An electric drive axle assembly and vehicle

Abstract

This invention provides an electric drive axle assembly and a vehicle, relating to the field of vehicle technology, and addresses the technical problem of high motor energy consumption and reduced vehicle range in related technologies. The electric drive axle assembly includes a drive motor, a driven motor, an output shaft assembly, and an electronic control system. The output shaft assembly is drively connected to both the drive motor and the driven motor, and is adapted to connect to a wheel. The electronic control system is configured to control the driven motor to start when the drive motor drives the output shaft assembly to rotate at a rated torque, and the rotational speed of the output shaft assembly is less than or greater than a target speed.

Description

Technical Field

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

[0002] New energy passenger vehicles are gradually becoming the mainstream in the market. Currently, the development trend of electric drive assemblies for new energy vehicles is generally moving towards integration and unification. Through integrated design, the size and weight of the assembly can be effectively reduced, while improving the system's power density, volume density, and torque density.

[0003] Currently, most electric drive axle assemblies maintain normal vehicle operation under different conditions by adjusting the motor's output torque. However, during vehicle operation, it cannot be guaranteed that the motor will always operate within its high-efficiency range at its rated speed, resulting in decreased output efficiency and increased energy consumption.

[0004] Existing technology discloses a distributed electric drive axle assembly, which includes a first drive system and a second drive system, capable of directly driving a first wheel and a second wheel respectively. A motor controller can regulate the speeds of the first and second motors, enabling the left and right wheels to rotate at different speeds or torques. This not only shortens the power transmission path and improves mechanical efficiency but also enhances the vehicle's adaptability under complex operating conditions. However, existing technology cannot guarantee that the motors operate in a high-efficiency mode, leading to increased motor energy consumption and a decrease in the vehicle's driving range.

[0005] Therefore, how to reduce the energy consumption of the motor to increase the driving range of the vehicle has become one of the key technical challenges that urgently need to be overcome. Summary of the Invention

[0006] In view of the shortcomings of the prior art, the purpose of this application is to provide an electric drive axle assembly and a vehicle, which aims to solve the technical problem of reduced driving range of vehicles with high motor energy consumption in the prior art.

[0007] In a first aspect, embodiments of this application provide an electric drive axle assembly, which includes a drive motor, a driven motor, an output shaft assembly, and an electronic control system; the output shaft assembly is drivenly connected to both the drive motor and the driven motor, and is adapted to be connected to a wheel; the electronic control system is configured to control the driven motor to start when the drive motor rotates at a rated speed and drives the output shaft assembly to rotate with a rated torque, and the rotational speed of the output shaft assembly is less than or greater than a target speed.

[0008] Based on the aforementioned technical means, when the active motor maintains its rated speed and drives the output shaft assembly to rotate with its rated torque, and the speed of the output shaft assembly is less than or greater than the target speed, the driven motor is controlled to start. The electronic control system can control the driven motor to drive the output shaft assembly to rotate, and with the cooperative drive of the driven motor, the output speed of the output shaft assembly can be made consistent with the target speed. Furthermore, by maintaining its rated speed and outputting its rated torque, the active motor can operate within its high-efficiency range, which helps improve its operating efficiency. During the energy conversion process, the active motor can reduce energy loss, thus reducing energy consumption under the same driving conditions and extending the vehicle's driving range.

[0009] In one possible embodiment, the active motor maintains a rated speed and drives the output shaft assembly to rotate with a rated torque, and When the output shaft assembly rotates at a speed less than the target speed, the driven motor starts, and the direction of the torque delivered by the driven motor to the output shaft assembly is the same as the direction of the torque delivered by the driving motor to the output shaft assembly. When the driving motor maintains its rated speed and drives the output shaft assembly to rotate with its rated torque, and the output shaft assembly rotates at a speed greater than the target speed, the driven motor starts, and the direction of the torque delivered by the driven motor to the output shaft assembly is opposite to the direction of the torque delivered by the driving motor to the output shaft assembly.

[0010] Based on the aforementioned technical means, when the rotational speed of the output shaft assembly driven by the active motor is less than the vehicle's target speed, the electronic control system can control the direction of the output torque output of the driven motor. This allows the rotation direction of the driven motor's output shaft assembly to be the same as that of the active motor's output shaft assembly. Thus, under the cooperative drive of the driven motor, the rotational speed of the output shaft assembly can be increased to match the target speed. Conversely, when the rotational speed of the output shaft assembly driven by the active motor is greater than the vehicle's target speed, the electronic control system can control the direction of the output torque output of the driven motor. This allows the rotation direction of the driven motor's output shaft assembly to be opposite to that of the active motor's output shaft assembly. Again, under the cooperative drive of the driven motor, the rotational speed of the output shaft assembly can be increased to match the target speed. Furthermore, the active motor can operate at its rated speed and torque within its high-efficiency range, which improves its efficiency, reduces energy loss, and ultimately increases the vehicle's driving range.

[0011] In one possible embodiment, the driven motor stops when the active motor maintains its rated speed and drives the output shaft assembly to rotate with its rated torque, and the rotational speed of the output shaft assembly is equal to the target speed.

[0012] According to the aforementioned technical means, when the rotational speed of the active motor drive output component equals the vehicle's target speed, the driven motor is in an idling state under the control of the electronic control system. This allows the active motor to maintain its rated speed and output rated torque to drive the output shaft assembly to rotate. This improves the efficiency of the active motor, reduces energy loss, and thus increases the vehicle's driving range.

[0013] In one possible embodiment, the electric drive axle assembly includes: a first reduction mechanism, which includes a first reduction component and a second reduction component, both of which are drive-connected to a driven motor; a second reduction mechanism, which includes a third reduction component and a fourth reduction component, both of which are drive-connected to a driving motor; the third reduction component is drive-connected to the first reduction component, and the fourth reduction component is drive-connected to the second reduction component.

[0014] According to the aforementioned technical means, the driven motor is driven by the first reduction gear assembly, and the second reduction gear assembly is driven by the first reduction gear assembly. In this way, the torque output by the driven motor can be sequentially transmitted to the first and second reduction gear assemblies. The third and fourth reduction gear assemblies are both driven by the driving motor, allowing the driving motor to transfer torque to the third and fourth reduction gear assemblies respectively, thus ensuring that the input torque of the third reduction gear assembly matches the input torque of the fourth reduction gear assembly. Through the drive-by connection between the third and first reduction gear assemblies, and the drive-by connection between the fourth and second reduction gear assemblies, the torque of the driven motor can be transmitted from the first reduction gear assembly to the third reduction gear assembly. Subsequently, the third reduction gear assembly can transmit the torque to the output shaft assembly, and the torque of the driven motor can be sequentially transmitted from the first and second reduction gear assemblies to the fourth reduction gear assembly.

[0015] In one possible embodiment, the first reduction assembly includes: a first sun gear, which is coaxially and fixedly connected to the driven motor; a first planet gear, which meshes with the first sun gear; a first gear ring, in which the first sun gear and the first planet gear are disposed, the inner peripheral wall of the first gear ring having first internal teeth that mesh with the first planet gear, and the outer peripheral wall of the first gear ring being disposed in a first transmission part that is drivenly connected to the third reduction assembly; and a first planet carrier, which is drivenly connected to the first planet gear.

[0016] According to the above-mentioned technical means, the driven motor can drive the first sun gear to rotate synchronously, and then the first sun gear can drive the first planet gear to rotate. The direction of rotation of the first planet gear can be opposite to that of the first sun gear. Then the first planet gear can transmit torque to the first planet carrier and the first ring gear respectively, thereby driving the first planet carrier and the first ring gear to rotate respectively.

[0017] In one possible embodiment, the second reduction assembly includes: a second sun gear, which is coaxially and fixedly connected to the first planet carrier; a second planet gear, which meshes with the second sun gear; a second gear ring, in which the second sun gear and the second planet gear are disposed, the inner peripheral wall of the second gear ring having second internal teeth that mesh with the second planet gear, and the outer peripheral wall of the second gear ring being disposed in a second transmission part that is drivenly connected to the fourth reduction assembly; and a second planet carrier, which is drivenly connected to the second planet gear.

