An electric drive system and vehicle

Abstract

The application discloses an electric drive system and a vehicle, and relates to the technical field of vehicle driving, which comprises a driving motor, a middle shaft, a differential and a differential housing. The driving motor comprises a stator, a rotor and a rotor shaft. The output end of the rotor shaft is provided with a rotor shaft gear. The middle shaft is arranged in parallel with the rotor shaft at intervals. A first-stage passive gear is arranged on the middle shaft. The first-stage passive gear is in transmission connection with the rotor shaft gear. A first-stage empty sleeve gear, a clutch and a second-stage empty sleeve gear are arranged on the middle shaft at intervals. The differential housing comprises a first-stage main reduction gear and a second-stage main reduction gear. The first-stage main reduction gear is in transmission connection with the first-stage empty sleeve gear. The second-stage main reduction gear is in transmission connection with the second-stage empty sleeve gear. When the clutch is selectively combined with the first-stage empty sleeve gear or the second-stage empty sleeve gear, the corresponding first-stage main reduction gear or second-stage main reduction gear is driven to drive the differential to drive the wheels. The application realizes flexible two-gear shifting, the transmission is reliable, and the space occupation and gear shifting response are optimized.

Description

Technical Field

[0001] This invention relates to the field of vehicle drive technology, and more specifically to an electric drive system and a vehicle. Background Technology

[0002] Most electric drive systems (eDS) on the market currently have only one gear in their reducers, which cannot effectively balance energy consumption at low and high speeds. If high torque is required, the motor needs to be enlarged, which increases the size and cost of the motor. Increasing the gear ratio of the reducer can increase the output torque, but it also limits the vehicle's maximum speed due to the single gear ratio.

[0003] The main problems with existing technologies include:

[0004] 1. Limitations of transmission structure: Single-speed reducers cannot meet the requirements of high torque starting and high speed and high efficiency at the same time, so two-speed reducers need to be developed;

[0005] 2. The structural design is not compact: the motor rotor shaft and the reducer input shaft are connected by splines, and each shaft has 2 bearings, for a total of 4 bearings, which is not compact; the clutch structure is located on the second-stage reduction shaft, which is large in size.

[0006] 3. Low transmission efficiency: Since both the motor rotor shaft and the reducer input shaft are high-speed shafts, the higher the speed, the higher the loss; the more bearings there are, the higher the efficiency loss.

[0007] 4. Prominent NVH issues: The motor rotor shaft and the reducer input shaft are connected by splines. If the connection is not properly made, there are risks of NVH and spline wear.

[0008] In summary, due to the diversified functions of the vehicle, such as integrated rear-wheel steering and the ability to fold down the rear seats, the space reserved for rear-wheel drive products is further reduced. Regarding the reducer, the size of the differential affects the gear ratio, preventing the gear ratio from increasing, thus limiting the overall gear ratio. Summary of the Invention

[0009] In view of the shortcomings of the prior art, the present invention aims to provide an electric drive system and vehicle, which is intended to solve the above-mentioned problems described in the prior art.

[0010] A first aspect of the present invention is to provide an electric drive system, the system comprising:

[0011] A drive motor includes a stator, a rotor, and a rotor shaft, wherein the output end of the rotor shaft is provided with a rotor shaft gear;

[0012] An intermediate shaft is arranged parallel to the rotor shaft at intervals. A first-stage driven gear is provided on the intermediate shaft. The first-stage driven gear is connected to the rotor shaft gear for transmission. A first-stage neutral gear, a clutch, and a second-stage neutral gear are also provided on the intermediate shaft at intervals.

[0013] A differential includes a differential housing, on which a first-speed main reduction gear and a second-speed main reduction gear are spaced apart. The first-speed main reduction gear is driven by the first-speed neutral gear, and the second-speed main reduction gear is driven by the second-speed neutral gear.

[0014] Specifically, when the clutch selectively engages with the first-gear neutral gear or the second-gear neutral gear, it drives the corresponding first-gear main reduction gear or the second-gear main reduction gear to drive the differential and drive the wheels.

