Distributed electric drive motor and speed reducer integrated device and vehicle

Abstract

The invention provides a distributed electric drive motor and speed reducer integrated device and a vehicle. The distributed electric drive motor and speed reducer integrated device comprises a first drive motor, a second drive motor, a parallel shaft speed reducer and an NW planet row speed reducer. The first driving motor and the second driving motor are arranged in the X-axis direction of the whole vehicle; the parallel shaft speed reducer and the NW planet row speed reducer are arranged on the left side and the right side of the second driving motor respectively and connected with the first driving motor and the second driving motor in a one-to-one correspondence mode. Power output by the first driving motor is transmitted to a corresponding wheel through the parallel shaft speed reducer or the NW planet row speed reducer which is correspondingly connected with the first driving motor; power output by the second driving motor is transmitted to the corresponding wheels through the NW planet row speed reducer or the parallel shaft speed reducer correspondingly connected with the second driving motor. The space occupied by the assembly in the Y direction can be effectively reduced; and the compact characteristic of the parallel shaft speed reducer is adopted, so that the occupied space in the X direction is not large.

Description

Technical Field

[0001] This application relates to the field of distributed electric drive, specifically to a distributed electric drive motor and reducer integrated device and a vehicle. Background Technology

[0002] Currently, there are three main integrated architectures for distributed electric drives: dual parallel shaft reducers, dual NW planetary gear reducers, and single parallel shaft and single bias coaxial reducers.

[0003] Among them, the dual parallel shaft reducer is a relatively common structure, such as... Figure 1 The diagram shows a schematic of a distributed electric drive motor and reducer integrated architecture with dual parallel shaft reducers. The two parallel shaft reducers 110 can be respectively arranged on the sides of the two drive motors M1 and M2; that is, one parallel shaft reducer 110 is arranged on the side of drive motor M1, and the other parallel shaft reducer 110 is arranged on the side of drive motor M2. Figure 1 As shown. Alternatively, the two parallel shaft reducers 110 can also be arranged between the two drive motors M1 and M2, as shown. Figure 2 As shown. For off-road vehicles, using a dual parallel shaft reducer and placing the reducer between the two motors facilitates the integration of a mechanical differential lock, which is crucial for getting out of trouble in high-intensity off-road scenarios. However, this structure of the dual parallel shaft reducer, because the motor and reducer are arranged along the Y-axis, occupies a large space in the Y-direction and can only be supported by some large vehicles with a wide wheelbase.

[0004] like Figure 3 The diagram shows a structural schematic of a dual NW planetary gear reducer. While the dual NW planetary gear reducer is smaller in the X-direction compared to a dual parallel shaft reducer, due to structural limitations, it still occupies a significant amount of space in the Y-direction, sometimes even exceeding the size of a dual parallel shaft reducer. Furthermore, the dual NW planetary gear reducer structure is relatively expensive and is currently only used in a few performance vehicles, hindering the widespread adoption of distributed drive technology.

[0005] The single parallel-shaft and single-biased coaxial reducer architecture is a newly applied architecture in recent years. Its advantage lies in the fact that the two motors are arranged along the X-axis instead of the Y-axis, and can be deflected at a certain angle in the XZ plane according to the overall vehicle space. Furthermore, with one motor connected to the parallel-shaft reducer and the other to the biased coaxial reducer, the space occupied by the assembly in the X direction is not larger than that of the dual parallel-shaft reducer architecture. Figure 4The diagram shows a structural schematic of a single parallel shaft and a single offset coaxial reducer. This architecture offers advantages in both cost and space, which is beneficial for the popularization of distributed drive technology. However, this architecture also has certain drawbacks. For example, due to its structural limitations, the offset coaxial reducer exhibits worse gear NVH (Noise, Vibration and Harshness) performance compared to the parallel shaft and planetary gear set, and the input shaft can only use a cantilever beam structure, which cannot withstand greater torque. Therefore, the reduction limit of this architecture is relatively lower. In this application, the Y-axis direction refers to the direction along the transverse side of the vehicle body (the direction between the left and right wheels is the transverse side of the vehicle body), the X-axis direction refers to the direction along the longitudinal side of the vehicle body (from the front to the rear, or from the rear to the front, is the longitudinal side of the vehicle body), and the Z-axis direction refers to the direction perpendicular to the vehicle body. Figures 1-4 The "W" in the text represents a wheel.

