or different.

[0103] For example, the speed ratio of the second reduction mechanism and the fourth reduction mechanism can be the same.

[0104] In some examples, the first, second, third, and fourth reduction mechanisms may be, but are not limited to, gear drives, such as cylindrical gear meshing drives, planetary gear meshing drives, etc., which are not limited in this embodiment.

[0105] See also some of the possible implementation methods. Figure 1 As shown, the first reduction mechanism in this embodiment may include a first sun gear 3 and a first planetary gear 4 that are driven together, as well as a first planetary carrier 6 and a second planetary gear 7 connected thereto. The second planetary gear 7 is connected to the first planetary gear 4. When the first motor 1 is connected to the first reduction mechanism, the first sun gear 3, the first planetary gear 4, and the second planetary gear 7 are driven together, and power is output through the first planetary carrier 6.

[0106] The second reduction mechanism includes a second sun gear 5 and a connected first planetary carrier 6 and second planetary gear 7. The second sun gear 5 and the second planetary gear 7 work together for transmission. When the first motor 1 is connected to the second reduction mechanism, the second sun gear 5 and the second planetary gear 7 drive each other and output power through the first planetary carrier 6.

[0107] In this embodiment, the first transmission system can be a planetary gear set structure. The first reduction mechanism can be a two-stage reduction structure. When the first motor 1 is connected to the first reduction mechanism, the first reduction mechanism can amplify the torque through two reductions to achieve a large speed ratio, thus meeting the high torque requirement at the output end of the first transmission system. The second reduction mechanism can be a one-stage reduction structure. When the first motor 1 is connected to the second reduction mechanism, the first motor 1 can output high-speed power through the second reduction mechanism, suitable for low torque requirements.

[0108] Furthermore, since the first transmission system is a planetary gear structure, it can be made compact and smaller in size, which helps to save space in the vehicle chassis and improve the space utilization of the chassis.

[0109] For example, the first transmission system can be distributed along the axial direction X of the first motor 1. Due to the compact structure of the first transmission system, it is beneficial to save space in the electric drive assembly along the axial direction X of the first motor 1.

[0110] In some examples, the first transmission system may also include a first ring gear 8. The first ring gear 8 may remain stationary. The second planetary gear 7 may drive within the first ring gear 8.

[0111] See also some of the possible implementation methods. Figure 1As shown, the third reduction mechanism in this embodiment may include a third sun gear 11 and a third planetary gear 12 that are driven together, as well as a second planetary carrier 14 and a fourth planetary gear 15 connected thereto. The fourth planetary gear 15 is connected to the third planetary gear 12. When the second motor 2 is connected to the third reduction mechanism, the third sun gear 11, the third planetary gear 12, and the fourth planetary gear 15 are driven together, and power is output through the second planetary carrier 14.

[0112] The fourth reduction mechanism may include a fourth sun gear 13 and a connected second planetary carrier 14 and a fourth planetary gear 15. The fourth sun gear 13 and the fourth planetary gear 15 cooperate to transmit power. When the second motor 2 is connected to the fourth reduction mechanism, the fourth sun gear 13 and the fourth planetary gear 15 transmit power, and output power through the second planetary carrier 14.

[0113] In this embodiment, the second transmission system can be a planetary gear set structure. The third reduction mechanism can be a stage II reduction structure. When the second motor 2 is connected to the third reduction mechanism, the third reduction mechanism can amplify the torque through two reductions to achieve a large speed ratio, thus meeting the high torque requirement of the output end of the second transmission system. The fourth reduction mechanism can be a stage I reduction structure. When the second motor 2 is connected to the fourth reduction mechanism, the second motor 2 can output high-speed power and output low torque through the fourth reduction mechanism.

[0114] Furthermore, since the second transmission system is a planetary gear structure, it can be made compact and smaller in size, which helps to save space in the vehicle chassis and improve the space utilization of the chassis.

[0115] In some examples, the second transmission system may also include a second ring gear 16. The second ring gear 16 may remain stationary. The fourth planetary gear 15 may be driven within the second ring gear 16.

[0116] In some examples, the second drive system can be distributed along the axial direction X of the first motor 1. Due to the compact structure of the second drive system, it can help save space in the electric drive assembly along the axial direction X of the first motor 1.

