Single-motor multiplexing reducer assembly and vehicle

Abstract

This application discloses a single-motor multiplex reducer assembly and a vehicle, relating to the field of reducer assemblies. The assembly includes: an engine input shaft, the front end of which is connected to an engine; a needle roller bearing at the rear end of the engine input shaft; a planetary carrier on the outer side of the needle roller bearing; a first clutch between the engine input shaft and the planetary carrier; a gear ring on the outer side of the planetary carrier; a planetary carrier bearing between the planetary carrier and a housing; a drive gear connected to the planetary carrier; planetary gears inside the planetary carrier; a sun gear shaft inside the planetary gears; and a motor connected to one end of the sun gear shaft. This invention has the advantages of simple and reasonable structure, highly compact layout, convenient assembly, and low manufacturing cost. Furthermore, it can flexibly and smoothly switch between four operating modes: pure electric mode, parallel mode, range-extended mode, and direct drive mode.

Description

Technical Field

[0001] This application relates to the field of gearbox assemblies, and more particularly to a single-motor multiplex gearbox assembly and a vehicle thereof. Background Technology

[0002] With the rapid iteration and development of new energy vehicle technology, range-extended hybrid electric vehicles have become one of the mainstream development directions of new energy vehicles because they can effectively alleviate users' range anxiety. In the increasingly competitive market environment among various car companies, the vehicle's transmission device (i.e., drive system or reducer assembly) is the core of the vehicle's power output and directly determines the vehicle's power performance, energy consumption level and space utilization.

[0003] Currently, mainstream extended-range four-wheel drive vehicles on the market typically employ a multi-motor collaborative operating principle in their power drive and power generation system architecture design. Specifically, existing front axle electric drive systems generally use a dual-motor solution, that is, two independent motors are equipped to handle the engine's power generation function and the wheel drive function respectively; meanwhile, the rear axle electric drive system usually uses a single-motor or dual-motor solution for auxiliary drive. This traditional hybrid architecture uses multiple motors and a power synthesis mechanism to decouple and couple the power, thereby meeting the vehicle's needs for pure electric driving, range extension power generation, and four-wheel drive under different operating conditions.

[0004] However, current mainstream technologies inevitably require at least three motors to achieve full range-extended four-wheel drive functionality. This directly results in an extremely complex and bulky powertrain structure, while also compressing the chassis space. Secondly, the excessive number of motors and associated accessories keeps the manufacturing cost of the entire drive system high, making it difficult to meet automakers' cost-reduction needs. From a technological development perspective, if a single motor could perform both power generation and drive functions within the architecture—a single-motor reuse—it would directly reduce the need for one motor and its associated accessories, significantly lowering system costs and resulting in a more compact structure. Therefore, there is an urgent need in this field to propose a novel vehicle transmission device to address the technical problems of complex mechanisms, large size, and high cost inherent in existing hybrid vehicle drive systems. Summary of the Invention

[0005] The purpose of this invention is to provide a single-motor multiplex reducer assembly and vehicle, which solves the problems of complex power synthesis mechanism, large overall size, limited chassis layout space and high system manufacturing cost caused by the use of multi-motor schemes in existing range-extended four-wheel drive models.

[0006] This invention provides the following solution:

[0007] The first aspect of the present invention provides a single-motor multiplex reducer assembly, comprising: an engine input shaft, the front end of which is used to connect to an engine, a needle roller bearing disposed at the rear end of the engine input shaft, a planetary carrier disposed outside the needle roller bearing, and a first clutch disposed between the engine input shaft and the planetary carrier;

[0008] A gear ring is provided on the outer side of the planet carrier, a planet carrier bearing is provided between the planet carrier and the housing, and a drive gear is connected to the planet carrier;

[0009] The planetary carrier is equipped with planetary gears, and a sun gear shaft is located inside the planetary gears. One end of the sun gear shaft is connected to a motor, and a motor bearing is located between the sun gear shaft and the housing.

[0010] An idler gear is provided on one side of the driving gear, a driven gear is provided on the side of the idler gear away from the driving gear, and a second clutch is provided on the side of the driven gear away from the idler gear.