[0018] According to the above technical means, after the power output from the driven motor is transferred to the first planetary carrier, the first planetary carrier can drive the second sun gear to rotate synchronously. Subsequently, the second sun gear can drive the second planet gear to rotate, and the direction of rotation of the second planet gear can be opposite to that of the second sun gear. Then, the second planet gear can transmit torque to the second planetary carrier and the second ring gear respectively. The second planetary carrier can be fixed, which can ensure that the power transmission path between the second sun gear and the second ring gear is single, thereby improving the transmission efficiency.

[0019] In one possible embodiment, the output shaft assembly includes: a first output shaft, one axial end of which is drivenly connected to a third reduction gear assembly, and the other axial end of which is adapted to be connected to a wheel; a second output shaft, one axial end of which is drivenly connected to a fourth reduction gear assembly, and the other axial end of which is adapted to be connected to a wheel; and a third output shaft, both axial ends of which are drivenly connected to a first planetary carrier and a second sun gear, respectively.

[0020] According to the above technical means, the torque output by the active motor through the third reduction assembly can drive one side of the wheel to rotate through the first output shaft, thereby driving the wheel to rotate. The torque output by the active motor through the fourth reduction assembly can drive the other side of the wheel to rotate through the second output shaft. The third output shaft keeps the first planetary carrier and the first sun gear rotating at the same speed, while also facilitating the connection between the third output shaft and the first planetary carrier and the second sun gear.

[0021] In one possible embodiment, the third reduction assembly includes: a third sun gear, which is coaxially and fixedly connected to the drive motor; a third planet gear, which meshes with the third sun gear; a third gear ring, in which the third sun gear and the third planet gear are disposed, the inner peripheral wall of the third gear ring having third internal teeth that mesh with the third planet gear, and the outer peripheral wall of the third gear ring being disposed in a third transmission part that is connected to the first transmission part of the first gear ring; and a third planet carrier, which is connected to the third planet gear and the output shaft assembly respectively.

[0022] According to the above technical means, through the transmission connection between the first gear ring and the third gear ring, the torque output by the driven motor can be transmitted to the third planetary gear through the first gear ring and the third gear ring. The third planetary gear can be driven by the output torque of the active motor and the output torque of the driven motor. Thus, when the active motor maintains its rated speed and maintains its rated torque output, the direction of the speed and the direction of the output torque of the driven motor can be controlled to make active adjustment using the driven motor. This allows the output speed of the first output shaft to reach the target speed.

[0023] In one possible embodiment, the fourth reduction assembly includes: a fourth sun gear, which is coaxially and fixedly connected to the drive motor; a fourth planet gear, which meshes with the fourth sun gear; a fourth gear ring, in which the fourth sun gear and the fourth planet gear are disposed, the inner peripheral wall of the fourth gear ring having fourth internal teeth that mesh with the fourth planet gear, and the outer peripheral wall of the fourth gear ring being disposed in a fourth transmission part that is connected to the second transmission part of the second gear ring; and a fourth planet carrier, which is connected to the fourth planet gear and the output shaft assembly respectively.

[0024] According to the above technical means, through the transmission connection between the second and fourth gear rings, the torque output by the driven motor can be transmitted to the fourth planetary gear through the second and fourth gear rings. The fourth planetary gear can be driven by the output torque of the active motor and the output torque of the driven motor. Thus, when the active motor maintains its rated speed and maintains its rated torque output, the direction of the driven motor's speed and the direction of its output torque can be controlled to actively adjust the output speed of the second output shaft to reach the target speed.

[0025] In one possible embodiment, the third and fourth reduction gear components are respectively connected to opposite sides of the drive motor.

[0026] According to the above technical means, the third reduction assembly and the fourth reduction assembly are respectively connected to the opposite sides of the drive motor. This arrangement can make the left and right wheels symmetrical in terms of force and can improve the integration of the electric drive axle assembly, thereby improving the stability of the electric drive axle assembly. In addition, the structure is more regular and orderly, which is convenient for assembly.

[0027] In one possible embodiment, the electric drive bridge assembly further includes: a housing, a first reduction mechanism and a second reduction mechanism disposed within the housing, and a first planetary carrier selectively connected to the housing; a second planetary carrier fixedly connected to the housing; and a first planetary gear respectively drivingly connected to a first gear ring and a second gear ring to adjust the rotational speed of the first gear ring and the second gear ring.

[0028] According to the above technical means, the first planetary carrier can be selectively connected to the housing. When the first planetary carrier is disconnected from the housing, the first reduction assembly can form a two-degree-of-freedom planetary gear system. The first sun gear can be used as the input end, and the first planetary carrier and the first ring gear can be used as the output ends, so that the first reduction assembly can act as a differential. When the vehicle turns, the first planetary gear can automatically dynamically distribute the input torque of the first sun gear between the first planetary carrier and the first ring gear, so that the rotational speed of the first ring gear is different from that of the second ring gear, thus ensuring that the vehicle can smoothly complete the steering.

[0029] Secondly, embodiments of this application also provide a vehicle, including an electric drive axle assembly according to the first aspect of this application.

[0030] The effects of the second aspect can be referred to the description of the first aspect above, and will not be repeated in detail in the embodiments of this application. Attached Figure Description

[0031] To more clearly illustrate the technical solutions in the embodiments of this application or the background art, the accompanying drawings used in the embodiments of this application will be described below.

[0032] Figure 1 This is a schematic diagram of the structure of an electric drive bridge assembly disclosed in an embodiment of this application; Figure 2 This is a schematic diagram of the torque transmission path of an electric drive axle assembly under straight-line driving conditions, as disclosed in an embodiment of this application. Figure 3 This is a schematic diagram of the torque transmission path of an electric drive axle assembly under turning conditions, as disclosed in an embodiment of this application.

[0033] Figure Labels 1. Electric drive bridge assembly; 10. Shell; 20. Wheel; 100. Active motor; 200. Driven motor; 300, Output shaft assembly; 310, First output shaft; 320, Second output shaft; 330, Third output shaft; 400. First deceleration mechanism; 500, First reduction gear assembly; 510, First sun gear; 520, First planet gear; 530, First ring gear; 540, First planet carrier; 600, Second reduction gear assembly; 610, Second sun gear; 620, Second planet gear; 630, Second ring gear; 640, Second planet carrier; 700. Second reduction gear; 800, Third reduction gear assembly; 810, Third sun gear; 820, Third planet gear; 830, Third ring gear; 840, Third planet carrier; 900, Fourth reduction gear assembly; 910, Fourth sun gear; 920, Fourth planet gear; 930, Fourth ring gear; 940, Fourth planet carrier. Detailed Implementation

[0034] The terms "first," "second," etc., are used for descriptive purposes only and have no sequential or technical meaning, nor should they be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Directional terms used in this application, such as "upper," "lower," "front," "rear," "left," "right," "inner," and "outer," are merely for reference to the orientation shown in the accompanying drawings. The use of directional terms is for better and clearer explanation and understanding of this application, and does not indicate the orientation of the referred device or component in an actual application scenario.

[0035] In the description of the embodiments of this application, unless otherwise expressly specified and limited, the terms "installation" and "connection" should be interpreted broadly. For example, "connection" can be a detachable connection or a non-detachable connection; it can be a direct connection or an indirect connection through an intermediate medium. "Fixed connection" refers to a connection where the relative positional relationship remains unchanged after connection. "Rotary connection" refers to a connection where the two parts can rotate relative to each other after connection. "Sliding connection" refers to a connection where the two parts can slide relative to each other after connection.

[0036] In the embodiments of this application, "and / or" 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 existing alone, A and B existing simultaneously, or B existing alone. Additionally, the character " / " in this document generally indicates that the preceding and following related objects have an "or" relationship.

[0037] To facilitate understanding of the electric drive axle assembly and vehicle provided in the embodiments of this application, some technical terms involved in the embodiments of this application will be briefly explained below.