[0015] According to one aspect of the above technical solution, the first-gear neutral gear and the second-gear neutral gear are spaced apart on the intermediate shaft and located on the same side of the first-stage driven gear away from the drive motor, and the clutch is located between the first-gear neutral gear and the second-gear neutral gear.

[0016] According to one aspect of the above technical solution, the clutch includes a gear hub and a gear sleeve, and when the clutch receives a shift command, the gear sleeve selectively engages with the first gear neutral gear and the second gear neutral gear.

[0017] According to one aspect of the above technical solution, the first gear and the second gear are rotatably connected to the intermediate shaft via a first gear bearing and a second gear bearing, respectively.

[0018] According to one aspect of the above technical solution, the first gear main reduction gear and the second gear main reduction gear are spaced apart on the differential housing, and are respectively connected to the first gear neutral gear and the second gear neutral gear in a transmission connection.

[0019] According to one aspect of the above technical solution, the first gear neutral gear is constantly meshed with the first gear main reduction gear, the second gear neutral gear is constantly meshed with the second gear main reduction gear, and the first stage driven gear is constantly meshed with the rotor shaft gear.

[0020] According to one aspect of the above technical solution, the speed ratio of the first gear pair formed by the first gear neutral gear and the first gear main reduction gear is greater than the speed ratio of the second gear pair formed by the second gear neutral gear and the second gear main reduction gear.

[0021] According to one aspect of the above technical solution, deep groove ball bearings and cylindrical roller bearings are respectively provided at both ends of the rotor shaft and the intermediate shaft.

[0022] According to one aspect of the above technical solution, a first cylindrical roller bearing is provided at one end of the rotor shaft near the intermediate shaft, and a first deep groove ball bearing is provided at the other end; a second cylindrical roller bearing is provided at one end of the intermediate shaft near the rotor shaft, and a second deep groove ball bearing is provided at the other end.

[0023] Wherein, the first-stage driven gear is disposed on the intermediate shaft between the second cylindrical roller bearing and the second-stage idler gear; or

[0024] The second cylindrical roller bearing is disposed on the intermediate shaft between the first-stage driven gear and the second-stage neutral gear.

[0025] A second aspect of the present invention is to provide a vehicle comprising the electric drive system described in the above technical solutions.

[0026] Compared with the prior art, the advantages of using the electric drive system and vehicle shown in this invention are as follows:

[0027] The system described in this invention employs a core structure of a two-stage dual main reduction gear combined with a loose gear and clutch. With the constant meshing design of each gear pair, it achieves flexible two-gear ratio switching. The high-ratio first gear enhances power transmission, delivering strong wheel-end torque even with a small-power motor, meeting the demands of rapid vehicle acceleration and off-road driving. The low-ratio second gear is suitable for high-speed driving scenarios, balancing energy efficiency and smoothness. The classic mechanical fit between the clutch hub and gear sleeve, combined with the appropriate gear bearing design, ensures reliable power connection and minimal impact during gear shifts, preventing slippage and significantly improving transmission efficiency. The compact component layout optimizes axial space occupation, reduces system size, shortens shift stroke, improves response speed, facilitates later maintenance, and supports integrated design. Overall, it achieves a multi-dimensional optimized balance of power performance, transmission stability, space utilization, and driving comfort. Attached Figure Description

[0028] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0029] Figure 1 This is a schematic diagram of the structure of the electric drive system provided in the first embodiment of the present invention;

[0030] Figure 2 This is a power transmission diagram for first-gear driving of an electric drive system provided in the first embodiment of the present invention.

[0031] Figure 3 This is a power transmission diagram of the second-gear drive of the electric drive system provided in the first embodiment of the present invention;

[0032] Figure 4This is a schematic diagram of the electric drive system provided in the third embodiment of the present invention.

