Reduction gear assembly, electric drive assembly and vehicle

Abstract

The present disclosure relates to a reducer assembly, an electric drive assembly and a vehicle, and belongs to the technical field of transmission. The reducer assembly comprises a first sun gear, a second sun gear, a first planet carrier, a reducer housing, a clutch, at least two first planet gears and at least two second planet gears. The first sun gear is used for input power. The second sun gear is coaxially arranged with the first sun gear and is used for output power. The first planet carrier is connected with the reducer housing through the clutch. The at least two first planet gears are all engaged with the first sun gear, and the at least two second planet gears are all engaged with the second sun gear; the at least two first planet gears and the at least two second planet gears correspond to each other, the corresponding first planet gear and the second planet gear are coaxially fixedly connected, and both are connected with the first planet carrier. The reducer assembly, the electric drive assembly and the vehicle of the present disclosure can improve the endurance of the vehicle.

Description

Technical Field

[0001] This disclosure relates to the field of transmission technology, and in particular to a reducer assembly, an electric drive assembly, and a vehicle. Background Technology

[0002] When a vehicle driven by an electric motor is coasting or when the motor is not outputting torque, the motor rotor will reverse, resulting in additional energy loss. This is especially true for the auxiliary electric drive system in four-wheel drive vehicles, which does not need to output torque for most of the daily cruising time, making it prone to excessive additional energy loss and reducing the vehicle's range. Summary of the Invention

[0003] Therefore, this disclosure provides a reducer assembly, an electric drive assembly, and a vehicle, which can improve the vehicle's range. The technical solution is as follows: In a first aspect, a speed reducer assembly is provided, comprising: a first sun gear, a second sun gear, a first planet carrier, a speed reducer housing, a clutch, at least two first planet gears and at least two second planet gears; The first sun gear can be used to input power; The second sun gear is coaxially arranged with the first sun gear and can be used to output power; The first planetary carrier is connected to the reducer housing via the clutch; The at least two first planetary gears are all engaged with the first sun gear, and the at least two second planetary gears are all engaged with the second sun gear; the at least two first planetary gears and the at least two second planetary gears correspond to each other, and the corresponding first planetary gears and second planetary gears are coaxially fixedly connected and are all connected to the first planet carrier.

[0004] In some possible implementations, the diameter of the first sun gear is smaller than the diameter of the second sun gear; the diameter of the first planet gear is larger than the diameter of the second planet gear.

[0005] In some possible implementations, one axial end of the first sun gear is used to connect to the vehicle's power source; Along the axial direction of the first sun gear, the first sun gear is closer to the power source than the second sun gear.

[0006] In some possible implementations, the reducer assembly further includes a planetary gear reduction mechanism; the second sun gear can output power through the planetary gear reduction mechanism; The planetary gear reduction mechanism is located on the side of the second sun gear away from the first sun gear.

[0007] In some possible implementations, the planetary gear reduction mechanism includes a third sun gear, a ring gear, a second planet carrier, and at least two third planet gears; The third sun gear is coaxially and fixedly connected to the second sun gear; The gear ring is fixedly connected to the reducer housing; The at least two third planetary gears are all engaged with the third sun gear and the ring gear; The second planetary carrier is connected to both of the at least two third planetary gears and can be used to output power.

[0008] In a second aspect, an electric drive assembly is provided, the electric drive assembly comprising: a drive motor and a reducer assembly as described in any of the first aspects; The output shaft of the drive motor is coaxially and fixedly connected to the first sun gear of the reducer assembly.

[0009] In some possible implementations, the electric drive assembly further includes: a differential and two output half-shafts; The differential is driven to the second sun gear of the reducer assembly; the differential is driven to the two output half shafts respectively; The two output half-shafts are used to drive the two tires of the vehicle, respectively.

[0010] Thirdly, a vehicle is provided, the vehicle comprising: any of the electric drive assemblies described in the second aspect.

[0011] In some possible implementations, the vehicle is configured to maintain the clutch of the reducer assembly at a critical engagement state corresponding to point KP during the commutation of the electromagnetic torque of the drive motor of the electric drive assembly.

[0012] In some possible implementations, the vehicle further includes: tires and a power source; The drive motor is electrically connected to the power supply. The second sun gear of the reducer assembly is connected to the tire drive. The vehicle is configured such that, when the drive motor is in a stopped output power state and the tires are rotating, if the power supply is in a charging cut-off state, the clutch of the reducer assembly is controlled to be in a disengaged state; if the power supply has not reached the charging cut-off state, the clutch of the reducer assembly is controlled to be in a engaged state.