[0038] Rated speed of an electric motor: The stable speed at which the motor outputs its rated power under rated voltage, rated frequency, or rated operating conditions. The rated speed of an electric motor is a fixed design parameter, marked on the motor nameplate, and does not change with external operating conditions.

[0039] Rated torque of an electric motor: The rated torque of an electric motor is the stable torque that can be continuously output under rated operating conditions. It is a fixed parameter on the nameplate, uniquely determined by the rated power and rated speed, and does not change with external load or vehicle speed.

[0040] The high-efficiency range of an electric motor refers to the operating region where the motor has a relatively high energy conversion efficiency during operation. Within this range, the losses in converting electrical energy into mechanical energy (such as copper losses, iron losses, and mechanical losses) are relatively small, thus achieving energy saving, low heat generation, and high reliability. The high-efficiency range of an electric motor is determined by both torque and speed.

[0041] The embodiments of this application are described below with reference to the accompanying drawings.

[0042] Please continue reading. Figures 1-3 The electric drive bridge assembly 1 in this application embodiment includes a drive motor 100, a driven motor 200, an output shaft assembly 300, and an electronic control system.

[0043] The output shaft assembly 300 is connected to both the active motor 100 and the driven motor 200. The output shaft assembly 300 is adapted to be connected to the wheel 20. The electronic control system is configured to control the driven motor 200 to start when the active motor 100 maintains its rated speed and drives the output shaft assembly 300 to rotate with its rated torque, and when the speed of the output shaft assembly 300 is less than or greater than the target speed.

[0044] In one possible design, the output power of the active motor 100 can be greater than that of the driven motor 200. Furthermore, the output shaft assembly 300 is connected to both the active motor 100 and the driven motor 200, so that the active motor 100 and the driven motor 200 can drive the wheel 20 to rotate via the output shaft assembly 300, thereby enabling the vehicle to move.

[0045] In another possible design, the output power of the active motor 100 may be less than that of the driven motor 200. Furthermore, the active motor 100 and the driven motor 200 can drive the output shaft assembly 300 to rotate the wheel 20, thereby driving the vehicle.

[0046] In another possible design, the output power of the active motor 100 can be equal to the power of the driven motor 200. Furthermore, the active motor 100 and the driven motor 200 can drive the output shaft assembly 300 to rotate the wheel 20, thereby driving the vehicle.

[0047] Furthermore, the electronic control system can be connected to both the active motor 100 and the driven motor 200, allowing the system to control their operation. For example, the system can control the starting and stopping of both motors, as well as the direction of rotational speed and output torque of both motors.

[0048] Specifically, when the active motor 100 maintains its rated speed and drives the output shaft assembly 300 to rotate with its rated torque, and the speed of the output shaft assembly 300 is less than or greater than the target speed, the driven motor 200 is controlled to start.

[0049] In one possible design, when the active motor 100 is rotating at its rated speed and outputting its rated torque, and the output shaft assembly 300 rotates at a speed less than the target speed, the driven motor 200 is controlled to start.

[0050] The target vehicle speed can be the target speed achieved by the vehicle under the control of the electronic control system. When the active motor 100 maintains its rated speed and outputs rated torque under the control of the electronic control system, if the speed of the output shaft assembly 300 driven by the active motor 100 is less than the target speed, the electronic control system can control the driven motor 200 to start. In this way, the torque output by the driven motor 200 can drive the output shaft assembly 300 to rotate, so as to use the driven motor 200 to regulate the speed of the output shaft assembly 300. For example, the direction of the output torque of the driven motor 200 can be controlled to regulate the direction of the speed of the output shaft assembly 300. Under the cooperative drive of the driven motor 200, the output speed of the output shaft assembly 300 can be made to match the target speed.

[0051] In this way, the active motor 100 can operate in a high-efficiency range by maintaining the rated speed and outputting the rated torque, which is conducive to improving the operating efficiency of the active motor 100. The active motor 100 can reduce the loss of electrical energy during the electrical energy conversion process, and the vehicle can reduce energy consumption under the same driving conditions, thereby extending the vehicle's driving range.

[0052] In one possible design, when the active motor 100 is rotating at its rated speed and outputting its rated torque, and the output shaft assembly 300 rotates at a speed greater than the target speed, the driven motor 200 is controlled to start.

[0053] The target vehicle speed can be the speed the vehicle reaches under the control of the electronic control system. Under the control of the electronic control system, when the active motor 100 maintains its rated speed and outputs rated torque, and the speed of the output shaft assembly 300 driven by the active motor 100 exceeds the target speed, the electronic control system can control the driven motor 200 to start. The torque output by the driven motor 200 can then drive the output shaft assembly 300 to rotate, thereby using the driven motor 200 to regulate the speed of the output shaft assembly 300. For example, the direction of the output torque of the driven motor 200 can be controlled to regulate the direction of the speed of the output shaft assembly 300. With the coordinated drive of the driven motor 200, the output speed of the output shaft assembly 300 can be made to match the target speed.

[0054] In this way, the active motor 100 can operate in a high-efficiency range by maintaining the rated speed and outputting the rated torque, which is conducive to improving the operating efficiency of the active motor 100. The active motor 100 can reduce the loss of electrical energy during the electrical energy conversion process, and the vehicle can reduce energy consumption under the same driving conditions, thereby extending the vehicle's driving range.

[0055] In this way, when the active motor 100 maintains its rated speed and outputs rated torque, it controls the driven motor 200 to drive the output shaft assembly 300 to rotate through the electronic control system. Under the cooperative drive of the driven motor 200, the output speed of the output shaft assembly 300 can reach the target speed. There is no need to set up mechanical synchronizers, clutches or multi-speed gearboxes, etc. The structure is simple and reasonable. This not only simplifies the structure of the electric drive axle assembly 1, making the control of the electric drive axle assembly 1 more flexible and reliable, but also extends the vehicle's driving range.

[0056] Please refer to some embodiments of this application. Figure 1 When the active motor 100 drives the output shaft assembly 300 to rotate with rated torque, and the rotational speed of the output shaft assembly 300 is less than the target speed, the driven motor 200 starts, and the torque direction delivered by the driven motor 200 to the output shaft assembly 300 is consistent with the torque direction delivered by the active motor 100 to the output shaft assembly 300.

[0057] When the rotational speed of the output shaft assembly 300 driven by the active motor 100 is less than the target speed of the vehicle, the electronic control system can control the direction of the output torque of the driven motor 200 so that the direction of the torque delivered by the driven motor 200 to the output shaft assembly 300 is the same as the direction of the torque delivered by the active motor 100 to the output shaft assembly 300. In this way, the rotational direction of the driven motor 200 driving the output shaft assembly 300 is the same as the rotational direction of the active motor 100 driving the output shaft assembly 300. Under the cooperative drive of the driven motor 200, the rotational speed of the output shaft assembly 300 can be increased so that the rotational speed of the output shaft assembly 300 is the same as the target speed.

[0058] Furthermore, the active motor 100 can operate in the high-efficiency range at its rated speed and rated torque, which helps to improve the efficiency of the active motor 100, reduce power loss, and thus increase the vehicle's driving range.

[0059] When the active motor 100 drives the output shaft assembly 300 to rotate with rated torque, and the rotational speed of the output shaft assembly 300 is greater than the target speed, the driven motor 200 starts, and the torque direction delivered by the driven motor 200 to the output shaft assembly 300 is opposite to the torque direction delivered by the active motor 100 to the output shaft assembly 300.

[0060] When the rotational speed of the output shaft assembly 300 driven by the active motor 100 is greater than the target speed of the vehicle, the electronic control system can control the direction of the output torque of the driven motor 200 so that the direction of the torque delivered by the driven motor 200 to the output shaft assembly 300 is opposite to the direction of the torque delivered by the active motor 100 to the output shaft assembly 300. In this way, the rotational direction of the driven motor 200 driving the output shaft assembly 300 is opposite to the rotational direction of the active motor 100 driving the output shaft assembly 300. Under the cooperative drive of the driven motor 200, the rotational speed of the output shaft assembly 300 can be reduced so that the rotational speed of the output shaft assembly 300 is the same as the target speed.