[0117] Specifically, under low-speed operating conditions, the electric drive assembly can be used to provide a high-torque operating mode. In this mode, the first motor 1 is connected to the first reduction gear, and the second motor 2 is connected to the third reduction gear. The power transmission path can be referenced... Figure 2The red arrows indicate this. The power of the first motor 1 can be amplified twice through the first sun gear 3, the first planetary gear 4, the second planetary gear 7, and the first planetary carrier 6, thus enabling the output of the first transmission system to be in a high-torque mode. The power of the second motor 2 can be amplified twice through the third sun gear 11, the third planetary gear 12, the fourth planetary gear 15, and the second planetary carrier 14, thus enabling the output of the second transmission system to be in a high-torque mode.

[0118] When the vehicle is cruising at high speed, the electric drive assembly can provide a low-torque operating mode. In this mode, the first motor 1 is connected to the second reduction gear. The second motor 2 is connected to the fourth reduction gear. The power transmission path can be referenced... Figure 3 The red arrows indicate this. The power of the first motor 1 can be transmitted to the wheels via the second sun gear 5, the second planetary gear 7, and the first planetary carrier 6. The output of the first transmission system can be in low-torque mode. The power of the second motor 2 can be transmitted to the wheels via the fourth sun gear 13, the fourth planetary gear 15, and the second planetary carrier 14. The output of the second transmission system can also be in low-torque mode.

[0119] When the vehicle is making a U-turn, the electric drive assembly can be used to provide a dual-motor working mode with opposite directions. In this mode, the first motor 1 and the second motor 2 rotate in opposite directions, and both the output ends of the first and second transmission systems need to provide a high-torque mode so that the wheels on both sides of the vehicle in the width direction can rotate at the same speed but in opposite directions, thereby allowing the vehicle to rotate around its own geometric center and achieve a U-turn.

[0120] The first motor 1 is connected to the first reduction gear mechanism. The second motor 2 is connected to the third reduction gear mechanism. The power transmission path can be referenced. Figure 4 The red arrows indicate this. The power of the first motor 1 can be amplified twice through the first sun gear 3, the first planetary gear 4, the second planetary gear 7, and the first planetary carrier 6, thus enabling the output of the first transmission system to be in a high-torque mode. The power of the second motor 2 can be amplified twice through the third sun gear 11, the third planetary gear 12, the fourth planetary gear 15, and the second planetary carrier 14, thus enabling the output of the second transmission system to be in a high-torque mode.

[0121] When one wheel of the vehicle is stuck, the electric drive assembly can be used to provide a single-sided motor operating mode. In this mode, the output end on the side with the stuck wheel can have a high torque mode. When the wheel on the first drivetrain side is stuck, the power transmission path can be referenced... Figure 5The red arrow in the diagram indicates that the first motor 1 is connected to the first reduction mechanism. The power of the first motor 1 can be amplified twice through the first sun gear 3, the first planetary gear 4, the second planetary gear 7, and the first planetary carrier 6, thus enabling the output of the first transmission system to be in high torque mode. At this time, the second motor 2 can be disconnected from the second transmission system, so that the effective torque can be concentrated on the stuck wheel, reducing the possibility of power loss.

[0122] When a wheel on one side of the second drivetrain is stuck, the power transmission path can be referenced. Figure 6 The red arrow in the diagram indicates that the second motor 2 is connected to the third reduction mechanism. The power of the second motor 2 can be amplified twice through the third sun gear 11, the third planetary gear 12, the fourth planetary gear 15, and the second planetary carrier 14, thus enabling the output of the second transmission system to be in high torque mode. At this time, the first motor 1 can be disconnected from the first transmission system, so that the effective torque can be concentrated on the stuck wheel, reducing the possibility of power loss.

[0123] Under high-speed, stable vehicle operation, the electric drive assembly can provide an energy-saving operating mode where both motors are completely disconnected. The first motor 1 can be disconnected from the first transmission system. The second motor 2 can be disconnected from the second transmission system. Neither the output of the first nor the output of the second transmission system can output power. In this mode, the vehicle can be driven by the electric drive structures at other wheels, which helps reduce towing losses, increase the vehicle's range, and reduce fuel consumption.

[0124] In some examples, the first motor 1 and the second motor 2 can have the same parameters to improve the generalization and platformization of the electric drive assembly and facilitate the control of the first motor 1 and the second motor 2.