[0013] In the scheme disclosed herein, the first planetary carrier and the reducer housing are connected via a clutch in the reducer assembly. When the drive motor of the electric drive assembly stops outputting power and the vehicle's tires are rotating, if the vehicle's power supply is in a charging-off state, the clutch is disengaged, preventing the tires from dragging the drive motor rotor as they rotate, thus avoiding additional energy loss. If the power supply is not in a charging-off state, the clutch is engaged, allowing the tires to drag the motor rotor as they rotate, thereby charging the power supply and achieving kinetic energy recovery. This improves the vehicle's range. Attached Figure Description

[0014] To more clearly illustrate the technical solutions in the embodiments of this disclosure, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this disclosure. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0015] Figure 1 This is a schematic diagram of the structure of the first type of reducer assembly provided in this embodiment; Figure 2 This is a schematic diagram of the structure of the second type of reducer assembly provided in the embodiments of this disclosure; Figure 3 This is a schematic diagram of the structure of the third type of reducer assembly provided in this embodiment; Figure 4 This is a schematic diagram of the structure of an electric drive assembly, power supply, and tires provided in an embodiment of this disclosure; Figure 5 This is a schematic diagram of the power transmission route of an electric drive assembly in a driving state, provided by an embodiment of this disclosure; Figure 6 This is a schematic diagram of the power transmission route of a vehicle in an energy recovery state, provided by an embodiment of this disclosure; Figure 7 This is a schematic diagram of power transmission in an energy-saving state provided by an embodiment of the present disclosure; Figure 8 This is a schematic diagram of the structure of a differential provided in an embodiment of this disclosure; Figure 9 This is a schematic diagram of the power transmission route of an electric drive assembly in a slipping state, provided in an embodiment of this disclosure.

[0016] Explanation of reference numerals in the attached figures 1. Gearbox assembly; 11. First sun gear; 12. Second sun gear; 13. First planetary carrier; 14. Reducer housing; 15. Clutch; 16. First planetary gear; 17. Second planetary gear; 18. Planetary gear reduction mechanism; 181. Third sun gear; 182. Gear ring; 183. Second planetary carrier; 184. Third planetary gear; 19. First hollow shaft; 2. Drive motor; 21. Motor rotor; 22. Motor stator; 23. Output shaft; 3. Differential; 4. Output half shaft; 5. Tire; 6. Power supply. Detailed Implementation

[0017] To make the objectives, technical solutions, and advantages of this disclosure clearer, the embodiments of this disclosure will be described in further detail below with reference to the accompanying drawings.

[0018] When the rotor 21 of the drive motor 2 stops outputting torque, it generates a back electromotive force (EMF) when it is driven to rotate. To maintain the drive motor 2 at zero torque, it must continuously consume electricity to counteract this back EMF, resulting in energy consumption. Simultaneously, the rotation of the rotor 21 also churns the oil, and the oil resistance further reduces the vehicle's kinetic energy. Therefore, even when the rotor 21 stops outputting torque and the tires 5 are rotating, additional energy loss occurs, shortening the vehicle's range.

[0019] Therefore, this embodiment relates to a speed reducer assembly, see reference... Figure 1 As shown, the reducer assembly includes: a first sun gear 11, a second sun gear 12, a first planet carrier 13, a reducer housing 14, a clutch 15, at least two first planet gears 16 and at least two second planet gears 17.

[0020] Among them, such as Figure 1 As shown, the first sun gear 11 can be used to input power. The second sun gear 12 is coaxially arranged with the first sun gear 11 and can be used to output power. For example, the first sun gear 11 can be connected to the vehicle's power source. The second sun gear 12 can be connected to the vehicle's tires 5.

[0021] Continue to refer to Figure 1 As shown, the first planetary carrier 13 is connected to the reducer housing 14 via a clutch 15.

[0022] like Figure 1As shown, the clutch 15 may include a first friction member 151 and a second friction member 152. The first friction member 151 and the second friction member 152 may form a friction pair. One of the first friction member 151 and the second friction member 152 may be a friction plate with a surface-attached friction material, and the other may be a metal-paired steel plate. For example, the first friction member 151 may be a friction plate with a surface-attached friction material, and the second friction member 152 may be a metal-paired steel plate. Alternatively, the first friction member 151 may be a metal-paired steel plate, and the second friction member 152 may be a friction plate with a surface-attached friction material.

[0023] Continue to refer to Figure 1 As shown, the first friction member 151 can be fixedly connected to the inside of the reducer housing 14, and the second friction member 152 can be fixedly connected to the first planetary carrier 13. When the first friction member 151 and the second friction member 152 are engaged, the clutch 15 is in the engaged state, and the first planetary carrier 13 is fixedly connected to the reducer housing 14. When the first friction member 151 and the second friction member 152 are disengaged, the clutch 15 is in the disengaged state, and the first planetary carrier 13 is rotatably fitted inside the reducer housing 14, capable of rotating around the rotation axis of the first sun gear 11.