[0061] Furthermore, the active motor 100 can operate in the high-efficiency range at its rated speed and rated torque, which helps to improve the efficiency of the active motor 100, reduce power loss, and thus increase the vehicle's driving range.

[0062] Please refer to some embodiments of this application. Figure 1 and Figure 2 When the active motor 100 drives the output shaft assembly 300 to rotate with rated torque, and the rotational speed of the output shaft assembly 300 is equal to the target speed, the driven motor 200 stops.

[0063] When the rotational speed of the active motor 100 driving the output component equals the vehicle's target speed, the electronic control system can control the driven motor 200 to idle. That is, under the control of the electronic control system, the driven motor 200 does not actively output torque. In this way, the active motor 100 can maintain its rated speed and output rated torque to drive the output shaft assembly 300 to rotate. This helps improve the efficiency of the active motor 100, thereby reducing energy loss and increasing the vehicle's driving range.

[0064] Please refer to some embodiments of this application. Figure 1 The electric drive axle assembly 1 includes a first reduction mechanism 400 and a second reduction mechanism 700.

[0065] The first reduction mechanism 400 includes a first reduction component 500 and a second reduction component 600, both of which are drive-connected to the driven motor 200. The second reduction mechanism 700 includes a third reduction component 800 and a fourth reduction component 900, both of which are drive-connected to the driving motor 100. The third reduction component 800 is drive-connected to the first reduction component 500, and the fourth reduction component 900 is drive-connected to the second reduction component 600.

[0066] The driven motor 200 can be connected to the first reduction assembly 500, and the second reduction assembly 600 can be connected to the first reduction assembly 500. In this way, the torque output by the driven motor 200 can be transmitted to the first reduction assembly 500 and the second reduction assembly 600 in sequence.

[0067] In addition, the third reduction component 800 and the fourth reduction component 900 are both connected to the drive motor 100 for transmission. In this way, the drive motor 100 can transfer torque to the third reduction component 800 and the fourth reduction component 900 respectively, so that the input torque of the third reduction component 800 can be the same as the input torque of the fourth reduction component 900.

[0068] Furthermore, the third reduction assembly 800 is connected to the first reduction assembly 500, and the fourth reduction assembly 900 is connected to the second reduction assembly 600. In this way, the torque of the driven motor 200 can be transmitted from the first reduction assembly 500 to the third reduction assembly 800, and then the third reduction assembly 800 can transmit the torque to the output shaft assembly 300. The torque of the driven motor 200 can be transmitted to the fourth reduction assembly 900 in sequence through the first reduction assembly 500 and the second reduction assembly 600.

[0069] Please refer to some embodiments of this application. Figure 1 and Figure 2 The first reduction gear assembly 500 includes a first sun gear 510, a first planet gear 520, a first ring gear 530, and a first planet carrier 540.

[0070] The first sun gear 510 is coaxially and fixedly connected to the driven motor 200. The first planet gear 520 meshes with the first sun gear 510. The first sun gear 510 and the first planet gear 520 are located inside the first gear ring 530. The inner peripheral wall of the first gear ring 530 is provided with the first internal teeth that mesh with the first planet gear 520. The outer peripheral wall of the first gear ring 530 is located in the first transmission part that is connected to the third reduction assembly 800. The first planet carrier 540 is connected to the first planet gear 520.

[0071] The rotation axes of the first sun gear 510, the first ring gear 530, and the first planetary carrier 540 can coincide. The first sun gear 510 can be fixedly connected to the rotor of the driven motor 200, for example, via a spline connection, but not limited to this. This allows the first sun gear 510 to rotate in the same direction as the rotor, and its rotational speed can be consistent with that of the driven motor 200. Furthermore, in the radial direction, the first planetary gear 520 can be located between the first sun gear 510 and the first ring gear 530, and its outer circumferential surface can be provided with external meshing teeth. The outer circumferential surface of the first sun gear 510 is also provided with external meshing teeth, allowing the external meshing teeth of the first planetary gear 520 to mesh with the external meshing teeth of the first sun gear 510 and the first internal teeth of the first ring gear 530, respectively.

[0072] Furthermore, the first planet carrier 540 is connected to the first planet gear 520 via a transmission connection, for example, through bearings, but not limited to this. This allows the first planet gear 520 to rotate relative to the first planet carrier 540 around its own axis, while simultaneously allowing the first planet gear 520 to rotate with the first planet carrier 540.

[0073] Thus, the driven motor 200 can drive the first sun gear 510 to rotate synchronously, and then the first sun gear 510 can drive the first planet gear 520 to rotate. The direction of rotation of the first planet gear 520 can be opposite to that of the first sun gear 510. Then the first planet gear 520 can transmit torque to the first planet carrier 540 and the first ring gear 530 respectively, thereby driving the first planet carrier 540 and the first ring gear 530 to rotate respectively.

[0074] Furthermore, the first gear ring 530 is connected to the third reduction assembly 800 via the first transmission part. For example, the first transmission part and the third reduction assembly 800 can be connected by a gear or a gear set, but are not limited thereto. In this way, the torque and speed output by the driven motor 200 can be transmitted to the third reduction assembly 800 through the first gear ring 530.

[0075] Please refer to some embodiments of this application. Figure 2 and Figure 3 The second reduction gear 600 includes a second sun gear 610, a second planet gear 620, a second ring gear 630, and a second planet carrier 640.

[0076] The second sun gear 610 is coaxially and fixedly connected to the first planet carrier 540. The second planet gear 620 meshes with the second sun gear 610. The second sun gear 610 and the second planet gear 620 are located inside the second gear ring 630. The inner peripheral wall of the second gear ring 630 is provided with second internal teeth that mesh with the second planet gear 620. The outer peripheral wall of the second gear ring 630 is located in the second transmission part that is connected to the fourth reduction assembly 900. The second planet carrier 640 is connected to the second planet gear 620.

[0077] In addition, the rotation axes of the second sun gear 610, the second ring gear 630, and the second planetary carrier 640 can coincide, and both the second sun gear 610 and the first planetary carrier 540 can be rigidly connected to the output shaft assembly 300, so that the rotational speed of the second sun gear 610 can be consistent with the rotational speed of the first planetary carrier 540.

[0078] Furthermore, in the radial direction, the second planetary gear 620 can be located between the second sun gear 610 and the first gear ring 530, and the outer circumferential surface of the second planetary gear 620 can be provided with external meshing teeth, and the outer circumferential surface of the second sun gear 610 is also provided with external meshing teeth. In this way, the external meshing teeth of the second planetary gear 620 can respectively mesh with the external meshing teeth of the second sun gear 610 and the second internal teeth of the second gear ring 630.

[0079] Furthermore, the second planetary carrier 640 is connected to the second planetary gear 620 via a transmission connection, for example, through bearings, but not limited to this. This allows the second planetary gear 620 to rotate relative to the second planetary carrier 640 around its own axis, while simultaneously allowing the second planetary gear 620 to rotate with the second planetary carrier 640.

[0080] Thus, after the power output from the driven motor 200 is transferred to the first planetary carrier 540, the first planetary carrier 540 can drive the second sun gear 610 to rotate synchronously. Subsequently, the second sun gear 610 can drive the second planetary gear 620 to rotate, and the direction of rotation of the second planetary gear 620 can be opposite to that of the second sun gear 610. Then, the second planetary gear 620 can transmit torque to the second planetary carrier 640 and the second ring gear 630 respectively. The second planetary carrier 640 can be a fixed part, which can ensure that the power transmission path between the second sun gear 610 and the second ring gear 630 is single, thereby improving the torque transmission efficiency.

[0081] Please refer to some embodiments of this application. Figure 2 and Figure 3 The output shaft assembly 300 includes a first output shaft 310, a second output shaft 320, and a third output shaft 330.