[0006] In view of the above, this application is hereby submitted. Summary of the Invention

[0007] This application provides a distributed electric drive motor and reducer integrated device and vehicle, which combines the advantages of existing distributed electric drive motor and reducer integrated architectures and avoids their disadvantages. By arranging the two motors along the X-axis, the space occupied by the assembly in the Y-direction can be effectively reduced. Furthermore, since the architecture of this application also includes a parallel shaft reducer, it utilizes the compact characteristics of the parallel shaft reducer. Therefore, compared with the existing dual parallel shaft reducer architecture, the space occupied by the architecture of this application in the X-direction is not large.

[0008] In a first aspect, embodiments of this application provide a distributed electric drive motor and reducer integrated device, including: a first drive motor, a second drive motor, a parallel shaft reducer, and an NW planetary gear reducer;

[0009] The first drive motor and the second drive motor are arranged along the X-axis of the vehicle; the X-axis of the vehicle is the longitudinal direction of the vehicle body.

[0010] The parallel shaft reducer and the NW planetary gear reducer are respectively arranged on the left and right sides of the second drive motor, and are respectively connected to the first drive motor and the second drive motor in a one-to-one correspondence.

[0011] The power output by the first drive motor is transmitted to the corresponding wheel through a parallel shaft reducer or an NW planetary gear reducer connected to it.

[0012] The power output by the second drive motor is transmitted to the corresponding wheel through the NW planetary gear reducer or parallel shaft reducer connected to it.

[0013] According to the technical solution provided in the embodiments of this application, optionally, the first drive motor is arranged near the front of the vehicle, and the second drive motor is arranged near the rear of the vehicle.

[0014] According to the technical solution provided in the embodiments of this application, optionally, the parallel shaft reducer is arranged on the right side of the second drive motor and connected to the first drive motor and the right front wheel of the vehicle. The power output by the first drive motor is transmitted to the right front wheel of the vehicle through the parallel shaft reducer connected to it.

[0015] According to the technical solution provided in the embodiments of this application, optionally, the NW planetary gear reducer is arranged on the left side of the second drive motor and connected to the second drive motor, as well as connected to the left front wheel of the vehicle. The power output by the second drive motor is transmitted to the left front wheel of the vehicle through the NW planetary gear reducer connected to it.

[0016] According to the technical solution provided in the embodiments of this application, optionally, it further includes: an electronic oil pump, a filter and / or an oil cooler arranged on the left side of the first drive motor and located above the NW planetary gear reducer in the XY plane, wherein, in the XY plane, above the NW planetary gear reducer refers to the direction along the front of the vehicle, and the Y-axis direction is the transverse direction of the vehicle body.

[0017] According to the technical solution provided in the embodiments of this application, optionally, the NW planetary gear reducer is arranged on the right side of the second drive motor and connected to the first drive motor and the right front wheel of the vehicle. The power output by the first drive motor is transmitted to the right front wheel of the vehicle through the NW planetary gear reducer connected to it.

[0018] According to the technical solution provided in the embodiments of this application, optionally, it further includes: an electronic oil pump, a filter and / or an oil cooler arranged on the right side of the first drive motor and located above the NW planetary gear reducer in the XY plane, wherein, in the XY plane, above the NW planetary gear reducer refers to the direction along the front of the vehicle, and the Y-axis direction is the transverse direction of the vehicle body.

[0019] According to the technical solution provided in the embodiments of this application, optionally, the parallel shaft reducer is arranged on the left side of the second drive motor and connected to the second drive motor and the left front wheel of the vehicle. The power output by the second drive motor is transmitted to the left front wheel of the vehicle through the parallel shaft reducer connected to it.

[0020] According to the technical solution provided in the embodiments of this application, optionally, the parallel shaft reducer and the NW planetary gear reducer are kept coaxial.

[0021] Secondly, embodiments of this application also provide a vehicle including the distributed electric drive motor and reducer integrated device described in any of the above embodiments.