[0024] Continue to refer to Figure 1 As shown, at least two first planetary gears 16 mesh with the first sun gear 11, and at least two second planetary gears 17 mesh with the second sun gear 12. Each of the at least two first planetary gears 16 corresponds to one of the at least two second planetary gears 17. The corresponding first planetary gears 16 and second planetary gears 17 are coaxially and fixedly connected, and both are connected to the first planet carrier 13.

[0025] In this configuration, at least two first planetary gears 16 can be arranged in a circular array around the rotation axis of the first sun gear 11. At least two second planetary gears 17 can be arranged in a circular array around the second sun gear 12, with the rotation axis of the second sun gear 12 as the center. The first planetary gears 16 and the second planetary gears 17 can correspond one-to-one. For example, the reducer assembly may include two first planetary gears 16 and two second planetary gears 17, three first planetary gears 16 and three second planetary gears 17, four first planetary gears 16 and four second planetary gears 17, or five first planetary gears 16 and five second planetary gears 17, etc.

[0026] refer to Figure 1As shown, the corresponding first planetary gear 16 and second planetary gear 17 can be fixedly mounted on the same first hollow shaft 19 by means of bolts, welding, etc., to form a double gear. Multiple support shafts 131 can be provided on the first planetary carrier 13 by means of integral molding, welding, or bolt connection. Each support shaft 131 corresponds one-to-one with a double gear, and the double gear can be mounted on the corresponding support shaft 131, rotatably engaging with the corresponding support shaft 131. The support shaft 131 can be parallel to the axial direction of the first sun gear 11.

[0027] Therefore, when the clutch 15 is engaged: when the power source drives the first sun gear 11 to rotate, it can drive the first planetary gear 16 and the second planetary gear 17 to rotate, but not drive the first planetary carrier 13 to rotate. In turn, the second planetary gear 17 can drive the second sun gear 12 to rotate. Thus, the power input through the first sun gear 11 can be transmitted to the second sun gear 12 and output to the vehicle's tires 5, realizing vehicle drive. When the drive motor 2 of the electric drive assembly stops outputting power and the tires 5 are rotating, the tires 5 can drive the second sun gear 12 to rotate, which in turn drives the first planetary gear 16 and the second planetary gear 17 to rotate, but not drive the first planetary carrier 13 to rotate. Thus, the second planetary gear 17 can drive the first sun gear 11 to rotate. Therefore, the power input through the second sun gear 12 is transmitted to the first sun gear 11 and drives the motor rotor 21 of the vehicle's drive motor 2 to rotate, realizing vehicle kinetic energy recovery.

[0028] With the first planetary carrier 13 and the reducer housing 14 in a rotatable engagement, when the drive motor 2 of the electric drive assembly stops outputting power and the tire 5 is rotating, the tire 5 drives the second sun gear 12 to rotate, which in turn drives the first planetary gear 16 and the second planetary gear 17 to rotate, and in turn drives the first planetary carrier 13 to rotate. Consequently, the first planetary gear 16 cannot drive the first sun gear 11 to rotate. Therefore, the motor rotor 21 will not be dragged to rotate in the opposite direction, thus avoiding the additional energy loss that would result.

[0029] As described above, the first planetary carrier 13 and the reducer housing 14 are connected by the clutch 15 of the reducer assembly 1. When the drive motor 2 of the electric drive assembly stops outputting power and the vehicle's tires 5 are rotating, if the vehicle's power supply 6 is in a charging cut-off state, the clutch 15 is disengaged, preventing the tires 5 from dragging the motor rotor 21 of the drive motor 2 while rotating, thus avoiding additional energy loss caused by the motor rotor 21 being dragged. If the power supply 6 is not in a charging cut-off state, the clutch 15 is engaged, allowing the tires 5 to drag the motor rotor 21 while rotating, thereby charging the power supply 6 and realizing kinetic energy recovery. Therefore, the vehicle's range can be improved.

[0030] Among them, power source 6 can be a power battery. The charging cut-off state refers to the working state in which the battery management system cuts off the main charging power circuit and stops continuously injecting charging energy into the power battery when the power battery charging process meets the preset termination conditions.

[0031] In some examples, reference Figure 1 As shown, the diameter of the first sun gear 11 is smaller than the diameter of the second sun gear 12. The diameter of the first planet gear 16 is larger than the diameter of the second planet gear 17. Thus, the ratio of the product of the diameters of the second sun gear 12 and the first planet gear 16 to the product of the diameters of the second planet gear 17 and the first sun gear 11 is greater than 1. Therefore, when the ratio of the number of teeth of the first planet gear 16 to the number of teeth of the first sun gear 11 is i1, and the ratio of the number of teeth of the second sun gear 12 to the number of teeth of the second planet gear 17 is i2, it is possible to make i1 × i2 > 1, thereby achieving speed reduction.