[0011] Preferably, the first clutch is used to connect or disconnect the engine input shaft from the planetary carrier;

[0012] The gear ring is fixedly connected to the housing;

[0013] The drive gear is fixedly connected to the planetary carrier.

[0014] Preferably, the planetary gears are mounted on the planet carrier, and the planetary gears are respectively meshed with the sun gear shaft and the ring gear. The planet carrier, the ring gear, the sun gear shaft, and the planetary gears together form a planetary gear set.

[0015] Preferably, the speed ratio between the driving gear and the driven gear is between 2.5 and 6, and the speed ratio of the planetary gear set consisting of the planet carrier, the ring gear, the sun gear shaft, and the planetary gears is between 3 and 6.

[0016] Preferably, the drive gear is a component of the planetary carrier, the second clutch is integrated with the differential, and a torsional damper is provided between the engine input shaft and the engine.

[0017] Preferably, in pure electric mode, the first clutch is in the disengaged state, the second clutch is in the engaged state, the motor outputs power to the sun gear shaft, and the power is transmitted to the driven gear via the planetary carrier, the driving gear and the idler gear.

[0018] Preferably, in parallel operation mode, the first clutch is engaged, and the motor outputs power to the engine input shaft via the sun gear shaft and the planetary carrier for starting the engine and adjusting its speed. Once the engine speed is matched, the second clutch engages, and the motor and the engine output power together.

[0019] Preferably, in range-extending mode, the first clutch is engaged and the second clutch is disengaged. The motor output power is transmitted to the engine input shaft via the sun gear shaft and the planetary carrier to start the engine for power generation.

[0020] Preferably, in direct drive mode, the first clutch is engaged, the second clutch is engaged, and the engine output power is transmitted to the driven gear via the engine input shaft, the drive gear, and the idler gear, with the motor rotating accordingly.

[0021] A second aspect of the present invention provides a vehicle, including a vehicle body, wherein the vehicle body is provided with the above-described single-motor multiplexed reducer assembly.

[0022] The above solution achieves the following beneficial technical effects:

[0023] This invention achieves single-motor reuse by setting up a transmission architecture consisting of an engine input shaft, planetary carrier, ring gear, sun gear shaft, planetary gears, motor, and first and second clutches. It utilizes the fixed connection between the ring gear and the housing, the connection of the motor to the sun gear shaft, and the connection of the engine to the planetary carrier via the first clutch. At the same time, it solves the problems of complex power synthesis mechanisms, large size, and high cost caused by existing range-extended four-wheel drive vehicles that usually require at least three motors. It achieves full-function coverage with the fewest number of motors and accessories, and has the advantages of simple and reasonable structure, highly compact layout, convenient assembly, and significantly reduced manufacturing cost.

[0024] This invention utilizes the engagement and disengagement states of the first and second clutches, in conjunction with the power transmission route of the planetary gear set, to flexibly and smoothly switch between four operating modes: pure electric mode, parallel mode, range-extended mode, and direct drive mode. It not only has the functions of generating electricity while driving, generating electricity while parked, and energy recovery, but also comprehensively covers various driving conditions such as vehicle start-up and low, medium, and high speeds. Through the optimization of the control strategy, it ensures that the engine always operates in the optimal fuel consumption range and the electric motor always operates in the high-efficiency range, thereby giving the vehicle good fuel economy and low emission performance.

[0025] This invention features in-depth optimization of structural details. By incorporating the driving gear as a component of the planetary carrier, it works in conjunction with the idler gear and driven gear to output power. Furthermore, the second clutch is highly integrated with the differential, further reducing the overall volume of the reducer assembly and improving space utilization. Simultaneously, a torsional damper is added between the engine input shaft and the engine, and a needle roller bearing is installed between the engine input shaft and the planetary carrier to filter and mitigate torsional vibrations transmitted from the engine end. This also improves the smoothness and stability of the system transmission, as well as the noise, vibration, and acoustic roughness of the entire vehicle. Attached Figure Description

[0026] Figure 1 This is a schematic diagram of the overall structure of the present invention.