[0125] See also some of the possible implementation methods. Figure 1 As shown, the first transmission system in this embodiment may further include a first clutch 9 and a second clutch 10. The first clutch 9 engages or disengages the first motor 1 from the first sun gear 3. The second clutch 10 engages or disengages the first motor 1 from the second sun gear 5.

[0126] In this embodiment of the application, the output of the first transmission system can be switched between a high torque mode and a low torque mode via the first clutch 9 and the second clutch 10.

[0127] When the first clutch 9 is engaged, the second clutch 10 is disengaged. The first motor 1 can be connected to the first reduction gear. Specifically, the power transmission path can be referenced... Figure 2The red arrow in the diagram indicates that the power of the first motor 1 can provide high torque to the wheels through the first clutch 9, the first sun gear 3, the first planetary gear 4, the second planetary gear 7, and the first planetary carrier 6.

[0128] When the second clutch 10 is engaged, the first clutch 9 is disengaged. The first motor 1 can be connected to the second reduction gear. Specifically, the power transmission path can be referenced... Figure 3 The red arrow in the diagram indicates that the power of the first motor 1 can provide low torque to the wheels through the second clutch 10, the second sun gear 5, the second planetary gear 7, and the first planetary carrier 6.

[0129] See also some of the possible implementation methods. Figure 1 As shown, the second transmission system may further include a third clutch 17 and a fourth clutch 18. The third clutch 17 can engage or disengage the second motor 2 from the third sun gear 11. The fourth clutch 18 can engage or disengage the second motor 2 from the fourth sun gear 13.

[0130] In this embodiment of the application, the output of the second transmission system can be switched between a high torque mode and a low torque mode by means of the third clutch 17 and the fourth clutch 18.

[0131] When the third clutch 17 is engaged, the fourth clutch 18 is disengaged. The second motor 2 can be connected to the third reduction gear. Specifically, the power transmission path can be referenced... Figure 2 The red arrow in the diagram indicates that the power of the second motor 2 can provide high torque to the wheels through the third clutch 17, the third sun gear 11, the third planetary gear 12, the fourth planetary gear 15, and the second planetary carrier 14.

[0132] When the fourth clutch 18 is engaged, the third clutch 17 is disengaged. The second motor 2 can be connected to the fourth reduction gear. Specifically, the power transmission path can be referenced... Figure 3 The red arrow in the diagram indicates that the power of the second motor 2 can provide low torque to the wheels through the fourth clutch 18, the fourth sun gear 13, the fourth planetary gear 15, and the second planetary carrier 14.

[0133] By setting the first clutch 9, the second clutch 10, the third clutch 17 and the fourth clutch 18, when the speeds of the first motor 1 and the second motor 2 are inconsistent, the speed difference can be digested by the relative sliding of the friction plates inside the clutches, thereby reducing shift shock and making the speed switching of the first motor 1 and the second motor 2 smoother and more stable, which is beneficial to improving the NVH (Noise, Vibration and Harshness) performance of the vehicle.

[0134] See also some of the possible implementation methods. Figure 1 As shown, in this embodiment of the application, the first clutch 9 and the second clutch 10 are distributed along the axial direction X of the first motor 1. The axes of the first sun gear 3 and the second sun gear 5 are located on the axis of the first motor 1.

[0135] In this embodiment, the first clutch 9, the second clutch 10, the first reduction mechanism, and the second reduction mechanism can all be distributed along the axial direction X of the first motor 1. On one hand, the first and second reduction mechanisms in this embodiment allow for a more compact structure of the electric drive assembly along the axial direction X of the first motor 1, which helps save space along this axis. On the other hand, since the first clutch 9, the second clutch 10, the first reduction mechanism, and the second reduction mechanism are all distributed along the axial direction X of the first motor 1, it helps save radial space of the first motor 1. Therefore, this facilitates a reduction in the overall size of the electric drive assembly, enabling a compact and lightweight design.

[0136] See also some of the possible implementation methods. Figure 1 As shown, the third clutch 17 and the fourth clutch 18 are distributed along the axial direction X of the first motor 1. The axes of the third sun gear 11 and the fourth sun gear 13 are located on the axis of the first motor 1.

[0137] Similarly, in this embodiment, the third clutch 17, the fourth clutch 18, the third reduction mechanism, and the fourth reduction mechanism can all be distributed along the axial direction X of the first motor 1. On the one hand, the structure of the first and second reduction mechanisms allows for a more compact structure of the electric drive assembly along the axial direction X of the first motor 1, which helps save space along this axis. On the other hand, since the third clutch 17, the fourth clutch 18, the third reduction mechanism, and the fourth reduction mechanism are all distributed along the axial direction X of the first motor 1, it helps save radial space in the first motor 1. Therefore, this facilitates a reduction in the overall size of the electric drive assembly, enabling a compact and lightweight design.