[0032] In some examples, reference Figure 1 As shown, one axial end of the first sun gear 11 is used to connect to the vehicle's power source. The power source can be the vehicle's drive motor 2. For example... Figure 4 As shown, the output shaft 23 of the drive motor 2 can pass through the first sun gear 11 from the right end of the first sun gear 11 and be fixedly connected to the first sun gear 11.

[0033] When the clutch 15 is engaged, the drive motor 2 can input power to the first sun gear 11 through the output shaft 23, and then transmit the power to the second sun gear 12 through the first planetary gears 16 and the second planetary gears 17 in sequence. The power is then output to the tire 5 through the second sun gear 12, thus realizing the power output. When the drive motor 2 stops outputting power and the tire 5 is rotating, it can drive the second sun gear 12 to rotate, and transmit the power in reverse through the second planetary gears 17, the first planetary gears 16 and the first sun gear 11 in sequence to the output shaft 23, which drives the motor rotor 21 of the drive motor 2 to rotate, thus charging the power supply of the vehicle that is not in the charging cut-off state.

[0034] Continue to refer to Figure 4 As shown, in the axial direction of the first sun gear 11, the first sun gear 11 is closer to the power source than the second sun gear 12. For example, in Figure 4 In the middle, the second sun wheel 12 can be located to the left of the first sun wheel 11.

[0035] In this way, the first sun gear 11 can be relatively close to the power source, making the connection between the first sun gear 11 and the power source more convenient. This helps to avoid interference between the power source and the second sun gear 12, and also helps to avoid increasing the radial space occupied by the reducer assembly 1.

[0036] In some examples, reference Figure 3 As shown, the reducer assembly also includes a planetary gear reduction mechanism 18; the second sun gear 12 can output power through the planetary gear reduction mechanism 18.

[0037] For example, the second sun gear 12 can be connected to the planetary gear reduction mechanism 18 for transmission, and power can be transmitted between the second sun gear 12 and the planetary gear reduction mechanism 18. The planetary gear reduction mechanism 18 can be connected to the tire 5 for transmission, and power can be transmitted between the tire 5 and the planetary gear reduction mechanism 18.

[0038] When the clutch 15 is engaged, the power from the power source transmitted to the second sun gear 12 via the first sun gear 11 can be transmitted to the tire 5 via the planetary gear reduction mechanism 18. When the power source stops outputting power, but the tire 5 is still rotating, the power can be transmitted in reverse to the power source via the planetary gear reduction mechanism 18, the second sun gear 12, and the first sun gear 11, to charge the power source that is not in the charging cut-off state.

[0039] When the clutch 15 is disengaged, the power output from the power source cannot be transmitted to the second sun gear 12, and thus the power cannot be transmitted to the tire 5 through the planetary gear reduction mechanism 18. When the power source stops outputting power and the tire 5 is rotating, the power of the tire 5 will only be transmitted to the second sun gear 12 through the planetary gear reduction mechanism 18, and will not drag the power source in the opposite direction. Therefore, it is possible to avoid the power source being dragged and causing oil churning loss or loss of sliding kinetic energy, and avoid the additional energy loss caused by this.

[0040] Among them, continue to refer to Figure 3 As shown, the planetary gear reduction mechanism 18 is located on the side of the second sun gear 12 opposite to the first sun gear 11. For example, in Figure 3 In the middle, the planetary gear reduction mechanism 18 can be located to the left of the second sun gear 12.

[0041] Therefore, the planetary gear reduction mechanism 18 and the first sun gear 11 are located on opposite sides of the second sun gear 12 along the axial direction, which facilitates the transmission connection between the planetary gear reduction mechanism 18 and the second sun gear 12 and helps to avoid interference between the planetary gear reduction mechanism 18 and the first sun gear 11. Furthermore, it allows for a larger reduction ratio while occupying less space, which helps to avoid excessively increasing the space occupied by the reducer assembly 1.

[0042] In some examples, reference Figure 2As shown, the planetary gear reduction mechanism 18 includes: a third sun gear 181, a ring gear 182, a second planet carrier 183, and at least two third planet gears 184. The third sun gear 181 is coaxially and fixedly connected to the second sun gear 12. Therefore, the second sun gear 12 and the third sun gear 181 can rotate synchronously, and power can be transmitted between the second sun gear 12 and the third sun gear 181.

[0043] Continue to refer to Figure 2 As shown, the gear ring 182 is fixedly connected to the reducer housing 14. For example, the gear ring 182 and the reducer housing 14 can be fixedly connected together by bolts, welding, or other means.

[0044] Continue to refer to Figure 2 As shown, at least two third planetary gears 184 mesh with both the third sun gear 181 and the ring gear 182. For example, the planetary gear reduction mechanism 18 may include two, three, four, or five third planetary gears 184, etc. The at least two third planetary gears 184 may be arranged in a circular array around the third sun gear 181, centered on the axis of rotation of the third sun gear 181. The at least two third planetary gears 184 may both be located inside the ring gear 182.