[0027] The components are as follows: 1. Engine input shaft; 2. Needle roller bearing; 3. First clutch; 4. Drive gear; 5. Planetary carrier; 6. Gear ring; 7. Planetary carrier bearing; 8. Motor bearing; 9. Motor; 10. Sun gear shaft; 11. Planetary gear; 12. Idler gear; 13. Driven gear; 14. Second clutch. Detailed Implementation

[0028] The technical solution of the present invention will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0029] Please see the appendix Figure 1 This invention provides a single-motor multiplex reducer assembly, comprising: an engine input shaft 1, the front end of which is used to connect to an engine; a needle roller bearing 2 is provided at the rear end of the engine input shaft 1; a planetary carrier 5 is provided on the outer side of the needle roller bearing 2; a first clutch 3 is provided between the engine input shaft 1 and the planetary carrier 5; a gear ring 6 is provided on the outer side of the planetary carrier 5; a planetary carrier bearing 7 is provided between the planetary carrier 5 and the housing; a drive gear 4 is connected to the planetary carrier 5; the first clutch 3 is used to connect or disconnect the engine input shaft 1 and the planetary carrier 5; the gear ring 6 is fixedly connected to the housing; and the drive gear 4 is fixedly connected to the planetary carrier 5.

[0030] Specifically, in this embodiment, the power generated by the engine is introduced through the engine input shaft 1. The needle roller bearing 2 plays a crucial supporting and buffering role. The needle roller bearing 2 can effectively filter and mitigate the periodic torsional vibration transmitted from the engine end, improving the smoothness and stability of the system transmission and the overall vehicle's noise, vibration, and harshness (NVH) performance. The first clutch 3, as the core control component for connecting or disconnecting the power transmission between the engine end and the reducer, enables the engine to flexibly engage or disengage according to the vehicle control strategy through the intelligent switching of the engagement and disengagement states of the first clutch 3.

[0031] The design of the gear ring 6 being fixedly connected to the housing provides a stable reaction force basis for the entire power decoupling and coupling process, ensuring that the power can be transmitted strictly according to the predetermined route. The design of the fixed connection between the driving gear 4 and the planetary carrier 5 not only reduces the number of independent parts, but also enhances the structural rigidity of the overall rotating assembly, so that the power can be directly transmitted to the downstream gear system when output from the planetary carrier 5. The above structural settings demonstrate that the present invention has the advantages of simple and reasonable structure, highly compact layout, convenient assembly and significantly reduced manufacturing cost.

[0032] Please see the appendix Figure 1 Planetary carrier 5 is equipped with planetary gears 11 inside. A sun gear shaft 10 is located inside the planetary gear 11. A motor 9 is connected to one end of the sun gear shaft 10. A motor bearing 8 is located between the sun gear shaft 10 and the housing. The planetary gears 11 are mounted on the planetary carrier 5 and are meshed with the sun gear shaft 10 and the gear ring 6 respectively. The planetary carrier 5, the gear ring 6, the sun gear shaft 10, and the planetary gears 11 together form a planetary gear set.

[0033] Specifically, by directly connecting motor 9 to the sun gear shaft 10 and providing stable support with an external motor bearing 8, a highly integrated and efficient single planetary gear transmission core is constructed. The simple planetary gear structure, composed of planet carrier 5, ring gear 6, sun gear shaft 10, and planetary gears 11, is the key technology for reusing a single motor 9. In the actual working principle, since the ring gear 6 is fixed, when motor 9 acts as the drive source, the high-speed rotational power output by motor 9 directly acts on the sun gear shaft 10, thereby powerfully driving the planetary gears 11 to revolve and rotate within the ring gear 6, smoothly converging and transmitting the power after reduction and torque amplification to the planet carrier 5.