[0138] See also some of the possible implementation methods. Figure 1 As shown, the electric drive assembly in this embodiment may further include a locking mechanism 19. The locking mechanism 19 may be located between the first motor 1 and the second motor 2.

[0139] The locking mechanism 19 can have a disconnected position and a connected position. When the locking mechanism 19 is in the disconnected position, the first motor 1 and the second motor 2 operate independently. When the locking mechanism 19 is in the connected position, the first motor 1 and the second motor 2 are connected. The first motor 1 and the second motor 2 operate synchronously.

[0140] In this embodiment, when the locking mechanism 19 is in the disengaged position, the first motor 1 and the second motor 2 can operate independently, allowing the two wheels to rotate at different speeds when turning or when one wheel is stuck, thus ensuring smooth vehicle operation. When the locking mechanism 19 is in the engaged position, the first motor 1 and the second motor 2 can operate synchronously. The power transmission path can be referenced... Figure 7 The red arrow in the diagram indicates that the two wheels can be rigidly connected to each other, allowing power to be distributed evenly. Therefore, when one wheel is smoothly connected to the ground, sufficient torque can be obtained to propel the vehicle forward.

[0141] Therefore, by setting the locking mechanism 19, the vehicle can be started in off-road mode. Referring to Table 1, the electric drive assembly can have a dual-motor locking operating mode. Specifically, the power of the first motor 1 can be transmitted through the first sun gear 3, the first planetary gear 4, the second planetary gear 7, and the first planetary carrier 6, enabling the output of the first transmission system to be in a high-torque mode. The power of the second motor 2 can be transmitted through the third sun gear 11, the third planetary gear 12, the fourth planetary gear 15, and the second planetary carrier 14, enabling the output of the second transmission system to be in a high-torque mode. The outputs of the first and second transmission systems are in the same high-torque mode.

[0142] In some examples, locking mechanism 19 may be, but is not limited to, a differential lock.

[0143] See also some of the possible implementation methods. Figure 1 As shown, along the axial direction X of the first motor 1, the locking mechanism 19 can be located in the intermediate region between the first motor 1 and the second motor 2. The first motor 1 and the second motor 2 can be symmetrical with respect to the locking mechanism 19. The first transmission system and the second transmission system can be symmetrical with respect to the locking mechanism 19.

[0144] In this embodiment, by symmetrically positioning the first motor 1 and the second motor 2 relative to the locking mechanism 19, the electric drive assembly is more evenly distributed along the vehicle's width. Similarly, the symmetrical positioning of the first transmission system and the second transmission system relative to the locking mechanism 19 also ensures an even distribution of the electric drive assembly along the vehicle's width. This improves power distribution efficiency, enabling faster and more precise power distribution to the wheels, and reduces transmission losses. Furthermore, it reduces the weight difference between the two sides of the vehicle's width, resulting in a more balanced weight distribution and improved handling stability during vehicle operation.

[0145] See also some of the possible implementation methods. Figure 3 As shown, along the axial direction X of the first motor 1, the first transmission system can be located on the side of the first motor 1 facing away from the second motor 2. The second transmission system can be located on the side of the second motor 2 facing away from the first motor 1.

[0146] In this embodiment, the above-described configuration allows the power output from the first motor 1 to be directly transmitted to the first transmission system via the first clutch 9 or the second clutch 10. This reduces power loss and makes the axial X-axis layout of the first motor 1 more compact. Similarly, the power output from the second motor 2 can be directly transmitted to the second transmission system via the third clutch 17 or the fourth clutch 18 to reduce power loss and save space along the axial X-axis of the first motor 1.

[0147] In some examples, along the axial direction X of the first motor 1, a first transmission system, a first clutch 9, a second clutch 10, a first motor 1, a locking mechanism 19, a second motor 2, a fourth clutch 18, a third clutch 17, and a second transmission system can be arranged sequentially.

[0148] In some feasible ways, at least one of the first motor 1 and the second motor 2 can be an axial flux motor.