[0022] In summary, the distributed electric drive motor and reducer integrated device proposed in this application combines the advantages of existing distributed electric drive motor and reducer integrated architectures while avoiding their disadvantages. By arranging the two motors along the X-axis, the space occupied by the assembly in the Y-direction can be effectively reduced. Furthermore, since the architecture of this application also includes a parallel shaft reducer, it retains the compact characteristics of the parallel shaft reducer. Therefore, compared with the existing dual parallel shaft reducer architecture, the space occupied by the architecture of this application in the X-direction is not large. Compared with the single parallel shaft reducer plus single bias coaxial reducer architecture, the biggest difference of the solution in this application is that a set of NW planetary gear sets replaces the bias coaxial reducer, which improves the power density and can also improve the NVH and inability to withstand large torque problems often encountered by bias coaxial reducers. Attached Figure Description

[0023] Figure 1 This is a schematic diagram of a distributed electric drive motor and reducer integrated architecture provided in an embodiment of this application;

[0024] Figure 2 This is a schematic diagram of a distributed electric drive motor and reducer integrated architecture provided in another embodiment of this application, featuring a dual parallel shaft reducer.

[0025] Figure 3 This is a schematic diagram of the structure of a dual NW planetary gear reducer provided in an embodiment of this application;

[0026] Figure 4 This is a schematic diagram of a single parallel shaft and single bias coaxial reducer provided in an embodiment of this application;

[0027] Figure 5 This is a schematic diagram of the structure of a distributed electric drive motor and reducer integrated device provided in an embodiment of this application;

[0028] Figure 6 This is a schematic diagram of another distributed electric drive motor and reducer integrated device provided in the embodiments of this application;

[0029] Figure 7 This is a schematic diagram of another distributed electric drive motor and reducer integrated device provided in the embodiments of this application. Detailed Implementation

[0030] The present application will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, only the parts relevant to the invention are shown in the accompanying drawings.

[0031] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. This application will now be described in detail with reference to the accompanying drawings and embodiments.

[0032] Figure 5 This is a schematic diagram of a distributed electric drive motor and reducer integrated device provided in an embodiment of this application. The distributed electric drive motor and reducer integrated device includes: a first drive motor 101, a second drive motor 102, a parallel shaft reducer 201, and an NW planetary gear reducer 202.

[0033] The first drive motor 101 and the second drive motor 102 are arranged along the X-axis of the vehicle; the X-axis of the vehicle is the longitudinal direction of the vehicle body.

[0034] The parallel shaft reducer 201 and the NW planetary gear reducer 202 are respectively arranged on the left and right sides of the second drive motor 102, and are respectively connected to the first drive motor 101 and the second drive motor 102 in a one-to-one correspondence.

[0035] The power output by the first drive motor 101 is transmitted to the corresponding wheel through the parallel shaft reducer 201 or the NW planetary gear reducer 202 connected to it.

[0036] The power output by the second drive motor 102 is transmitted to the corresponding wheel through the NW planetary gear reducer 202 or parallel shaft reducer 201 connected to it.

[0037] Specifically, such as Figure 5 As shown, if the power output by the first drive motor 101 is transmitted to the corresponding wheel 301 through the parallel shaft reducer 201 connected to it, then the power output by the second drive motor 102 is transmitted to the corresponding wheel 302 through the NW planetary gear reducer 202 connected to it.

[0038] In other embodiments, if the power output by the first drive motor 101 is transmitted to the corresponding wheel through the NW planetary gear reducer 202 connected thereto, then the power output by the second drive motor 102 is transmitted to the corresponding wheel through the parallel shaft reducer 201 connected thereto.

[0039] In some embodiments, the first drive motor is positioned near the front of the vehicle, and the second drive motor is positioned near the rear of the vehicle. Alternatively, the second drive motor is positioned near the front of the vehicle, and the first drive motor is positioned near the rear of the vehicle.

[0040] by Figure 5 For example, the parallel shaft reducer 201 is arranged on the right side of the second drive motor 102 and connected to the first drive motor 101 and the right front wheel 301 of the vehicle. The power output by the first drive motor 101 is transmitted to the right front wheel 301 of the vehicle through the parallel shaft reducer 201 connected to it.