[0034] The planetary carrier 5, ring gear 6, sun gear shaft 10, and planetary gears 11 together form a planetary gear set. This eliminates the complex dual-motor or even three-motor power synthesis mechanism commonly used in traditional hybrid power systems to achieve decoupling. It achieves a high degree of integration of drive and power generation functions with a minimal number of motors 9 and matching accessories. At the same time, the introduction of the single planetary gear set architecture ensures that the transmission efficiency reaches its maximum, whether driving power in the forward direction or driving power generation in the reverse direction, ensuring that motor 9 always operates in the high-efficiency range.

[0035] Please see the appendix Figure 1 An idler gear 12 is provided on one side of the driving gear 4, and a driven gear 13 is provided on the side of the idler gear 12 away from the driving gear 4. A second clutch 14 is provided on the side of the driven gear 13 away from the idler gear 12. The speed ratio range of the driving gear 4 to the driven gear 13 is between 2.5 and 6. The speed ratio range of the planetary gear set composed of the planet carrier 5, the ring gear 6, the sun gear shaft 10 and the planet gear 11 is between 3 and 6. The driving gear 4 is a component of the planet carrier 5. The second clutch 14 is integrated with the differential.

[0036] Specifically, the speed ratio range of 2.5 to 6 set between the driving gear 4 and the driven gear 13, in conjunction with the speed ratio range of planetary gear set 3 to 6, provides a wide range of reduction and torque enhancement effects for the entire vehicle, seamlessly and comprehensively covering the power output needs of various complex driving conditions such as vehicle start-up and low, medium, and high speeds. The idler gear 12 not only accommodates the differences in axial distance arrangement of different vehicle chassis models, but also changes the final direction of power output. It is particularly noteworthy that if the relative arrangement of the engine and reducer on the vehicle is changed during actual vehicle development, for example, if the engine is located on the left and the reducer on the right when viewed from the driver's seat, the idler gear 12 can be eliminated, and the driving gear 4 and driven gear 13 can be directly meshed to achieve drive, further enhancing the flexibility of platform expansion.

[0037] By incorporating the drive gear 4 as a component of the planetary carrier 5 and highly integrating the second clutch 14, which controls the end power output, with the differential, redundant housings and connecting parts are eliminated to the maximum extent, further reducing the overall volume of the reducer assembly, improving the utilization rate of chassis space, and freeing up space for increasing battery capacity or optimizing suspension layout.

[0038] A torsional damper is installed between the engine input shaft 1 and the engine.

[0039] Specifically, in the actual operating environment of hybrid vehicles, the engine inevitably generates severe periodic torsional vibrations and transient impacts during ignition and operation. By adding a torsional damper at this point, in conjunction with the inherent needle roller bearing 2 at the rear, a dual damping and buffering defense mechanism is constructed. The torsional damper, with its internal elastic elements and damping structure, can effectively absorb, attenuate, and dissipate the impact energy transmitted from the engine crankshaft end, cutting off the transmission path of harmful high-frequency vibrations to the gear system of the rear reduction gear assembly from the source. This protects precision mechanical components such as the planetary carrier 5, the first clutch 3, and the sun gear shaft 10 from damage caused by alternating stress, extending the life of the entire drive system. When the engine engages in direct drive or parallel drive, it eliminates the jerking sensation at the moment of power coupling, creating a quieter, smoother, and more comfortable driving experience for passengers, and further consolidating the vehicle's excellent sound and vibration roughness performance.

[0040] Please see the appendix Figure 1 In pure electric mode, the first clutch 3 is in the disengaged state, the second clutch 14 is in the engaged state, the motor 9 outputs power to the sun gear shaft 10, and the power is transmitted to the driven gear 13 via the planetary carrier 5, the driving gear 4 and the idler gear 12.

[0041] Specifically, the pure electric EV mode is a zero-emission operation strategy designed to meet the daily urban commuting conditions such as vehicle start-up, low speed, and medium speed. Under this condition, the vehicle control system cuts off the engine fuel supply and controls the first clutch 3 to remain in a forced disengaged state, thereby severing the mechanical physical connection between the engine and the reduction gear transmission, avoiding the huge energy loss caused by dragging the engine crankshaft in the opposite direction. At this time, the second clutch 14 is tightly engaged, connecting the power output bridge, and the motor 9, as the sole absolute power source, begins to work. Since the gear ring 6 is anchored to the housing and cannot rotate, the high-speed rotational power generated by the energized motor 9 is directly transmitted to the sun gear shaft 10, driving the planetary gear 11 to roll forcefully within the inner ring of the gear ring 6.