[0045] The second planetary carrier 183 is connected to at least two third planetary gears 184 and can be used to output power. For example, at least two third planetary gears 184 can be rotatably connected to the second planetary carrier 183. Power input from the third sun gear 181 can be transmitted to the second planetary carrier 183 through the at least two third planetary gears 184. Furthermore, the second planetary carrier 183 can be connected to the tires 5 for transmission.

[0046] Therefore, when the clutch 15 is engaged, the power output from the power source can be transmitted to the third sun gear 181 through the second sun gear 12, thereby driving each of the third planet gears 184 to rotate on their own axis and revolve around the third sun gear 181, and driving the second planet carrier 183 to rotate, thus outputting power to the tire 5 through the second planet carrier 183; when the power source stops outputting power, and the tire 5 is still rotating, the power can be transmitted back to the power source in the reverse direction through the second planet carrier 183, each of the third planet gears 184, the third sun gear 181, the second sun gear 12, the second planet gear 17, the first planet gear 16, and the first sun gear 11, charging the power source that is not in the charging cut-off state.

[0047] In some examples, reference Figure 3As shown, in the case where the reducer assembly also includes a planetary gear reduction mechanism 18, unlike the above embodiments, in this embodiment, the first planetary carrier 13 can be fixedly connected to the reducer housing 14 by bolts, welding, or other means. The gear ring 182 is connected to the reducer housing 14 via a clutch 15.

[0048] When the clutch 15 is engaged, the ring gear 182 is fixedly connected to the reducer housing 14, and power is transmitted between the power source and the tire 5. When the clutch 15 is disengaged, the ring gear 182 is rotatably connected to the reducer housing 14. After the power source transmits power to the third sun gear 181, the third sun gear 181 can drive each of the third planet gears 184 to rotate, and drive the ring gear 182 to rotate, but cannot drive the second planet carrier 183 to rotate, thus unable to output power to the tire 5, and therefore cannot drive the vehicle. Furthermore, when the power source stops outputting power and the tire 5 is rotating, the tire 5 can drive the second planet carrier 183 to rotate, which in turn drives each of the third planet gears 184 to revolve around the third sun gear 181 and rotate on its own axis, while also driving the ring gear 182 to rotate, but cannot drive the third sun gear 181 to rotate, thus not dragging the power source in the opposite direction. Therefore, it is possible to avoid the power source being dragged, resulting in oil churning loss or loss of sliding kinetic energy, and avoid the additional energy loss caused by this.

[0049] Compared to the above embodiments, in this embodiment, when the power source stops outputting power and the tire 5 is in a rotating state, the power of the tire 5 will not be transmitted to the third sun gear 181 and the second sun gear 12, which helps to reduce oil churning loss and reduce the consumption of sliding kinetic energy.

[0050] In this embodiment, the first planetary carrier 13 and the reducer housing 14 are connected by the clutch 15 of the reducer assembly 1. When the drive motor 2 of the electric drive assembly stops outputting power and the vehicle's tires 5 are rotating, if the vehicle's power supply 6 is in a charging cut-off state, the clutch 15 is disengaged, preventing the tires 5 from dragging the motor rotor 21 of the drive motor 2 while rotating, thus avoiding additional energy loss caused by the motor rotor 21 being dragged. If the power supply 6 is not in a charging cut-off state, the clutch 15 is engaged, allowing the tires 5 to drag the motor rotor 21 while rotating, thereby charging the power supply 6 and realizing kinetic energy recovery. Therefore, the vehicle's range can be improved.

[0051] Secondly, this embodiment also provides an electric drive assembly, as referenced Figure 4 As shown, the electric drive assembly includes a drive motor 2 and a reducer assembly 1 (as described in the first aspect). The output shaft 23 of the drive motor 2 is coaxially and fixedly connected to the first sun gear 11 of the reducer assembly 1.

[0052] For example Figure 4 As shown, the drive motor 2 may include a motor rotor 21 and a motor stator 22. The motor stator 22 is fixedly disposed relative to the reducer housing 14. For example, the motor stator 22 can be fixedly connected to the inside of the motor housing by bolts, welding, or other means. The motor housing can be fixedly connected to the reducer housing 14 by bolts, welding, or other means. The motor stator 22 can be coaxially disposed with the motor rotor 21 and sleeved on the outside of the motor rotor 21. The output shaft 23 can be fixedly connected to one axial side of the motor rotor 21 by bolts, welding, or other means.

[0053] Therefore, refer to Figure 5 As shown, the drive motor 2 can transmit power to the output shaft 23 through the motor rotor 21, thereby inputting power into the reducer assembly 1. The first planetary carrier 13 is connected to the reducer housing 14 via the clutch 15 of the reducer assembly 1.