[0082] One axial end of the first output shaft 310 is connected to the third reduction assembly 800, and the other axial end of the first output shaft 310 is adapted to be connected to the wheel 20. One axial end of the second output shaft 320 is connected to the fourth reduction assembly 900, and the other axial end of the second output shaft 320 is adapted to be connected to the wheel 20. The two axial ends of the third output shaft 330 are respectively connected to the first planetary carrier 540 and the second sun gear 610.

[0083] The third reduction assembly 800 can rotate at the same speed as the first output shaft 310, and the other axial end of the first output shaft 310 is adapted to connect to one side wheel 20. Thus, the third reduction assembly 800 can transmit torque to one side wheel 20 through the first output shaft 310 to drive the one side wheel 20 to rotate. Similarly, the fourth reduction assembly 900 can rotate at the same speed as the second output shaft 320, and the other axial end of the second output shaft 320 is adapted to connect to the other side wheel 20. This allows the fourth reduction assembly 900 to transmit torque to the other side wheel 20 through the second output shaft 320 to drive the other side wheel 20 to rotate.

[0084] For example, one axial end of the third output shaft 330 can be connected to the first planetary carrier 540 via a spline, and the other axial end of the third output shaft 330 can be fixedly connected to the second sun gear 610. Alternatively, the third output shaft 330 can be connected to both the first planetary carrier 540 and the second sun gear 610 via splines. This arrangement allows the first planetary carrier 540 and the first sun gear 510 to rotate at the same speed via the third output shaft 330, while simplifying the connection structure and facilitating the connection of the third output shaft 330 to the first planetary carrier 540 and the second sun gear 610.

[0085] Please refer to some embodiments of this application. Figure 1 and Figure 2 The third reduction gear assembly 800 shown includes a third sun gear 810, a third planet gear 820, a third ring gear 830, and a third planet carrier 840.

[0086] The third sun gear 810 is coaxially and fixedly connected to the active motor 100. The third planet gear 820 meshes with the third sun gear 810. The third sun gear 810 and the third planet gear 820 are located inside the third gear ring 830. The inner peripheral wall of the third gear ring 830 is provided with a third internal tooth that meshes with the third planet gear 820. The outer peripheral wall of the third gear ring 830 is located in the third transmission part that is connected to the first transmission part of the first gear ring 530. The third planet carrier 840 is connected to the third planet gear 820 and the output shaft assembly 300 respectively.

[0087] The active motor 100 drives the third sun gear 810 to rotate synchronously. The third sun gear 810 then drives the third planetary gear 820 to rotate, and the direction of rotation of the third planetary gear 820 can be opposite to that of the third sun gear 810. The third planetary gear 820 then transmits torque to the third planetary carrier 840 to drive its rotation. Simultaneously, through the transmission connection between the first ring gear 530 and the third ring gear 830, the torque output by the driven motor 200 can be transmitted to the third planetary gear 820 via the first ring gear 530 and the third ring gear 830. That is, the third planetary gear 820 can be driven by the output torque of the active motor 100 and the driven motor 200. Thus, when the active motor 100 maintains its rated speed and output torque, the direction of rotation and output torque of the driven motor 200 can be controlled to actively adjust the output speed of the first output shaft 310 to the target speed.

[0088] In one possible design, the active motor 100 maintains a rated speed and a rated torque output. When the speed of the active motor 100 after being reduced by the third reduction assembly 800 and input to the first output shaft 310 is less than the target speed of the vehicle, the rotational direction of the driven motor 200 can be controlled to be the same as that of the active motor 100.

[0089] For example, the current rotation direction of the active motor 100 is clockwise. Clockwise rotation is positive, and counterclockwise rotation is negative. By controlling the rotation direction of the driven motor 200 to be positive, and since the first sun gear 510 and the driven motor 200 rotate at the same speed, the rotation direction of the first sun gear 510 is positive. The first sun gear 510 is externally meshed with the first planetary gear 520, so the rotation direction of the first planetary gear 520 is negative (i.e., counterclockwise). The first planetary gear 520 is internally meshed with the first ring gear 530, and the rotation directions of the first planetary gear 520 and the first ring gear 530 are the same, i.e., the rotation direction of the first ring gear 530 is negative. The first ring gear 530 is connected to the third ring gear 830, and the rotation direction of the first ring gear 530 can adjust the rotation direction of the third ring gear 830, thus allowing the rotation direction of the third ring gear 830 to be positive. In this way, the torque of the driven motor 200 can be transmitted to the third reduction gear 800 through the first gear ring 530.

[0090] It should be noted that in the planetary gear reduction structure, when the ring gear acts as the driving element, the planet carrier acts as the output end, and the sun gear is fixed, the rotation direction of the planet carrier is the same as that of the ring gear. Therefore, in the third reduction assembly 800, when the torque of the driven motor 200 is transmitted to the third ring gear 830, the third ring gear 830 can act as the driving element, the third planet carrier 840 can act as the output end, and the third sun gear 810 is fixed. Therefore, the rotation direction of the third planet carrier 840 is positive, and the rotation direction of the first output shaft 310 is the same as that of the third planet carrier 840. That is, the rotational speed of the driven motor 200 after being reduced by the first reduction assembly 500 and the third reduction assembly 800 and input to the first output shaft 310 is positive.

[0091] Furthermore, the direction of rotation of the active motor 100 is positive, and the rotation speed of the third sun gear 810 is the same as that of the active motor 100, so the direction of rotation of the third sun gear 810 is positive. The third sun gear 810 is externally meshed with the third planet gear 820, so the rotation speeds of the third sun gear 810 and the third planet gear 820 are opposite, that is, the rotation direction of the third planet gear 820 is negative. The direction of rotation of the third planet carrier 840 is opposite to the rotation direction of the third planet gear 820, that is, the direction of rotation of the third planet carrier 840 is positive. The direction of rotation of the first output shaft 310 is the same as that of the third planet carrier 840. That is, the rotation direction of the active motor 100 after being reduced by the third reduction assembly 800 and input to the first output shaft 310 is positive.

[0092] In other words, when the rotational direction of the driven motor 200 is the same as that of the driven motor 200, the rotational direction of the driven motor 200 driving the first output shaft 310 is the same as that of the active motor 100 driving the first output shaft 310. This allows for speed superposition, so that the output speed of the first output shaft 310 is equal to the target vehicle speed. At the same time, the active motor 100 can maintain its rated speed and rated torque output, thereby improving the efficiency of the active motor 100, which in turn helps to reduce motor energy consumption and extend the vehicle's driving range.

[0093] In another possible design, when the rotational speed of the active motor 100 after being reduced by the third reduction assembly 800 and input to the first output shaft 310 is greater than the target vehicle speed, the rotational speed of the driven motor 200 can be controlled to be opposite to that of the active motor 100.

[0094] For example, the current rotation direction of the active motor 100 is clockwise. Clockwise rotation is positive, and counterclockwise rotation is negative. By controlling the rotation direction of the driven motor 200 to be negative (i.e., the rotation direction of the driven motor 200 is counterclockwise), and the first sun gear 510 and the driven motor 200 rotate at the same speed, meaning the rotation direction of the first sun gear 510 is negative, and the external meshing rotation direction of the first sun gear 510 and the first planetary gear 520 is opposite, so the rotation direction of the first planetary gear 520 is positive; the internal meshing rotation direction of the first planetary gear 520 and the first ring gear 530 is the same, so the rotation direction of the first ring gear 530 is positive. The first ring gear 530 is connected to the third ring gear 830, and the rotation direction of the first ring gear 530 can adjust the rotation direction of the third ring gear 830, thus allowing the rotation direction of the third ring gear 830 to be negative. In the third reduction assembly 800, when the torque of the driven motor 200 is transmitted to the third ring gear 830, the third ring gear 830 can act as the driving element, the third planetary carrier 840 can act as the output end, and the third sun gear 810 is fixed. Therefore, the direction of rotation of the third planetary carrier 840 is the same as that of the third ring gear 830, that is, the direction of rotation of the third planetary carrier 840 is negative. The direction of rotation of the first output shaft 310 is the same as that of the third planetary carrier 840. That is, the rotational speed of the driven motor 200 after being reduced by the first reduction assembly 500 and the third reduction assembly 800 and input to the first output shaft 310 is negative.