[0042] Since the drive gear 4 and the planetary carrier 5 are integrally fixedly connected, the electric drive force is then transmitted to the driven gear 13 through the drive gear 4 and the idler gear 12, and finally output to the differential and half shaft through the second clutch 14 in the engaged state, and finally delivered to the wheels. The transmission path response is in the millisecond level, which fully utilizes the low speed and high torque characteristics of the motor 9, not only achieving smooth and imperceptible start, but also compatible with the braking energy recovery function during driving.

[0043] Please see the appendix Figure 1In parallel operation mode, the first clutch 3 is engaged, and the motor 9 outputs power to the engine input shaft 1 via the sun gear shaft 10 and planetary carrier 5 for starting the engine and adjusting the speed. When the engine speed is adapted, the second clutch 14 is engaged, and the motor 9 and the engine output power together.

[0044] Specifically, the parallel operation mode is designed to meet the power demands of the vehicle under extreme heavy load conditions such as rapid acceleration and climbing steep slopes at low, medium and high speeds. During the initial transition phase of entering this mode, the motor 9 continues to operate to maintain the vehicle's current speed, and the power is smoothly transmitted to the planetary carrier 5 via the sun gear shaft 10. At this time, the control system issues a precise command to quickly engage the first clutch 3, causing the motor 9 to divert a portion of the power, which is then transmitted in the opposite direction via the planetary carrier 5 to the engine input shaft 1. The torque of the motor 9 is used to ignite and start the engine, and the speed is dynamically matched and adjusted simultaneously.

[0045] When the vehicle control network detects that the engine output speed, the current speed of motor 9, and the actual wheel rolling speed have reached a synchronization threshold, the second clutch 14 engages and remains stable, allowing the engine to deeply intervene in the vehicle's drive. At this time, the surging power generated by the engine burning fossil fuels and the electric drive force output by motor 9 are coupled and superimposed at the planetary carrier 5. The hybrid power is transmitted to the wheels via the driving gear 4, idler gear 12, driven gear 13, and the second clutch 14.

[0046] Please see the appendix Figure 1 In range-extending mode, the first clutch 3 is engaged and the second clutch 14 is disengaged. The motor 9 outputs power through the sun gear shaft 10 and the planetary carrier 5 to the engine input shaft 1 to start the engine and generate electricity.

[0047] Specifically, when the battery management system (BMS) detects that the state of charge (SOC) is below a set threshold, or when the driver manually activates the power preservation and charging command, the system immediately engages the first clutch 3 and disengages the second clutch 14, cutting off the path of power delivery to the wheels. Initially, the instantaneous starting torque output by the motor 9 is transmitted in reverse through the sun gear shaft 10, planetary carrier 5, and the first clutch 3, across the shock-absorbing components, to the engine input shaft 1, waking the engine. Once the engine successfully ignites and reaches a stable idle speed, the system control logic flips, transforming the engine from a passive, driven component into an active power source. The motor 9 stops receiving power and transforms into a generator. The efficient mechanical energy output by the engine drives the planetary carrier 5 to rotate via the engine input shaft 1 and the first clutch 3. The planetary carrier 5, through internal meshing, drives the sun gear shaft 10 to rotate at high speed, dragging the rotor of the motor 9 to cut magnetic lines of force for high-power, efficient power generation. Since the second clutch 14 is kept in the disengaged state throughout the entire power generation cycle, even if the vehicle is stationary, waiting at a traffic light, or coasting, the vibration and power of the engine will not be mistakenly transmitted to the wheels, causing the vehicle to lurch forward. Under the premise of ensuring absolute safety, a single motor 9 can achieve all-weather range extension and energy replenishment closed loop.