[0149] In this embodiment, the axial flux motor has advantages such as compact structure, high efficiency, high power density, and lightweight design. Specifically, based on its own structure, the axial flux motor has a small dimension along the axial direction (X), which helps to save space in the electric drive assembly along the axial direction (X).

[0150] It should be noted that axial flux motors have a larger rotor diameter, resulting in a higher linear velocity at the rotor edge for the same angular velocity. This higher linear velocity leads to greater centrifugal force, which can easily cause rotor material fatigue or damage. Therefore, the speed of axial flux motors is limited to around 15,000 rpm, making it difficult to meet high-speed requirements.

[0151] In this embodiment, the first motor 1 and the second motor 2 can operate in a safe low-to-medium speed range. Taking the first motor 1 as an example, by setting the first reduction mechanism and the second reduction mechanism to have different speed ratios, the speed requirement of the first motor 1 can be decomposed from the high speed requirement under a single operating condition (e.g., above 15,000 rpm) into a low speed requirement under a low gear (e.g., below 5,000 rpm) and a medium speed requirement under a high gear (e.g., below 10,000 rpm). Specifically, the low gear can amplify the torque output of the first motor 1 through a large speed ratio, so that the vehicle can provide sufficient driving force without the first motor 1 operating at high speeds during start-up or hill climbing. The high gear directly transmits power through a small speed ratio, which can reduce the speed requirement of the first motor 1, thereby reducing the possibility of centrifugal force problems caused by the high linear velocity of the rotor of the first motor 1.

[0152] This application also provides a vehicle, see [link to example]. Figure 4 As shown, the vehicle may include the electric drive assembly in any of the above embodiments.

[0153] It should be noted that the numerical values ​​and ranges involved in this application are approximate values. Due to the influence of the manufacturing process, there may be a certain range of errors, which can be considered negligible by those skilled in the art.

[0154] In the description of the embodiments of this application, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, an indirect connection through an intermediate medium, or the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in the embodiments of this application according to the specific circumstances.

[0155] In the description of this application, it should be understood that the terms “center,” “length,” “width,” “thickness,” “top,” “bottom,” “upper,” “lower,” “left,” “right,” “front,” “rear,” “vertical,” “horizontal,” “inner,” “outer,” “axial X,” “circumferential,” etc., used to indicate orientation or positional relationships are based on the orientation or positional relationships shown in the accompanying drawings and are only for the convenience of describing the present invention and simplifying the description, and are not intended to indicate or imply that the indicated position or component must have a specific orientation, or a specific construction and operation, and therefore should not be construed as a limitation of the present invention.

[0156] The devices or elements referred to in the embodiments of this application or implied herein must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as limiting the embodiments of this application. In the description of the embodiments of this application, "a plurality of" means two or more, unless otherwise precisely specified.

[0157] The terms "first," "second," "third," "fourth," etc. (if present) in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented, for example, in a sequence other than those illustrated or described herein.

[0158] Furthermore, the terms “comprising” and “having”, and any variations thereof, are intended to cover non-exclusive inclusion, such that a process, method, system, product, or apparatus that includes a series of steps or units is not necessarily limited to those steps or units that are explicitly listed, but may include other steps or units that are not explicitly listed or that are inherent to such process, method, product, or apparatus.

[0159] The term "multiple" in this article refers to two or more. The term "and / or" in this article is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, or B alone. Furthermore, the character " / " in this article generally indicates an "or" relationship between the preceding and following related objects; in formulas, the character " / " indicates a "division" relationship between the preceding and following related objects.

[0160] It is understood that the various numerical designations used in the embodiments of this application are merely for descriptive convenience and are not intended to limit the scope of the embodiments of this application.

[0161] It is understood that, in the embodiments of this application, the order of the above-mentioned process numbers does not 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.

[0162] Finally, it should be noted that other embodiments of the invention will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This invention is intended to cover any variations, uses, or adaptations of the invention that follow the general principles of the invention and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of the invention is limited only by the appended claims.

Claims

1. An electric drive assembly, characterized in that, include: The first motor (1) is used to provide power to one side wheel of the vehicle; The second motor (2) and the first motor (1) are distributed along the axial direction (X) of the first motor (1) along the width direction of the vehicle. The second motor (2) is used to provide power to the other wheel of the vehicle. The second motor (2) and the first motor (1) operate independently. The first transmission system includes a first reduction mechanism and a second reduction mechanism, wherein the speed ratios of the first reduction mechanism and the second reduction mechanism are different, and the first motor (1) is disconnected from at least one of the first reduction mechanism and the second reduction mechanism; The second transmission system includes a third reduction mechanism and a fourth reduction mechanism, wherein the speed ratios of the third reduction mechanism and the fourth reduction mechanism are different, and the second motor (2) is disconnected from at least one of the third reduction mechanism and the fourth reduction mechanism.