[0095] Furthermore, the direction of rotation of the active motor 100 is positive, and the rotation speed of the third sun gear 810 is the same as that of the active motor 100. Therefore, the direction of rotation of the third sun gear 810 is positive. The third sun gear 810 is externally meshed with the third planet gear 820, so the rotation speeds of the third sun gear 810 and the third planet gear 820 are opposite, that is, the rotation direction of the third planet gear 820 is negative. The direction of rotation of the third planet carrier 840 is opposite to the rotation direction of the third planet gear 820, that is, the direction of rotation of the third planet carrier 840 is positive. The direction of rotation of the first output shaft 310 is the same as that of the third planet carrier 840. That is, the rotation direction of the active motor 100 after being reduced by the third reduction assembly 800 and input to the first output shaft 310 is positive.

[0096] In other words, when the rotational direction of the driven motor 200 is opposite to that of the driven motor 100, the rotational direction of the driven motor 200 driving the first output shaft 310 is opposite to that of the driven motor 100 driving the first rotation. This can reduce the speed of the driven motor 100 after being reduced by the third reduction assembly 800 and input to the first output shaft 310, so that the output speed of the first output shaft 310 is equal to the target speed of the vehicle. At the same time, the driven motor 100 can maintain its rated speed and rated torque output, thereby improving the efficiency of the driven motor 100, which in turn helps to reduce motor energy consumption and extend the vehicle's driving range.

[0097] In another possible design, when the speed of the active motor 100 after being reduced by the third reduction assembly 800 and input to the first output shaft 310 is equal to the target vehicle speed, the driven motor 200 can be controlled to idle. The speed of the active motor 100 after being reduced by the third reduction assembly 800 is input to the first output shaft 310 to drive the wheel 20 to rotate. At the same time, the active motor 100 can maintain its rated speed and output its rated torque. In this way, the active motor 100 can operate at high efficiency, thereby improving the efficiency of the active motor 100, which in turn helps to reduce motor energy consumption and extend the vehicle's driving range.

[0098] Please refer to some embodiments of this application. Figure 2 and Figure 3 The fourth reduction assembly 900 shown includes a fourth sun gear 910, a fourth planet gear 920, a fourth ring gear 930, and a fourth planet carrier 940.

[0099] The fourth sun gear 910 is coaxially and fixedly connected to the active motor 100. The fourth planet gear 920 meshes with the fourth sun gear 910. The fourth sun gear 910 and the fourth planet gear 920 are located inside the fourth gear ring 930. The inner peripheral wall of the fourth gear ring 930 is provided with a fourth internal tooth that meshes with the fourth planet gear 920. The outer peripheral wall of the fourth gear ring 930 is located in the fourth transmission part that is connected to the second transmission part of the second gear ring 630. The fourth planet carrier 940 is connected to the fourth planet gear 920 and the output shaft assembly 300 respectively.

[0100] The active motor 100 drives the fourth sun gear 910 to rotate synchronously. The fourth sun gear 910 then drives the fourth planetary gear 920 to rotate. The fourth planetary gear 920 transmits torque to the fourth planetary carrier 940 to drive its rotation. Simultaneously, through the transmission connection between the second ring gear 630 and the fourth ring gear 930, the torque output by the driven motor 200 can be transmitted to the fourth planetary gear 920. That is, the fourth planetary gear 920 can be driven by the output torque of both the active motor 100 and the driven motor 200. When the active motor 100 maintains its rated speed and output torque, the direction of the driven motor 200's rotational speed and output torque can be controlled to actively adjust the output speed of the second output shaft 320 to the target speed.

[0101] In one possible design, the active motor 100 maintains its rated speed and rated torque output. When the speed of the active motor 100, after being reduced by the fourth reduction assembly 900, is less than the target vehicle speed, the rotational direction of the driven motor 200 can be controlled to be consistent with that of the active motor 100. The driven motor 200 rotates in a positive direction. The first sun gear 510 and the driven motor 200 rotate at the same speed. Furthermore, the first planetary carrier 540, the first sun gear 510, and the second sun gear 610 rotate at the same speed, so the rotational direction of the second sun gear 610 is positive. The second sun gear 610 externally meshes with the second planetary gear 620, so the rotational direction of the second planetary gear 620 is negative. The second planetary gear 620 internally meshes with the second ring gear 630, so the rotational direction of the second ring gear 630 is negative.

[0102] In addition, the second gear ring 630 and the fourth gear ring 930 are connected by a transmission, and the rotation direction of the second gear ring 630 can adjust the rotation direction of the fourth gear ring 930. That is, the rotation direction of the second gear ring 630 can be opposite to the rotation direction of the fourth gear ring 930, so that the rotation direction of the fourth gear ring 930 can be positive.

[0103] It should be noted that in the planetary gear reduction structure, when the ring gear acts as the driving element, the planet carrier acts as the output end, and the sun gear is fixed, the rotation direction of the planet carrier is the same as that of the ring gear. Therefore, in the fourth reduction assembly 900, when the torque of the driven motor 200 is transmitted to the fourth ring gear 930, the fourth ring gear 930 can act as the driving element, the fourth planet carrier 940 can act as the output end, and the fourth sun gear 910 is fixed. Therefore, the speed of the driven motor 200 input to the second output shaft 320 after being reduced by the second reduction assembly 600 and the fourth reduction assembly 900 is positive.

[0104] Furthermore, the direction of rotation of the active motor 100 is positive, and the rotation speed of the fourth sun gear 910 is the same as that of the active motor 100. Therefore, the direction of rotation of the fourth sun gear 910 is positive. The fourth sun gear 910 is externally meshed with the fourth planet gear 920. The rotation direction of the fourth planet gear 920 is negative, while the direction of rotation of the fourth planet carrier 940 is opposite to that of the fourth planet gear 920. That is, the direction of rotation of the fourth planet carrier 940 is positive. The second output shaft 320 rotates in the same direction as the fourth planet carrier 940. After being reduced by the fourth reduction assembly 900, the rotation speed of the active motor 100 input to the second output shaft 320 is positive.

[0105] Thus, when the rotational direction of the driven motor 200 is the same as that of the driven motor 100, the rotational direction of the second output shaft 320 driven by the driven motor 200 is the same as that driven by the driven motor 100. This increases the output speed of the second output shaft 320, making it equal to the vehicle's target speed. Furthermore, the driven motor 100 can maintain its rated speed and rated torque output, improving its efficiency, which in turn helps reduce motor energy consumption and extend the vehicle's driving range.

[0106] In another possible design, when the rotational speed of the active motor 100 after being reduced by the fourth reduction assembly 900 and input to the second output shaft 320 is greater than the target vehicle speed, the rotational speed of the driven motor 200 can be controlled to be opposite to that of the active motor 100.

[0107] For example, the driven motor 200 rotates in the negative direction, the first sun gear 510 and the driven motor 200 rotate at the same speed, the first planet carrier 540 and the first sun gear 510 rotate at the same speed, and the second sun gear 610 and the first planet carrier 540 rotate at the same speed, that is, the second sun gear 610 rotates in the negative direction; while the second sun gear 610 and the second planet gear 620 are externally meshed, so the rotation direction of the second planet gear 620 is positive; the second planet gear 620 and the second ring gear 630 are internally meshed, so the rotation direction of the second ring gear 630 is positive.

[0108] The second gear ring 630 and the fourth gear ring 930 are connected by a transmission, and the rotation direction of the second gear ring 630 can adjust the rotation direction of the fourth gear ring 930, so that the rotation direction of the fourth gear ring 930 can be negative. That is, the torque of the driven motor 200 can be transmitted to the fourth reduction assembly 900 through the second gear ring 630.