[0048] Please see the appendix Figure 1 In direct drive mode, the first clutch 3 is engaged, the second clutch 14 is engaged, and the engine output power is transmitted to the driven gear 13 via the engine input shaft 1, the drive gear 4 and the idler gear 12. The motor 9 rotates accordingly.

[0049] Specifically, the direct drive mode is an energy-saving operating mode designed for vehicles to cruise at medium to high speeds under smooth highway conditions. In such conditions, both the first clutch 3 and the second clutch 14 must be in a locked, non-slipping state. The optimal mechanical power output from engine combustion is transmitted sequentially through the engine input shaft 1 and the first clutch 3 to the planetary carrier 5. From there, the driving gear 4, rigidly connected to the planetary carrier 5, is transmitted through the idler gear 12 to the driven gear 13, and finally, through the second clutch 14, directly maintains high-speed cruising with the wheels.

[0050] A vehicle includes a body on which the above-mentioned single-motor multiplexed reducer assembly is installed.

[0051] Specifically, the vehicle utilizes the aforementioned single-motor multiplex reducer assembly, which optimizes the layout space of the vehicle chassis, providing ample physical margin for equipping larger capacity power batteries or adopting higher-level suspension systems. At the same time, by reducing redundant motors 9 and related accessories, the vehicle's curb weight is reduced, further improving the overall driving range, and the overall vehicle manufacturing cost is also reduced.

[0052] Working principle: When using this device, the core is to use the planetary gear set, which is composed of planetary carrier 5, gear ring 6 fixedly connected to the housing, sun gear shaft 10 and planetary gear 11, as a power decoupling and coupling mechanism. By switching the engagement and disengagement states of the first clutch 3 and the second clutch 14, the reuse of the single motor 9 and the smooth switching of four working modes can be realized.

[0053] In pure electric mode, suitable for vehicle start-up and low-to-medium speed conditions, the first clutch 3 is disengaged and the second clutch 14 is engaged. Since the gear ring 6 is fixedly connected to the housing, the power generated by the motor 9 is directly output to the sun gear shaft 10, which drives the planetary gear 11 to roll inside the gear ring 6, thereby transmitting the power to the planet carrier 5. Since the driving gear 4 is fixedly connected to the planet carrier 5, the power is then transmitted to the driven gear 13 through the driving gear 4 and the idler gear 12, and finally output to the wheels through the second clutch 14 in the engaged state, realizing pure electric drive.

[0054] In parallel operation mode, suitable for low, medium, high speed, and high load conditions, motor 9 operates, and power is transmitted to planetary carrier 5 via sun gear shaft 10. At this time, the first clutch 3 engages, allowing the power of motor 9 to be transmitted from planetary carrier 5 to engine input shaft 1 for starting the engine and adjusting speed. When the engine speed, motor 9 speed, and wheel speed are matched, the second clutch 14 engages. At this time, the power of the engine and the power of motor 9 are coupled at planetary carrier 5 and jointly output to the wheels via driving gear 4, idler gear 12, driven gear 13, and second clutch 14, realizing parallel drive of dual power sources.

[0055] In range-extending / power generation mode, it has both driving and parking power generation functions. The first clutch 3 is engaged, and the second clutch 14 is disengaged. Initially, the motor 9 acts as a starter, transmitting power via the sun gear shaft 10, planetary carrier 5, and the first clutch 3 to the engine input shaft 1 to start the engine. After the engine starts, the system changes its control strategy, with the engine outputting power that drives the planetary carrier 5 via the engine input shaft 1 and the first clutch 3. This, in turn, drives the sun gear shaft 10 to rotate, thus driving the motor 9 to generate electricity. Because the second clutch 14 is disengaged at this time, power is cut off and not output to the wheels, thereby achieving range extension or parking power generation.

[0056] In direct drive mode, suitable for medium and high speed cruising conditions, the first clutch 3 is engaged and the second clutch 14 is engaged. The power generated by the engine is transmitted sequentially to the planetary carrier 5 via the engine input shaft 1 and the first clutch 3. Then, it is transmitted to the driven gear 13 via the idler gear 12 through the drive gear 4 which is fixedly connected to the planetary carrier 5. Finally, the wheels are directly driven by the second clutch 14. During this process, due to the mechanical connection between the sun gear shaft 10 and the planetary carrier 5, the motor 9 will rotate with the system, but the whole vehicle mainly relies on the engine to directly provide driving force.