[0033] Component symbol explanation in the attached diagram:

[0034] Stator 10, Rotor 11, Rotor Shaft 20, Rotor Shaft Gear 201, Intermediate Shaft 21, First-Stage Driven Gear 211, Second-Stage Unloaded Gear 22, First-Stage Unloaded Gear 23, First-Stage Main Reduction Gear 24, Second-Stage Main Reduction Gear 25, First Deep Groove Ball Bearing 30, First Cylindrical Roller Bearing 31, Second Deep Groove Ball Bearing 32, Second Cylindrical Roller Bearing 33, Front Bearing 34, Rear Bearing 35, First-Stage Gear Bearing 36, Second-Stage Gear Bearing 37, Gear Sleeve 41, Gear Hub 42, Differential 50. Detailed Implementation

[0035] To facilitate understanding of the present invention, a more complete description will be given below with reference to the accompanying drawings. Several embodiments of the invention are illustrated in the drawings. However, the invention can be implemented in many different forms and is not limited to the embodiments described herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete.

[0036] It should be noted that when a component is said to be "fixed to" another component, it can be directly on the other component or there may be an intervening component. When a component is said to be "connected to" another component, it can be directly connected to the other component or there may be an intervening component. The terms "vertical," "horizontal," "left," "right," and similar expressions used in this document are for illustrative purposes only.

[0037] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used herein in the description of the invention is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0038] Example 1

[0039] Please see Figure 1 The first embodiment of the present invention provides an electric drive system, namely eDS, the system comprising:

[0040] A drive motor includes a stator 10, a rotor 11 and a rotor shaft 20, wherein a rotor shaft gear 201 is provided at the output end of the rotor shaft 20.

[0041] An intermediate shaft 21 is arranged parallel to the rotor shaft 20 at intervals. A first-stage driven gear 211 is provided on the intermediate shaft 21. The first-stage driven gear 211 is connected to the rotor shaft gear 201 for transmission. A first-stage neutral gear 23, a clutch and a second-stage neutral gear 22 are also provided on the intermediate shaft 21 at intervals.

[0042] The differential 50 includes a differential housing, on which a first-gear main reduction gear 24 and a second-gear main reduction gear 25 are spaced apart. The first-gear main reduction gear 24 is driven by the first-gear neutral gear 23, and the second-gear main reduction gear 25 is driven by the second-gear neutral gear 22.

[0043] When the clutch selectively engages with the first gear neutral gear 23, it drives the corresponding first gear main reduction gear 24 or second gear main reduction gear 25 to drive the differential 50 to drive the wheels.

[0044] In this embodiment, the drive motor serves as the power output source, driving the rotor shaft 20 to rotate through the electromagnetic action of the stator 10 and rotor 11. The rotor shaft gear 201 at the output end of the rotor shaft 20 serves as the initial connection for power transmission, providing initial power for subsequent power splitting and speed change. The intermediate shaft 21 and the rotor shaft 20 are arranged in a parallel and spaced manner, which ensures the stability of the transmission between them and provides reasonable space for the gear layout. The first-stage driven gear 211 on the intermediate shaft 21 and the rotor shaft gear 201 form the first-stage power transmission link, introducing the power output from the drive motor into the intermediate shaft 21. The spaced first-gear neutral gear 23, clutch, and second-gear neutral gear 22 are the core structural carriers for realizing the two-gear speed change function.

[0045] The differential 50, as the terminal component for power transmission, is connected to corresponding idler gears on the intermediate shaft 21 via a first-gear main reduction gear 24 and a second-gear main reduction gear 25 mounted on the differential housing. The first-gear main reduction gear 24 is connected to a first-gear idler gear 23, while the second-gear main reduction gear 25 is connected to a second-gear idler gear 22. Power torque is transmitted through either the first-gear idler gear 23 or the second-gear idler gear 22, ultimately achieving power transfer to the wheels. Furthermore, the two ends of the differential 50 housing are fixed by a front bearing 34 and a rear bearing 35, respectively.

[0046] The selective engagement of the clutch with the two-speed neutral gear allows for switching between different transmission ratios. By controlling the engagement of the clutch, the corresponding main reduction gear can be driven to operate the differential 50, thereby meeting the vehicle's power requirements under different driving conditions.

[0047] Specifically, in this embodiment, the first gear neutral gear 23 and the second gear neutral gear 22 are spaced apart on the intermediate shaft 21 and located on the same side of the first-stage driven gear 211 away from the drive motor. The clutch is located between the first gear neutral gear 23 and the second gear neutral gear 22.