[0054] When the drive motor 2 outputs power, refer to Figure 5 As shown, with the clutch 15 engaged, the power of the drive motor 2 can be transmitted to the tires 5 through the reducer assembly 1, thereby driving the vehicle.

[0055] When drive motor 2 stops outputting power and vehicle tires 5 are rotating, if vehicle power supply 6 is in a charging off state, refer to... Figure 7 As shown, with clutch 15 disengaged, the power from tire 5's rotation can only be transmitted to the first planetary gear 16, and not to the motor rotor 21. This prevents tire 5 from dragging the motor rotor 21 of the drive motor 2, thus avoiding additional energy loss caused by the motor rotor 21 being dragged. If power supply 6 has not reached the charging cutoff state, refer to... Figure 6 As shown, with the clutch 15 engaged, the power from the tire 5 can be transmitted to the motor rotor 21 via the reducer assembly 1. This causes the tire 5 to rotate while dragging the motor rotor 21, charging the power source 6 and thus recovering kinetic energy. Consequently, the vehicle's range can be improved.

[0056] In some examples, reference Figure 4 As shown, the electric drive assembly also includes: a differential 3 and two output half-shafts 4.

[0057] For example Figure 8As shown, the differential 3 may include a differential housing 31, two input gears 32, and two output gears 33. The two input gears 32 and the two output gears 33 are rotatably connected inside the differential housing 31, and both input gears 32 simultaneously mesh with both output gears 33. Both input gears 32 and the two output gears 33 can be bevel gears. The two input gears 32 and the two output gears 33 can be coaxially arranged.

[0058] Continue to refer to Figure 8 As shown, the differential 3 is driven by the second sun gear 12 of the reduction gear assembly 1. The differential 3 is driven by two output half-shafts 4 respectively. The two output half-shafts 4 are used to drive the two tires 5 of the vehicle respectively.

[0059] For example, the differential housing 31 can be fixedly connected to the second sun gear 12 by bolts, welding, or other means. The first ends of the two output half-shafts 4 extend into the interior of the differential housing 31 and are fixedly connected to the two output gears 33 of the differential 3 by bolts, welding, or other means. Figure 4 As shown, the second ends of the two output half-shafts 4 can be fixedly connected to the two tires 5 of the vehicle by means of bolts, welding or other methods.

[0060] by Figure 8 For example, the first end of one output half-shaft 4 can extend into the differential housing 31 via the left side of the differential housing 31, and the first end of the other output half-shaft 4 can extend into the differential housing 31 via the right side of the differential housing 31. Both output half-shafts 4 can rotate with the differential housing 31 through bearings.

[0061] Thus, the second sun gear 12 can transmit power to the differential 3 through the differential housing 31, and the differential 3 can transmit power to the two tires 5 through the two output half shafts 4 to achieve the driving of the tires 5.

[0062] In some examples, reference Figure 4 As shown, both the motor rotor 21 and the output shaft 23 extend along the axial direction of the motor rotor 21. That is to say, the motor rotor 21 can be a hollow ring, and the output shaft 23 can be a second hollow shaft.

[0063] One of the output half-shafts 4 is used to pass sequentially through the output shaft 23 and the motor rotor 21 along the axial direction of the input shaft 11, and then connects to the tire 5. Figure 4 For example, the output half-shaft 4 located on the right side can pass through the second hollow shaft and the motor rotor 21 in sequence along the axial direction of the motor rotor 21, and then be fixedly connected to the tire 5 by bolts, welding or other means.

[0064] As a result, the weight of the electric drive assembly can be reduced, and the space occupied by the electric drive assembly can also be reduced.

[0065] In some examples, reference Figure 4 As shown, the second sun gear 12 can have a through hole extending along its own axial direction. The differential 3 can be located inside the through hole, and the differential housing 31 can be fixedly connected to the inner wall of the through hole by means of bolts, welding, etc. This helps to reduce the additional axial space occupied by the differential 3 and to reduce the axial dimensions of the electric drive assembly.

[0066] In this embodiment, the first planetary carrier 13 and the reducer housing 14 are connected by the clutch 15 of the reducer assembly 1. When the drive motor 2 of the electric drive assembly stops outputting power and the vehicle's tires 5 are rotating, if the vehicle's power supply 6 is in a charging cut-off state, the clutch 15 is disengaged, preventing the tires 5 from dragging the motor rotor 21 of the drive motor 2 while rotating, thus avoiding additional energy loss caused by the motor rotor 21 being dragged. If the power supply 6 is not in a charging cut-off state, the clutch 15 is engaged, allowing the tires 5 to drag the motor rotor 21 while rotating, thereby charging the power supply 6 and realizing kinetic energy recovery. Therefore, the vehicle's range can be improved.

[0067] Thirdly, this embodiment also provides a vehicle, the vehicle including: any of the electric drive assemblies in the first aspect.