[0109] In the fourth reduction assembly 900, when the torque of the driven motor 200 is transmitted to the fourth ring gear 930, the fourth ring gear 930 can act as the driving element, the fourth planetary carrier 940 can act as the output end, the fourth sun gear 910 is fixed, and the rotation direction of the fourth planetary carrier 940 is the same as that of the fourth ring gear 930, that is, the rotation direction of the fourth planetary carrier 940 is negative. The rotation speed of the second output shaft 320 is the same as that of the fourth planetary carrier 940. Therefore, the rotation speed of the driven motor 200 after being reduced by the second reduction assembly 600 and the fourth reduction assembly 900 is negative when it is input to the second output shaft 320.

[0110] In other words, when the rotational direction of the driven motor 200 is opposite to that of the driven motor 100, the rotational direction of the driven motor 200 driving the second output shaft 320 is opposite to that of the driven motor 100 driving the second output shaft. This reduces the speed of the driven motor 100 after being reduced by the fourth reduction assembly 900 and input to the second output shaft 320, so that the output speed of the second output shaft 320 is equal to the target speed of the vehicle. At the same time, the driven motor 100 can maintain its rated speed and rated torque output, thereby improving the efficiency of the driven motor 100, which in turn helps to reduce motor energy consumption and extend the vehicle's driving range.

[0111] In another possible design, when the speed of the active motor 100, after being reduced by the fourth reduction assembly 900, is input to the second output shaft 320 and equals the target vehicle speed, the driven motor 200 can be controlled to idle, that is, the second gear ring 630 stops rotating. The speed of the active motor 100, after being reduced by the fourth reduction assembly 900, is input to the second output shaft 320 to drive the wheel 20 to rotate. At the same time, the active motor 100 can maintain its rated speed and rated torque output, so as to improve the efficiency of the active motor 100, thereby helping to reduce motor energy consumption and extend the vehicle's driving range.

[0112] Please refer to some embodiments of this application. Figure 1 and Figure 2 The third reduction assembly 800 and the fourth reduction assembly 900 are respectively connected to the opposite sides of the drive motor 100.

[0113] The third reduction assembly 800 and the fourth reduction assembly 900 can both be constructed as planetary gear reduction mechanisms. The third reduction assembly 800 and the fourth reduction assembly 900 are respectively connected to the opposite sides of the drive motor 100. This arrangement can make the left and right wheels 20 symmetrically subjected to force and can improve the integration of the electric drive axle assembly 1, thereby improving the stability of the electric drive axle assembly 1. The structure is also more regular and orderly, which is convenient for assembly.

[0114] Please refer to some embodiments of this application. Figure 2 and Figure 3 The electric drive bridge assembly 1 also includes a housing 10, a first reduction mechanism 400 and a second reduction mechanism 700 disposed inside the housing 10, and a first planetary carrier 540 selectively connected to the housing 10, a second planetary carrier 640 fixedly connected to the housing 10, and a first planetary gear 520 respectively drivingly connected to a first gear ring 530 and a second gear ring 630 to adjust the rotational speed of the first gear ring 530 and the second gear ring 630.

[0115] The first deceleration mechanism 400 and the second deceleration mechanism 700 are located inside the housing 10, which protects the first deceleration mechanism 400 and the second deceleration mechanism 700 and prevents dust particles from falling into them, thus extending their service life.

[0116] Furthermore, the first planetary carrier 540 can be selectively connected to the housing 10. For example, the first planetary carrier 540 can be magnetically connected to the housing 10, but it is not limited to this. With this configuration, the first planetary carrier 540 can be either fixedly connected to the housing 10, or the first planetary carrier 540 can rotate relative to the housing 10.

[0117] In the first reduction assembly 500, the first sun gear 510 is connected to the driven motor 200, and the first planet gear 520 is connected to the first sun gear 510, the first planet carrier 540, and the first ring gear 530 respectively. When the first planet carrier 540 is disconnected from the housing 10, the first reduction assembly 500 can form a planetary gear system with two degrees of freedom. That is, the first sun gear 510 can be used as the input end, the first planet carrier 540 and the first ring gear 530 can be used as the output ends respectively, and the first planet gear 520 can rotate on its own. This can automatically distribute the torque of the two output ends so that the first reduction assembly 500 can act as a differential.

[0118] Furthermore, it is understood that in the first reduction gear assembly 500, the first sun gear 510 serves as the power input end, while the first planetary carrier 540 and the first ring gear 530 can serve as power output ends, respectively. That is, the torque output by the driven motor 200 is sequentially transmitted to the first sun gear 510 and the first planetary gear 520, and then the torque can be transmitted to the first ring gear 530 and the first planetary carrier 540, respectively. In this way, a portion of the torque can be sequentially transmitted to the second ring gear 630 via the first planetary carrier 540, the second sun gear 610, and the second planetary gear 620. In other words, the torque output by the driven motor 200 through the first reduction gear assembly 500 increases, while the output speed decreases; that is, the torque of the first ring gear 530 increases, while the speed of the first ring gear 530 decreases.

[0119] Furthermore, the torque output from the driven motor 200, after passing through the first reduction gear 500 and the second reduction gear 600, is further increased, while the output speed is further decreased. That is, the torque of the second gear ring 630 is further increased, and the speed of the second gear ring 630 is further decreased. In this way, the torque of the first gear ring 530 can be less than the torque of the second gear ring 630, and the speed of the first gear ring 530 can be greater than the speed of the second gear ring 630.

[0120] Furthermore, the first gear ring 530 and the third gear ring 830 can be connected by a gear set, and the second gear ring 630 and the fourth gear ring 930 can also be connected by a gear set. This allows for adjustment of the transmission ratio between the first gear ring 530 and the third gear ring 830, thereby changing the torque and speed transmitted from the first gear ring 530 to the third gear ring 830. Similarly, the transmission ratio between the second gear ring 630 and the fourth gear ring 930 can be adjusted to change the torque and speed transmitted from the second gear ring 630 to the fourth gear ring 930.

[0121] Specifically, the transmission ratio between the first gear ring 530 and the third gear ring 830 can be greater than the transmission ratio between the second gear ring 630 and the fourth gear ring 930. This allows the transmission ratio between the first gear ring 530 and the third gear ring 830 to be greater than the transmission ratio between the second gear ring 630 and the fourth gear ring 930. This increases the torque transmitted from the first gear ring 530 to the third gear ring 830 and decreases the rotational speed transmitted from the first gear ring 530 to the third gear ring 830.

[0122] Furthermore, the torque transmitted from the second ring gear 630 to the fourth ring gear 930 can be reduced, and the rotational speed transmitted from the second ring gear 630 to the fourth ring gear 930 can be increased. Since the torque of the first ring gear 530 is less than the torque of the second ring gear 630, and the rotational speed of the first ring gear 530 is greater than the rotational speed of the second ring gear 630, the torque of the third ring gear 830 and the torque of the fourth ring gear 930 can be made the same, and the rotational speed of the third ring gear 830 and the rotational speed of the fourth ring gear 930 can also be made the same.

[0123] When the vehicle is traveling in a straight line, the resistance experienced by the wheels 20 on both the left and right sides is the same. The first planetary gear 520 can transmit the output torque of the driven motor 200 to the first ring gear 530 and the first planetary carrier 540 respectively according to a fixed transmission ratio. In this way, by making the transmission ratio between the first ring gear 530 and the third ring gear 830 greater than the transmission ratio between the second ring gear 630 and the fourth ring gear 930, the rotational speed of the third ring gear and the rotational speed of the fourth ring gear 930 are the same.

[0124] The speed at which the active motor 100 drives the first output shaft 310 after being reduced by the third reduction assembly 800 is the same as the speed at which the active motor 100 drives the second output shaft 320 after being reduced by the fourth reduction assembly 900. In this way, under the joint drive of the active motor 100 and the driven motor 200, the output speed of the first output shaft 310 and the output speed of the second output shaft 320 can be kept consistent, thereby enabling the vehicle to maintain straight-line driving.

[0125] When the vehicle turns, the left and right wheels 20 experience different ground resistances due to their different travel trajectories, resulting in different rotational speeds for the left and right wheels 20. The first planetary gear 520 can rotate under the influence of the different rotational speeds of the two wheels 20. In this way, the first planetary gear 520 can adaptively distribute the torque output from the driven motor between the first planetary carrier 540 and the first ring gear 530 according to the difference in resistance experienced by the left and right wheels 20, so that the rotational speed of the first ring gear 530 is different from that of the second ring gear 630.