[0048] The above-mentioned layout of the neutral gear and clutch places the two neutral gears on the same side of the first-stage driven gear 211 and at the end away from the drive motor, with the clutch placed between them. This compact layout not only optimizes the axial space occupied by the entire drive system and reduces the overall system volume, but also shortens the engagement stroke of the clutch and the two neutral gears, improving the shift response speed. At the same time, it facilitates the maintenance of the core shift components during subsequent maintenance, providing structural support for the integrated design of the system.

[0049] In this embodiment, the clutch, as the terminal connection component for power transmission, includes a gear hub 42 and a gear sleeve 41. When receiving a shift command, the gear sleeve 41 selectively engages with the first-gear neutral gear 23 and the second-gear neutral gear 22. The first-gear neutral gear 23 and the second-gear neutral gear 22 are rotatably connected to the intermediate shaft 21 via a first-gear bearing 36 and a second-gear bearing 37, respectively. The first-gear main reduction gear 24 and the second-gear main reduction gear 25 are spaced apart on the differential housing and are respectively connected to the first-gear neutral gear 23 and the second-gear neutral gear 22 in a transmission connection. The first-gear neutral gear 23 is constantly meshed with the first-gear main reduction gear 24, the second-gear neutral gear 22 is constantly meshed with the second-gear main reduction gear 25, and the first-stage driven gear 211 is constantly meshed with the rotor shaft gear 201. The speed ratio of the first gear pair formed by the first gear neutral gear 23 and the first gear main reduction gear 24 is greater than the speed ratio of the second gear pair formed by the second gear neutral gear 22 and the second gear main reduction gear 25.

[0050] It should be noted that the meshing structure of the gear hub 42 and gear sleeve 41 in the above-mentioned clutch is a classic and reliable design for mechanical shifting. The gear hub 42 is fixed on the intermediate shaft 21 and can rotate synchronously with the intermediate shaft 21. When a shifting command is received, the gear sleeve 41 moves axially under the drive of the actuator and meshes with the gear ring set on the side of the corresponding empty gear. This allows the power of the intermediate shaft 21 to be transmitted to the empty gear, and then transmitted to the differential 50 through the transmission between the empty gear and the main reduction gear. This not only ensures the stability of power transmission during the shifting process and reduces impact, but also achieves reliable power connection through mechanical meshing, avoids slippage during power transmission, and improves the system transmission efficiency.

[0051] More specifically, since the second gear neutral gear 22 is connected to the intermediate shaft 21 through the second gear bearing 37, the second gear neutral gear 22 and the intermediate shaft 21 can rotate relative to each other. When the clutch sleeve 41 moves axially under the drive of the actuator and meshes with the gear ring inside the first gear neutral gear 23 on one side, the power of the intermediate shaft 21 can be output to the corresponding first gear main reduction gear 24 through the first gear neutral gear 23. At this time, the second gear neutral gear 22 remains stationary due to the rotation of the second gear bearing 37, thereby driving the differential 50 to drive the wheels in first gear.

[0052] Conversely, since the first gear neutral gear 23 is connected to the intermediate shaft 21 through the first gear bearing 36, the first gear neutral gear 23 and the intermediate shaft 21 can rotate relative to each other. When the clutch sleeve 41 moves axially under the drive of the actuator and meshes with the gear ring on the inner side of the second gear neutral gear 22 on the other side, the power of the intermediate shaft 21 can be output to the corresponding second gear main reduction gear 25 through the second gear neutral gear 22. At this time, the first gear neutral gear 23 remains stationary due to the rotation of the first gear bearing 36, thereby driving the wheels with the second gear drive differential 50.

[0053] For easy understanding, please refer to [link / reference]. Figure 2 In first gear, the clutch sleeve 41 moves to the left and connects with the first gear neutral gear 23. The power generated by the drive motor passes sequentially through the rotor shaft 20, rotor shaft gear 201, first-stage driven gear, intermediate shaft 21, gear hub 42, gear sleeve 41, first gear neutral gear 23, and first gear main reduction gear 24 to the differential 50, thereby driving the corresponding wheels.