[0041] Correspondingly, the NW planetary gear reducer 202 is arranged on the left side of the second drive motor 102 and connected to the second drive motor 102, as well as to the left front wheel 302 of the vehicle. The power output by the second drive motor 102 is transmitted to the left front wheel 302 of the vehicle through the NW planetary gear reducer 202 connected to it.

[0042] General, such as Figure 6 As shown, the distributed electric drive motor and reducer integrated device provided in this embodiment consists of four parts: drive motor M1, parallel shaft reducer, drive motor M2, and NW planetary gear reducer. Drive motor M1 is connected to the parallel shaft reducer, which transmits power to the right wheel. Drive motors M1 and M2 are arranged along the X-axis of the vehicle. Drive motor M2 is connected to the NW planetary gear reducer, which transmits power to the left wheel.

[0043] Because the distributed electric drive motor and reducer integrated device provided in this application incorporates an NW planetary gear reducer 202, the envelope space on the original biased coaxial reducer side is reduced. Therefore, important external components such as the electronic oil pump, filter, and oil cooler can be arranged in the saved free space. Furthermore, since the motor is located on one side of the Y-axis space and the controller is typically installed above the Z-axis space, it can effectively provide impact protection for external components (such as the electronic oil pump, filter, and oil cooler), reducing the risk of damage to external components due to road stones or other impacts. Specifically, such as... Figure 7 As shown, it also includes: an electronic oil pump, filter and / or oil cooler 700 arranged on the left side of the first drive motor M1 and located above the NW planetary gear reducer 202 in the XY plane, wherein, in the XY plane, above the NW planetary gear reducer 202 refers to the direction along the front of the vehicle, and the Y-axis direction is the transverse direction of the vehicle body.

[0044] The parallel shaft reducer 201 is coaxial with the NW planetary gear reducer 202. Therefore, a larger center distance is required between the shafts of the parallel shaft reducer 201. This allows for ample space on one side of the parallel shaft reducer 201 to utilize global bearings for each shaft system, improving reducer efficiency. Simultaneously, the larger center distance increases the number of gear teeth, improves gear overlap, and further enhances the overall NVH (noise, vibration, and harshness) level.

[0045] In this embodiment, compared to a single parallel shaft plus a single offset coaxial architecture, the biggest difference is the use of a set of NW planetary gear reducers instead of an offset coaxial reducer. This increases power density, reduces the space occupied by the envelope, and improves the NVH and inability to withstand high torque issues often encountered by offset coaxial reducers. The dual motors are arranged along the vehicle's X-axis, reducing the envelope space in the Y-direction. One of the two motors can move along the Z-direction, provided space allows, further reducing space in the X-direction and providing greater flexibility in vehicle layout. The combination of NW planetary gear reducers and a large-center-distance parallel shaft reducer improves overall efficiency and NVH, and allows for higher torque output from the motors. The combination of NW planetary gear reducers and parallel shaft reducers achieves a good balance between cost and performance. Within the overall frame, the space reduced by the NW planetary gear reducer compared to an offset coaxial reducer allows for the placement of important external components such as an electronic oil pump and oil cooler, while also preventing damage from impacts.

[0046] In some embodiments, the NW planetary gear reducer is arranged to the right of the second drive motor and connected to the first drive motor, as well as to the right front wheel of the vehicle. The power output by the first drive motor is transmitted to the right front wheel of the vehicle through the corresponding NW planetary gear reducer. Correspondingly, it also includes: an electronic oil pump, filter, and / or oil cooler arranged to the right of the first drive motor and located above the NW planetary gear reducer in the XY plane, wherein, in the XY plane, "above the NW planetary gear reducer" refers to the direction along the front of the vehicle, and the Y-axis direction is the transverse direction of the vehicle body. The parallel shaft reducer is arranged to the left of the second drive motor and connected to the second drive motor, as well as to the left front wheel of the vehicle. The power output by the second drive motor is transmitted to the left front wheel of the vehicle through the corresponding parallel shaft reducer.

[0047] It should be noted that the terminology used in this application is for the purpose of describing specific embodiments only and is not intended to limit the scope of this application. As shown in the specification and claims of this application, unless the context clearly indicates otherwise, words such as "a," "an," "an," and / or "the" do not specifically refer to the singular and may also include the plural. The terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, or apparatus. Without further limitations, an element defined by the phrase "comprising an..." does not exclude the presence of other identical elements in the process, method, or apparatus that includes said element.