2. The electric drive assembly according to claim 1, characterized in that, The first reduction mechanism includes a first sun gear (3) and a first planetary gear (4) that are driven together, as well as a first planetary carrier (6) and a second planetary gear (7) that are connected together. The second planetary gear (7) is connected to the first planetary gear (4). When the first motor (1) is connected to the first reduction mechanism, the first sun gear (3), the first planetary gear (4), and the second planetary gear (7) are driven together and power is output through the first planetary carrier (6). The second reduction mechanism includes a second sun gear (5) and a connected first planetary carrier (6) and a second planetary gear (7). The second sun gear (5) and the second planetary gear (7) cooperate to drive the transmission. When the first motor (1) is connected to the second reduction mechanism, the second sun gear (5) and the second planetary gear (7) drive the transmission and output power through the first planetary carrier (6).

3. The electric drive assembly according to claim 2, characterized in that, The third reduction mechanism includes a third sun gear (11) and a third planetary gear (12) that are driven together, as well as a second planetary carrier (14) and a fourth planetary gear (15) that are connected together. The fourth planetary gear (15) is connected to the third planetary gear (12). When the second motor (2) is connected to the third reduction mechanism, the third sun gear (11), the third planetary gear (12), and the fourth planetary gear (15) are driven together, and power is output through the second planetary carrier (14). The fourth reduction mechanism includes a fourth sun gear (13) and a connected second planetary carrier (14) and a fourth planetary gear (15). The fourth sun gear (13) and the fourth planetary gear (15) cooperate to drive each other. When the second motor (2) is connected to the fourth reduction mechanism, the fourth sun gear (13) and the fourth planetary gear (15) drive each other and output power through the second planetary carrier (14).

4. The electric drive assembly according to claim 3, characterized in that, The first transmission system further includes a first clutch (9) and a second clutch (10), wherein the first clutch (9) engages or disengages the first motor (1) from the first sun gear (3), and the second clutch (10) engages or disengages the first motor (1) from the second sun gear (5); and / or, The second transmission system further includes a third clutch (17) and a fourth clutch (18), wherein the third clutch (17) engages or disengages the second motor (2) from the third sun gear (11), and the fourth clutch (18) engages or disengages the second motor (2) from the fourth sun gear (13).

5. The electric drive assembly according to claim 4, characterized in that, The first clutch (9) and the second clutch (10) are distributed along the axial direction (X) of the first motor (1), and the axes of the first sun gear (3) and the second sun gear (5) are located on the axis of the first motor (1); and / or, The third clutch (17) and the fourth clutch (18) are distributed along the axial direction (X) of the first motor (1), and the axes of the third sun gear (11) and the fourth sun gear (13) are located on the axis of the first motor (1).

6. The electric drive assembly according to claim 1, characterized in that, The electric drive assembly also includes a locking mechanism (19) located between the first motor (1) and the second motor (2). The locking mechanism (19) has a disconnected position and a connected position. When the locking mechanism (19) is in the disconnected position, the first motor (1) and the second motor (2) operate independently. When the locking mechanism (19) is in the connected position, the first motor (1) and the second motor (2) are connected and operate synchronously.

7. The electric drive assembly according to claim 6, characterized in that, Along the axial direction (X) of the first motor (1), the locking mechanism (19) is located in the middle region between the first motor (1) and the second motor (2); The first motor (1) and the second motor (2) are symmetrical with respect to the locking mechanism (19); and / or, The first transmission system and the second transmission system are symmetrical with respect to the locking mechanism (19).

8. The electric drive assembly according to claim 1, characterized in that, Along the axial direction (X) of the first motor (1), the first transmission system is located on the side of the first motor (1) facing away from the second motor (2); the second transmission system is located on the side of the second motor (2) facing away from the first motor (1).

9. The electric drive assembly according to claim 1, characterized in that, The first motor (1) and / or the second motor (2) are axial flux motors.

10. A vehicle, characterized in that, include: The electric drive assembly as described in any one of claims 1 to 9.

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