[0054] Please see Figure 3 In second gear drive, the clutch sleeve 41 moves to the right and connects with the second gear neutral gear 22. The power generated by the drive motor passes sequentially through the rotor shaft 20, rotor shaft gear 201, first-stage driven gear, intermediate shaft 21, gear hub 42, gear sleeve 41, second gear neutral gear 22, and second gear main reduction gear 25 to the differential 50, thereby driving the corresponding wheels.

[0055] In neutral, the clutch sleeve 41 remains in its current position and is disengaged from both the first-gear neutral gear 23 and the second-gear neutral gear 22, thus disconnecting the power between the drive motor and the wheels.

[0056] Compared with the prior art, the electric drive system shown in this embodiment has the following advantages:

[0057] The system shown in this embodiment employs a core structure of a two-stage dual main reduction gear combined with a loose gear and clutch. With the constant meshing design of each gear pair, it achieves flexible two-gear ratio switching. The high-ratio first gear enhances power transmission, delivering strong wheel-end torque even with a small-power motor, meeting the demands of rapid vehicle acceleration and off-road driving. The low-ratio second gear is suitable for high-speed driving scenarios, balancing energy efficiency and smoothness. The classic mechanical fit between the clutch hub 42 and the gear sleeve 41, combined with the adapted gear bearing design, ensures reliable power connection and minimal impact during gear shifts, preventing slippage and significantly improving transmission efficiency. The compact component layout optimizes axial space occupation, reduces system size, shortens shift stroke, improves response speed, facilitates later maintenance, and supports integrated design. Overall, it achieves a multi-dimensional optimized balance of power performance, transmission stability, space utilization, and driving comfort.

[0058] Example 2

[0059] Please refer to it again. Figure 1 The second embodiment of the present invention also provides an electric drive system. The system shown in this embodiment is basically similar to the system shown in the first embodiment, except that:

[0060] In this embodiment, deep groove ball bearings and cylindrical roller bearings are respectively provided at both ends of the rotor shaft 20 and the intermediate shaft 21.

[0061] Specifically, the rotor shaft 20 is provided with a first cylindrical roller bearing 31 at one end near the intermediate shaft 21 and a first deep groove ball bearing 30 at the other end. The intermediate shaft 21 is provided with a second cylindrical roller bearing 33 at one end near the rotor shaft 20 and a second deep groove ball bearing 32 at the other end.

[0062] The first-stage driven gear 211 is disposed on the intermediate shaft 21 between the second cylindrical roller bearing 33 and the second-stage loose gear 22.

[0063] The electric drive system provided in the second embodiment of the present invention has the same overall structure and core transmission logic as the first embodiment. Both achieve two-speed shifting and power transmission through the cooperation of the drive motor, intermediate shaft 21 and differential 50. The core difference lies in the bearing configuration scheme of the rotor shaft 20 and intermediate shaft 21. By specifically optimizing the bearing type and arrangement position, the system's operational stability and durability are further improved.

[0064] Specifically, in this embodiment, deep groove ball bearings and cylindrical roller bearings are respectively configured at both ends of the rotor shaft 20 and the intermediate shaft 21 to form a precisely matched support structure. Among them, a first cylindrical roller bearing 31 is provided at one end of the rotor shaft 20 near the intermediate shaft 21. This end serves as the connection end for power transmission and needs to withstand a large radial load. The cylindrical roller bearing has excellent radial load-bearing capacity and can effectively distribute the force and reduce shaft deformation. The other end of the rotor shaft 20 is provided with a first deep groove ball bearing 30, which can take into account both radial and slight axial loads, ensuring the coaxiality and smoothness of the rotor shaft 20 during high-speed rotation.

[0065] The bearing configuration of the intermediate shaft 21 corresponds to that of the rotor shaft 20. The second cylindrical roller bearing 33 near one end of the rotor shaft 20 is adapted to the force characteristics of the power input end, while the second deep groove ball bearing 32 at the other end balances the end operation. This dual-optimized bearing combination can precisely match the force requirements of different parts of the shaft. At the same time, the first-stage driven gear 211 is located on the intermediate shaft 21 between the second cylindrical roller bearing 33 and the second-stage idler gear 22. This arrangement can shorten the force span of the intermediate shaft 21, strengthen the shaft rigidity, and avoid shaft vibration or displacement caused by gear transmission force, thus providing structural protection for gear meshing accuracy.