Claims

1. A single-motor multiplex reducer assembly, characterized in that, include: An engine input shaft (1) is provided. The front end of the engine input shaft (1) is used to connect to the engine. A needle roller bearing (2) is provided at the rear end of the engine input shaft (1). A planetary carrier (5) is provided on the outside of the needle roller bearing (2). A first clutch (3) is provided between the engine input shaft (1) and the planetary carrier (5). A gear ring (6) is provided on the outer side of the planet carrier (5), a planet carrier bearing (7) is provided between the planet carrier (5) and the housing, and a drive gear (4) is connected to the planet carrier (5). The planetary carrier (5) is provided with a planetary gear (11) inside, and a sun gear shaft (10) is provided inside the planetary gear (11). One end of the sun gear shaft (10) is connected to a motor (9), and a motor bearing (8) is provided between the sun gear shaft (10) and the housing. An idler gear (12) is provided on one side of the driving gear (4), a driven gear (13) is provided on the side of the idler gear (12) away from the driving gear (4), and a second clutch (14) is provided on the side of the driven gear (13) away from the idler gear (12).

2. The single-motor multiplexed reducer assembly according to claim 1, characterized in that, The first clutch (3) is used to connect or disconnect the engine input shaft (1) from the planetary carrier (5). The gear ring (6) is fixedly connected to the housing; The drive gear (4) is fixedly connected to the planet carrier (5).

3. The single-motor multiplex reducer assembly according to claim 2, characterized in that, The planetary gear (11) is mounted on the planet carrier (5). The planetary gear (11) is meshed with the sun gear shaft (10) and the gear ring (6) respectively. The planet carrier (5), the gear ring (6), the sun gear shaft (10) and the planetary gear (11) together form a planetary gear set.

4. The single-motor multiplex reducer assembly according to claim 1, characterized in that, The speed ratio of the driving gear (4) to the driven gear (13) is between 2.5 and 6, and the speed ratio of the planetary gear set consisting of the planet carrier (5), the ring gear (6), the sun gear shaft (10) and the planetary gear (11) is between 3 and 6.

5. The single-motor multiplex reducer assembly according to claim 1, characterized in that, The drive gear (4) is a component of the planetary carrier (5), the second clutch (14) is integrated with the differential, and a torsional damper is provided between the engine input shaft (1) and the engine.

6. The single-motor multiplex reducer assembly according to claim 3, characterized in that, In pure electric mode, the first clutch (3) is in the disengaged state, the second clutch (14) is in the engaged state, the motor (9) outputs power to the sun gear shaft (10), and the power is transmitted to the driven gear (13) via the planet carrier (5), the driving gear (4) and the idler gear (12).

7. A single-motor multiplex reducer assembly according to claim 3, characterized in that, In parallel operation mode, the first clutch (3) is engaged, and the motor (9) outputs power through the sun gear shaft (10) and the planetary carrier (5) to the engine input shaft (1) for starting the engine and adjusting the speed. When the engine speed is adapted, the second clutch (14) engages, and the motor (9) and the engine output power together.

8. A single-motor multiplex reducer assembly according to claim 3, characterized in that, In range-extending mode, the first clutch (3) is engaged and the second clutch (14) is disengaged. The motor (9) outputs power through the sun gear shaft (10) and the planetary carrier (5) to the engine input shaft (1) to start the engine and generate electricity.

9. A single-motor multiplexed reducer assembly according to claim 3, characterized in that, In direct drive mode, the first clutch (3) is engaged, the second clutch (14) is engaged, and the engine output power is transmitted to the driven gear (13) via the engine input shaft (1), the drive gear (4) and the idler gear (12), and the motor (9) rotates accordingly.

10. A vehicle, characterized in that, The vehicle includes a vehicle body, on which a single-motor multiplex reducer assembly as described in any one of claims 1-9 is provided.

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