[0048] It should also be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on this application. Unless otherwise expressly specified and limited, the terms "installed," "connected," "linked," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two elements. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0049] This document uses specific examples to illustrate the principles and implementation methods of this application. The descriptions of the above embodiments are only for the purpose of helping to understand the methods and core ideas of this application. The above descriptions are only preferred embodiments of this application. It should be noted that due to the limitations of written expression, while there are objectively infinite specific structures, those skilled in the art can make several improvements, modifications, or changes without departing from the principles of this invention, and can also combine the above technical features in an appropriate manner. These improvements, modifications, changes, or combinations, or the direct application of the inventive concept and technical solution to other situations without modification, should all be considered within the scope of protection of this application.

Claims

1. A distributed electric drive motor and reducer integrated device, characterized in that, include: First drive motor, second drive motor, parallel shaft reducer and NW planetary gear reducer; The first drive motor and the second drive motor are arranged along the X-axis of the vehicle; the X-axis of the vehicle is the longitudinal direction of the vehicle body. The parallel shaft reducer and the NW planetary gear reducer are respectively arranged on the left and right sides of the second drive motor, and are respectively connected to the first drive motor and the second drive motor in a one-to-one correspondence. The power output by the first drive motor is transmitted to the corresponding wheel through a parallel shaft reducer or an NW planetary gear reducer connected to it. The power output by the second drive motor is transmitted to the corresponding wheel through the NW planetary gear reducer or parallel shaft reducer connected to it.

2. The distributed electric drive motor and reducer integrated device according to claim 1, characterized in that, The first drive motor is positioned near the front of the vehicle, and the second drive motor is positioned near the rear of the vehicle.

3. The distributed electric drive motor and reducer integrated device according to claim 2, characterized in that, The parallel shaft reducer is located on the right side of the second drive motor and is connected to the first drive motor and the right front wheel of the vehicle. The power output by the first drive motor is transmitted to the right front wheel of the vehicle through the parallel shaft reducer connected to it.

4. The distributed electric drive motor and reducer integrated device according to claim 2, characterized in that, The NW planetary gear reducer is located on the left side of the second drive motor and is connected to the second drive motor and the left front wheel of the vehicle. The power output by the second drive motor is transmitted to the left front wheel of the vehicle through the NW planetary gear reducer connected to it.

5. The distributed electric drive motor and reducer integrated device according to claim 4, characterized in that, Also includes: An electronic oil pump, filter, and / or oil cooler are arranged on the left side of the first drive motor and above the NW planetary gear reducer in the XY plane, wherein, in the XY plane, "above the NW planetary gear reducer" refers to the direction along the front of the vehicle, and the Y-axis direction is the transverse direction of the vehicle body.

6. The distributed electric drive motor and reducer integrated device according to claim 2, characterized in that, The NW planetary gear reducer is located on the right side of the second drive motor and is connected to the first drive motor and the right front wheel of the vehicle. The power output by the first drive motor is transmitted to the right front wheel of the vehicle through the NW planetary gear reducer connected to it.

7. The distributed electric drive motor and reducer integrated device according to claim 6, characterized in that, Also includes: An electronic oil pump, filter, and / or oil cooler are arranged on the right side of the first drive motor and above the NW planetary gear reducer in the XY plane, wherein, in the XY plane, "above the NW planetary gear reducer" refers to the direction along the front of the vehicle, and the Y-axis direction is the transverse direction of the vehicle body.

8. The distributed electric drive motor and reducer integrated device according to claim 2, characterized in that, The parallel shaft reducer is located on the left side of the second drive motor and is connected to the second drive motor and the left front wheel of the vehicle. The power output by the second drive motor is transmitted to the left front wheel of the vehicle through the parallel shaft reducer connected to it.

9. The distributed electric drive motor and reducer integrated device according to claim 1, characterized in that, The parallel shaft reducer is coaxial with the NW planetary gear reducer.

10. A vehicle, characterized in that, Includes the distributed electric drive motor and reducer integrated device as described in any one of claims 1-9.

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