[0066] Compared to the first embodiment and existing technologies, the beneficial effects are particularly prominent. First, the targeted bearing configuration significantly improves the system's load-bearing capacity and operational stability. The combination of cylindrical roller bearings and deep groove ball bearings not only adapts to the different force characteristics at both ends of the shaft but also effectively reduces frictional losses during high-speed operation, minimizes energy waste, and extends the service life of the shaft and bearings. Second, the reasonable bearing layout and the position design of the first-stage driven gear further optimize the force distribution on the intermediate shaft, avoiding increased component wear caused by localized force concentration, ensuring the accuracy of gear meshing, reducing transmission noise and vibration, and indirectly improving the system's NVH performance. Finally, this bearing configuration does not require changes to the system's core transmission structure and compact layout. Without affecting the original shift response speed, transmission efficiency, and integration advantages, it enhances the system's structural reliability and adaptability to operating conditions, enabling the drive system to work stably under long-term high-frequency operation and complex stress scenarios, thus broadening its application range.

[0067] Example 3

[0068] Please see Figure 4 The third embodiment of the present invention also provides an electric drive system. The system shown in this embodiment is basically similar to the system shown in the second embodiment, except that:

[0069] The second cylindrical roller bearing 33 is disposed on the intermediate shaft 21 between the first-stage driven gear 211 and the second-stage loose gear 22.

[0070] The electric drive system provided in the third embodiment of the present invention is based on the second embodiment. Both maintain consistency in core components, transmission principles, and most structural configurations, including three core components: a drive motor, an intermediate shaft 21, and a differential 50. The rotor shaft 20 still uses a combination of first cylindrical roller bearings 31 and first deep groove ball bearings 30 at both ends, and the intermediate shaft 21 is correspondingly equipped with second cylindrical roller bearings 33 and second deep groove ball bearings 32 at both ends. Two-speed shifting and power transmission are achieved through constant meshing of gears and selective engagement of the clutch. The only difference in their core structures lies in the mounting position of the second cylindrical roller bearing 33 on the intermediate shaft 21. This embodiment breaks away from the layout of the second embodiment, where the first-stage driven gear 211 is located between the second cylindrical roller bearing 33 and the second-speed unloaded gear 22. Instead, the second cylindrical roller bearing 33 is adjusted to be positioned between the first-stage driven gear 211 and the second-speed unloaded gear 22, resulting in a more adaptable component layout.

[0071] Specifically, the functional positioning of the second cylindrical roller bearing 33 remains unchanged; it still bears the radial load of the intermediate shaft 21 near the power input end, ensuring that the intermediate shaft 21 resists radial forces and reduces shaft deformation during power transmission, maintaining coaxiality and stability during high-speed operation. This layout adjustment optimizes the spacing of components on the intermediate shaft 21, bringing the first-stage driven gear 211 closer to the power connection end between the intermediate shaft 21 and the rotor shaft 20. This shortens the lever arm length after power is transmitted from the rotor shaft gear 201 to the first-stage driven gear 211, helping to reduce torque loss during power transmission and improve the accuracy of power transmission. Simultaneously, the adjustment of the bearing and gear positions frees up more space for the lubrication oil path design in the gear meshing area of ​​the intermediate shaft 21, allowing the lubricating oil to fully cover the meshing surfaces of the first-stage driven gear 211 and the second-stage neutral gear 22, as well as the bearing operating parts, providing more efficient lubrication for all moving components.