[0068] The first planetary carrier 13 is connected to the reducer housing 14 via the clutch 15 of the reducer assembly 1. When the drive motor 2 of the electric drive assembly stops outputting power and the vehicle's tires 5 are rotating, if the vehicle's power supply 6 is in a charging cut-off state, the clutch 15 is disengaged, preventing the tires 5 from dragging the motor rotor 21 of the drive motor 2 while rotating, thus avoiding additional energy loss caused by the motor rotor 21 being dragged. If the power supply 6 is not in a charging cut-off state, the clutch 15 is engaged, allowing the tires 5 to drag the motor rotor 21 while rotating, thereby charging the power supply 6 and achieving kinetic energy recovery. This improves the vehicle's range.

[0069] In some examples, reference Figure 9As shown, the vehicle is configured such that during the commutation of the electromagnetic torque of the drive motor 2 in the electric drive assembly, the clutch 15 of the reducer assembly 1 is maintained in a critical engagement state corresponding to point KP. Here, KP refers to the Kiss Point, which is the critical operating point at which the first friction member 151 and the second friction member 152 of the clutch 15 transition from disengagement to initial contact. The critical engagement state refers to the point where the gap between the first friction member 151 and the second friction member 152 of the clutch 15 has just been eliminated, the first friction member 151 and the second friction member 152 are in slight contact, and only a very small torque can be transmitted, placing it in the transition range between disengagement and slippage. Thus, because the clutch 15 transmits only a small torque during the commutation of the electromagnetic torque of the drive motor 2, gear backlash can be gradually eliminated, preventing gear knocking or impact caused by sudden torque changes. This reduces the jerking sensation during electromagnetic torque commutation and improves the shifting feel when switching between forward and reverse gears.

[0070] Taking clutch 15 as a hydraulic clutch as an example, the critical operating point can refer to the critical oil pressure characteristic point at which the first friction member 151 and the second friction member 152 change from complete separation to initial contact. When the control oil pressure of clutch 15 is lower than the pressure corresponding to point KP, the first friction member 151 and the second friction member 152 separate from each other, and clutch 15 cannot transmit torque; when the control oil pressure reaches the pressure corresponding to point KP, the first friction member 151 and the second friction member 152 just come into contact with each other, forming only a weak clamping force, and clutch 15 can only transmit a small torque; when the control oil pressure is higher than this critical pressure, the clamping force between the first friction member 151 and the second friction member 152 gradually increases, and the torque that clutch 15 can transmit increases accordingly.

[0071] For example, the vehicle may also include an MCU or an HCU. Here, MCU refers to Motor Control Unit; HCU refers to Hybrid Control Unit. The MCU or HCU can send commands to the clutch 15 to control the clutch 15 of the reducer assembly 1 to maintain it in the critical engagement state corresponding to point KP.

[0072] When a vehicle driven by drive motor 2 is parked on a steep incline, the drive motor 2 may start outputting torque before the brakes are fully released, resulting in a very low initial speed, or even close to zero, for the motor rotor 21, causing a stall condition. Under stall conditions, drive motor 2 heats up rapidly, easily triggering overheat protection. At this point, the MCU or HCU will issue a signal limiting torque, potentially causing the vehicle to lose power and roll backwards.

[0073] Therefore, in some examples, the vehicle can be configured to control the action of the clutch 15 via a sliding mode control algorithm. This reduces the possibility that the vehicle may run off-road due to insufficient power.

[0074] The sliding mode control method includes: when the vehicle is detected to be parking on a steep incline, while starting the drive motor 2, controlling the first friction component 151 and the second friction component 152 of the clutch 204 to be in a partially locked state, so that the speed difference between the first friction component 151 and the second friction component 152 is within a target speed difference range, wherein the target speed difference is not zero. This reduces the output torque of the drive motor 2, thereby reducing heat generation. Until the vehicle's tires 5 begin to rotate, the first friction component 151 and the second friction component 152 are then controlled to be fully locked, so that the speed difference between the first friction component 151 and the second friction component 152 is zero.

[0075] In some examples, the vehicle also includes: tires 5 and a power source 6. The drive motor 2 is electrically connected to the power source 6. The second sun gear 12 of the reducer assembly 1 is drive-connected to the tires 5.

[0076] The vehicle is configured such that, when the drive motor 2 is in a stopped output power state and the tires 5 are rotating, if the power supply 6 is in a charging cut-off state, the clutch 15 of the control reducer assembly 1 is in a disengaged state. Figure 7 As shown, the power of the tire 5 when it rotates can only be transmitted to the first planetary gear 16, and cannot be transmitted to the motor rotor 21. This prevents the tire 5 from dragging the motor rotor 21 of the drive motor 2 when it rotates, thus avoiding the additional energy loss caused by the motor rotor 21 being dragged.