[0126] Furthermore, the first planetary gear 520 adaptively distributes torque according to the different resistances experienced by the left and right wheels 20 when the vehicle turns. This allows the speed transmitted from the first ring gear 530 to the third ring gear 830 to be different from the speed transmitted from the second ring gear 630 to the fourth ring gear 930, even when the transmission ratio between the first ring gear 530 and the third ring gear 830 is different from the transmission ratio between the second ring gear 630 and the fourth ring gear 930.

[0127] The speed of the active motor 100 after being reduced by the third reduction assembly 800 and input to the first output shaft 310 is the same as the speed of the active motor 100 after being reduced by the fourth reduction assembly 900 and input to the second output shaft 320. The first reduction assembly 500 can make the speed of the first gear ring 530 different from the speed of the second gear ring 630, which can ensure that the vehicle can smoothly complete the steering.

[0128] When one wheel 20 of the vehicle slips, the first planetary carrier 540 can be fixedly connected to the housing 10, thereby realizing the differential locking function. By locking the first planetary carrier 540, the differential mechanism loses its differential capability, and the torque output by the active motor 100 is transmitted to the left and right wheels 20 through the third reduction assembly 800 and the fourth reduction assembly 900 respectively, forcibly driving both wheels 20 at the same speed. In this way, power loss caused by unilateral slippage can be effectively avoided, ensuring that the vehicle can still obtain sufficient driving force on low-traction surfaces and maintain normal driving capability.

[0129] It should be understood that the application of this application is not limited to the examples above. Those skilled in the art can make improvements or modifications based on the above description, and all such improvements and modifications should fall within the protection scope of the appended claims. Those skilled in the art can understand that implementing all or part of the processes of the above embodiments and making equivalent changes according to the claims of this application still fall within the scope of this application.

Claims

1. An electric drive axle assembly (1), characterized in that, The electric drive bridge assembly (1) includes: Active motor (100); Driven motor (200); The output shaft assembly (300) is connected to both the driving motor (100) and the driven motor (200), and the output shaft assembly (300) is adapted to be connected to the wheel (20); An electronic control system configured to control the driven motor (200) to start when the active motor (100) maintains a rated speed and drives the output shaft assembly (300) to rotate with a rated torque, and the speed of the output shaft assembly (300) is less than or greater than a target speed.

2. The electrically driven axle assembly (1) according to claim 1, characterized in that When the active motor (100) maintains a rated speed and drives the output shaft assembly (300) to rotate with a rated torque, and the speed of the output shaft assembly (300) is less than the target speed, the driven motor (200) starts, and the torque direction delivered by the driven motor (200) to the output shaft assembly (300) is consistent with the torque direction delivered by the active motor (100) to the output shaft assembly (300); When the active motor (100) maintains a rated speed and drives the output shaft assembly (300) to rotate with a rated torque, and the speed of the output shaft assembly (300) is greater than the target speed, the driven motor (200) starts, and the torque direction delivered by the driven motor (200) to the output shaft assembly (300) is opposite to the torque direction delivered by the active motor (100) to the output shaft assembly (300).

3. The electrically driven axle assembly (1) according to claim 1, characterized in that The driven motor (200) stops when the active motor (100) maintains a rated speed and drives the output shaft assembly (300) to rotate with a rated torque, and the speed of the output shaft assembly (300) is equal to the target speed.

4. The electric drive bridge assembly (1) according to any one of claims 1-3, characterized in that, include: The first deceleration mechanism (400) includes a first deceleration component (500) and a second deceleration component (600), both of which are connected to the driven motor (200) in a transmission manner. The second deceleration mechanism (700) includes a third deceleration component (800) and a fourth deceleration component (900), both of which are connected to the active motor (100); the third deceleration component (800) is connected to the first deceleration component (500), and the fourth deceleration component (900) is connected to the second deceleration component (600).

5. The electric drive bridge assembly (1) according to claim 4, characterized in that, The first deceleration assembly (500) includes: The first sun gear (510) is coaxially and fixedly connected to the driven motor (200); The first planetary gear (520) meshes with the first sun gear (510); The first gear ring (530), the first sun gear (510) and the first planet gear (520) are disposed inside the first gear ring (530), the inner peripheral wall of the first gear ring (530) is provided with the first internal teeth that mesh with the first planet gear (520), and the outer peripheral wall of the first gear ring (530) is disposed in the first transmission part that is connected to the third reduction assembly (800). The first planetary carrier (540) is connected to the first planetary gear (520) via a transmission.

6. The electric drive bridge assembly (1) according to claim 5, characterized in that, The second deceleration assembly (600) includes; The second sun gear (610) is coaxially and fixedly connected to the first planet carrier (540); The second planetary gear (620) meshes with the second sun gear (610); The second gear ring (630), the second sun gear (610) and the second planet gear (620) are disposed inside the second gear ring (630), the inner peripheral wall of the second gear ring (630) is provided with second internal teeth that mesh with the second planet gear (620), and the outer peripheral wall of the second gear ring (630) is disposed in the second transmission part that is connected to the fourth reduction assembly (900). The second planetary carrier (640) is connected to the second planetary gear (620) via a transmission.

7. The electric drive bridge assembly (1) according to claim 6, characterized in that, The output shaft assembly (300) includes: A first output shaft (310) is provided, one axial end of which is connected to the third reduction assembly (800) for transmission, and the other axial end of the first output shaft (310) is adapted to be connected to a wheel (20). The second output shaft (320) has one axial end connected to the fourth reduction assembly (900) and the other axial end adapted to be connected to the wheel (20). The third output shaft (330) is connected to the first planet carrier (540) and the second sun gear (610) at its two axial ends respectively.

8. The electric drive bridge assembly (1) according to claim 5, characterized in that, The third deceleration assembly (800) shown includes: The third sun gear (810) is coaxially and fixedly connected to the active motor (100); The third planetary gear (820) meshes with the third sun gear (810); The third gear ring (830) is provided with the third sun gear (810) and the third planet gear (820) inside the third gear ring (830). The inner peripheral wall of the third gear ring (830) is provided with a third internal tooth that meshes with the third planet gear (820). The outer peripheral wall of the third gear ring (830) is provided with a third transmission part that is connected to the first transmission part of the first gear ring (530). The third planetary carrier (840) is connected to the third planetary gear (820) and the output shaft assembly (300) respectively.

9. The electric drive bridge assembly (1) according to claim 6, characterized in that, The fourth deceleration assembly (900) shown includes: The fourth sun gear (910) is coaxially and fixedly connected to the active motor (100); The fourth planetary gear (920) meshes with the fourth sun gear (910); The fourth gear ring (930) is provided with the fourth sun gear (910) and the fourth planet gear (920) inside the fourth gear ring (930). The inner peripheral wall of the fourth gear ring (930) is provided with a fourth internal tooth that meshes with the fourth planet gear (920). The outer peripheral wall of the fourth gear ring (930) is provided with a fourth transmission part that is connected to the second transmission part of the second gear ring (630). The fourth planetary carrier (940) is connected to the fourth planetary gear (920) and the output shaft assembly (300) respectively.

10. The electric drive bridge assembly (1) according to claim 4, characterized in that, The third reduction assembly (800) and the fourth reduction assembly (900) are respectively connected to opposite sides of the active motor (100).

11. The electric drive bridge assembly (1) according to claim 6, characterized in that, Also includes: The housing (10) is provided with the first deceleration mechanism (400) and the second deceleration mechanism (700) inside the housing (10), and the first planetary carrier (540) can be selectively connected to the housing (10); The second planetary carrier (640) is fixedly connected to the housing (10); The first planetary gear (520) is connected to the first gear ring (530) and the second gear ring (630) respectively to adjust the rotational speed of the first gear ring (530) and the second gear ring (630).

12. A vehicle, characterized in that, Includes the electric drive bridge assembly (1) according to any one of claims 1-11.

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