[0072] Compared to the second embodiment, this embodiment offers significant and unique advantages. First, without altering the system's core transmission logic, load-bearing capacity, or compact layout advantages, adjusting the position of a single bearing provides differentiated options for the assembly of intermediate shaft components. This allows for flexible adaptation to the space constraints, component size parameters, and assembly process requirements of different vehicle models, significantly improving the versatility and industrial adaptability of the entire electric drive system. Second, the optimized layout facilitates the rational planning of lubrication circuits, effectively improving lubrication efficiency at gear meshing points and bearing operating parts, reducing friction loss and transmission noise, further optimizing the system's NVH (noise, vibration, and harshness) performance, while also reducing component wear rates and extending the overall system lifespan. Finally, this layout adjustment does not require changes to the structure and parameters of core components such as the drive motor, clutch, and differential, retaining the high stability and low energy consumption advantages of the bearing configuration in the second embodiment. Through detailed optimization, it achieves further improvements in overall performance, broadens the application scenarios of the technical solution, and provides more flexible technical support for the development of vehicle models with different needs.

[0073] Example 4

[0074] A fourth embodiment of the present invention provides a vehicle, characterized in that it includes the electric drive system described in any of the above embodiments.

[0075] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0076] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0077] The embodiments described above are merely illustrative of several implementations of the present invention, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of the present invention. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these modifications and improvements all fall within the scope of protection of the present invention. Therefore, the scope of protection of this patent should be determined by the appended claims.

Claims

1. An electric drive system, characterized in that, The system includes: A drive motor includes a stator, a rotor, and a rotor shaft, wherein the output end of the rotor shaft is provided with a rotor shaft gear; An intermediate shaft is arranged parallel to the rotor shaft at intervals. A first-stage driven gear is provided on the intermediate shaft. The first-stage driven gear is connected to the rotor shaft gear for transmission. A first-stage neutral gear, a clutch, and a second-stage neutral gear are also provided on the intermediate shaft at intervals. A differential includes a differential housing, on which a first-speed main reduction gear and a second-speed main reduction gear are spaced apart. The first-speed main reduction gear is driven by the first-speed neutral gear, and the second-speed main reduction gear is driven by the second-speed neutral gear. Specifically, when the clutch selectively engages with the first-gear neutral gear or the second-gear neutral gear, it drives the corresponding first-gear main reduction gear or the second-gear main reduction gear to drive the differential and drive the wheels.

2. The electric drive system according to claim 1, characterized in that, The first-gear neutral gear and the second-gear neutral gear are spaced apart on the intermediate shaft and located on the same side of the first-stage driven gear away from the drive motor. The clutch is located between the first-gear neutral gear and the second-gear neutral gear.

3. The electric drive system according to claim 2, characterized in that, The clutch includes a gear hub and a gear sleeve. When the clutch receives a shift command, the gear sleeve selectively engages with the first gear neutral gear and the second gear neutral gear.

4. The electric drive system according to claim 3, characterized in that, The first-gear and the second-gear are rotatably connected to the intermediate shaft via first-gear bearings and second-gear bearings, respectively.

5. The electric drive system according to claim 1, characterized in that, The first gear main reduction gear and the second gear main reduction gear are spaced apart on the differential housing and are respectively connected to the first gear neutral gear and the second gear neutral gear for transmission.

6. The electric drive system according to claim 5, characterized in that, The first gear neutral gear is constantly meshed with the first gear main reduction gear, the second gear neutral gear is constantly meshed with the second gear main reduction gear, and the first stage driven gear is constantly meshed with the rotor shaft gear.

7. The electric drive system according to claim 6, characterized in that, The speed ratio of the first gear pair formed by the first gear neutral gear and the first gear main reduction gear is greater than the speed ratio of the second gear pair formed by the second gear neutral gear and the second gear main reduction gear.

8. The electric drive system according to claim 1, characterized in that, The rotor shaft and the intermediate shaft are respectively equipped with deep groove ball bearings and cylindrical roller bearings at both ends.

9. The electric drive system according to claim 8, characterized in that, The rotor shaft is provided with a first cylindrical roller bearing at one end near the intermediate shaft and a first deep groove ball bearing at the other end; the intermediate shaft is provided with a second cylindrical roller bearing at one end near the rotor shaft and a second deep groove ball bearing at the other end. Wherein, the first-stage driven gear is disposed on the intermediate shaft between the second cylindrical roller bearing and the second-stage idler gear; or The second cylindrical roller bearing is disposed on the intermediate shaft between the first-stage driven gear and the second-stage neutral gear.

10. A vehicle, characterized in that, Includes the electric drive system according to any one of claims 1-8.

Images