[0077] When the drive motor 2 is in a stopped output power state and the tire 5 is rotating, if the power supply 6 has not reached the charging cut-off state, the clutch 15 of the control reducer assembly 1 is in an engaged state. Figure 6 As shown, the power of the tire 5 can be transmitted to the motor rotor 21 through the reducer assembly 1, so that the tire 5 drags the motor rotor 21 to rotate when it rotates, thereby charging the power supply 6 and realizing kinetic energy recovery.

[0078] Therefore, even when the drive motor 2 is in a state of stopping power output and the tire 5 is in a state of rotation, the vehicle's range can be improved regardless of whether the vehicle's power supply 6 is in a state of charging cutoff.

[0079] It should be noted that, in the description of this application, unless otherwise expressly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0080] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, features defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0081] In the description of this specification, the references to the terms "certain embodiments", "one embodiment", "some embodiments", "illustrative embodiment", "example", "specific example", or "some examples" refer to specific features, structures, materials, or characteristics described in connection with the embodiments or examples that are included in at least one embodiment or example of this application.

[0082] The above are merely embodiments of this application and are not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the principles of this application should be included within the protection scope of this application.

Claims

1. A speed reducer assembly, characterized in that, include: First sun gear (11), second sun gear (12), first planet carrier (13), reducer housing (14), clutch (15), at least two first planet gears (16) and at least two second planet gears (17). The first sun gear (11) can be used to input power; The second sun gear (12) is coaxially arranged with the first sun gear (11) and can be used to output power; The first planetary carrier (13) is connected to the reducer housing (14) via the clutch (15); The at least two first planetary gears (16) are engaged with the first sun gear (11), and the at least two second planetary gears (17) are engaged with the second sun gear (12). The at least two first planetary gears (16) and the at least two second planetary gears (17) correspond to each other. The corresponding first planetary gears (16) and second planetary gears (17) are coaxially fixedly connected and are both connected to the first planet carrier (13).

2. The reducer assembly according to claim 1, characterized in that, The diameter of the first sun gear (11) is smaller than the diameter of the second sun gear (12); the diameter of the first planet gear (16) is larger than the diameter of the second planet gear (17).

3. The reducer assembly according to claim 2, characterized in that, One axial end of the first sun gear (11) is used to connect to the vehicle's power source; In the axial direction of the first sun gear (11), the first sun gear (11) is closer to the power source than the second sun gear (12).

4. The reducer assembly according to any one of claims 1 to 3, characterized in that, The reducer assembly also includes a planetary gear reduction mechanism (18); the second sun gear (12) can output power through the planetary gear reduction mechanism (18); The planetary gear reduction mechanism (18) is located on the side of the second sun gear (12) away from the first sun gear (11).

5. The reducer assembly according to any one of claims 4, characterized in that, The planetary gear reduction mechanism (18) includes a third sun gear (181), a ring gear (182), a second planet carrier (183), and at least two third planet gears (184). The third sun gear (181) is coaxially and fixedly connected to the second sun gear (12); The gear ring (182) is fixedly connected to the reducer housing (14); The at least two third planetary gears (184) are both engaged with the third sun gear (181) and the ring gear (182); The second planetary carrier (183) is connected to the at least two third planetary gears (184) and can be used to output power.

6. An electric drive assembly, characterized in that, The electric drive assembly includes: a drive motor (2) and a reducer assembly (1) according to any one of claims 1 to 5; The output shaft (23) of the drive motor (2) is coaxially and fixedly connected to the first sun gear (11) of the reducer assembly (1).

7. The electric drive assembly according to claim 6, characterized in that, The electric drive assembly also includes: a differential (3) and two output half shafts (4). The differential (3) is driven to the second sun gear (12) of the reducer assembly (1); the differential (3) is driven to the two output half shafts (4) respectively; The two output half-shafts (4) are used for transmission connection to the two tires (5) of the vehicle, respectively.

8. A vehicle, characterized in that, The vehicle includes the electric drive assembly as described in claim 6 or 7.

9. The vehicle according to claim 8, characterized in that, The vehicle is configured to maintain the clutch (15) of the reducer assembly (1) at the critical engagement state corresponding to point KP during the commutation of the electromagnetic torque of the drive motor (2) of the electric drive assembly.

10. The vehicle according to claim 8, characterized in that, The vehicle also includes: tires (5) and power supply (6); The drive motor (2) is electrically connected to the power supply (6); The second sun gear (12) of the reducer assembly (1) is connected to the tire (5) in a transmission connection; The vehicle is configured such that, when the drive motor (2) is in a stopped output power state and the tire (5) is in a rotating state, if the power supply (6) is in a charging cut-off state, the clutch (15) of the reducer assembly (1) is controlled to be in a disengaged state; if the power supply (6) has not reached the charging cut-off state, the clutch (15) of the reducer assembly (1) is controlled to be in an engaged state.

Images