Electric drive system and vehicle

Abstract

The utility model relates to an electric driving system and a vehicle. The electric driving system comprises a first electric driving assembly and a second electric driving assembly. The second electric drive assembly comprises a first motor, a second motor, a first speed reducer, a second speed reducer, a first half shaft and a second half shaft; the first electric drive assembly comprises a third motor, a third speed reducer, a differential mechanism, a third half shaft and a fourth half shaft. According to the electric driving system, the cost and the whole vehicle performance can be well considered.

Description

Technical Field

[0001] The present application belongs to the field of vehicle drive technology and relates to an electric drive system and a vehicle. Background Art

[0002] New energy vehicles are becoming more and more popular among consumers. Usually, the main way to improve the performance of new energy vehicles is to increase the output power and output torque of the power system, which usually leads to a significant increase in costs.

[0003] Therefore, the need for a power system that takes into account both cost and vehicle performance is an urgent issue that needs to be addressed. Summary of the invention

[0004] The technical problem to be solved by the present application is to provide an electric drive system and a vehicle that take into account both cost and vehicle performance.

[0005] To solve the above technical problems, on the one hand, the present application provides an electric drive system, including a first electric drive assembly and a second electric drive assembly;

[0006] The second electric drive assembly includes a first motor, a second motor, a first reducer, a second reducer, a first half-shaft and a second half-shaft, wherein the input end of the first reducer is connected to the first motor, the output end of the first reducer is connected to one end of the first half-shaft, and the other end of the first half-shaft is suitable for connecting to a first wheel, the input end of the second reducer is connected to the second motor, the output end of the second reducer is connected to one end of the second half-shaft, and the other end of the second half-shaft is suitable for connecting to a second wheel;

[0007] The first electric drive assembly includes a third motor, a third reducer, a differential, a third half-shaft and a fourth half-shaft. The input end of the third reducer is connected to the third motor, the output end of the third reducer is connected to the input end of the differential, the first output end of the differential is connected to one end of the third half-shaft, and the other end of the third half-shaft is suitable for connecting to a third wheel, the second output end of the differential is connected to one end of the fourth half-shaft, and the other end of the fourth half-shaft is suitable for connecting to a fourth wheel.

[0008] In the electric drive system of the embodiment of the present application, the second electric drive assembly adopts dual motors (first motor and second motor) to drive the first wheel and the second wheel respectively, and the torque, speed and steering (rotation direction) of the first wheel and the second wheel can be independently controlled. The electric drive system of the present application adopts a pure electric architecture with three motors (without an engine), and the front and rear three motors are independently controlled. The power and torque can be independently output according to the needs, so as to achieve more driving conditions and improve the performance of the whole vehicle. Compared with traditional four-wheel drive vehicles (usually four-motor structures), the cost of the whole vehicle can be greatly reduced without reducing the shaping performance. Therefore, it can well balance the cost and the performance of the whole vehicle.

[0009] In addition, the electric drive system of the embodiment of the present application also has the following advantages:

[0010] (1) The second electric drive assembly can achieve a speed difference between the first wheel and the second wheel by controlling the speed of the first motor and the second motor, thereby eliminating the differential used for rear-wheel drive on traditional vehicles and leaving an interface for intelligent driving.

[0011] (2) When climbing a low-adhesion road, if the front wheels slip, the torque can be output through the torque distribution strategy of the rear-drive dual motors, which has strong climbing ability and enhanced power performance.

[0012] (3) The first electric drive assembly is equipped with a differential, which performs steering through a mechanical differential. The second electric drive assembly uses dual motors, which can control the two motors of the second electric drive assembly individually, and has the ability to get out of trouble with a single wheel on the rear wheel.

[0013] (4) After a tire bursts on one or two wheels (on different sides), the vehicle can still continue driving by reducing the torque on the burst wheel through the independent torque distribution strategy of the rear-drive dual motors, thus providing strong safety performance.

[0014] (5) In the past, the power architecture of new energy vehicles usually only optimized the front-wheel drive or rear-wheel drive architecture. The electric drive system of the embodiment of the present application optimizes the overall matching of the power structure of the whole vehicle and is an optimization of the power architecture of the whole vehicle. By optimizing the existing power architecture, the efficiency of the electric drive system can be improved, energy consumption can be reduced, and vehicle control safety can be improved to meet the needs of intelligent driving.

[0015] (6) The second electric drive assembly does not require a differential, which can reduce one differential and reduce the cost.

[0016] Optionally, the first electric drive assembly further includes: a wheel-end decoupling mechanism, used to achieve coupling and decoupling between the differential and the third wheel or to achieve coupling and decoupling between the differential and the fourth wheel.

[0017] Optionally, the wheel-end decoupling mechanism is connected between the first output end of the differential and the third half-shaft, and is used for coupling and decoupling the first output end of the differential and the third wheel;

[0018] or,

[0019] The wheel-end decoupling mechanism is connected between the second output end of the differential and the fourth half-shaft, and is used for coupling and decoupling the second output end of the differential and the fourth wheel.

[0020] Optionally, the differential comprises a housing, planetary gears, a planetary gear shaft, a first side shaft gear and a second side shaft gear, both ends of the planetary gear shaft are connected to the housing and are both equipped with the planetary gears, and the planetary gears are orthogonally meshed with the first side shaft gear and the second side shaft gear at the same time;

[0021] The housing is the input end of the differential, the first side gear is the first output end of the differential, and the second side gear is the second output end of the differential.

[0022] Optionally, the planetary gear, the first half-shaft gear and the second half-shaft gear are all bevel gears.

[0023] Optionally, the wheel end decoupling mechanism is integrated into the housing;

[0024] or,

[0025] The wheel end decoupling mechanism is located outside the housing.

[0026] Optionally, the wheel end decoupling mechanism is a clutch.

[0027] Optionally, the first reducer comprises a first primary driving gear, a first primary driven gear, a first secondary driving gear and a first secondary driven gear, the first primary driving gear is coaxially connected to the first motor and meshes with the first primary driven gear, the first secondary driving gear is coaxially connected to the first primary driven gear and meshes with the first secondary driven gear, and the first secondary driven gear is coaxially connected to the first half shaft;

[0028] and / or;

[0029] The second reducer includes a second first-stage driving gear, a second first-stage driven gear, a second second-stage driving gear and a second second-stage driven gear. The second first-stage driving gear is coaxially connected to the second motor and meshes with the second first-stage driven gear. The second second-stage driving gear is coaxially connected to the second first-stage driven gear and meshes with the second second-stage driven gear. The second second-stage driven gear is coaxially connected to the second half shaft.

[0030] Optionally, the first electric drive assembly further includes a main reducer driving gear and a main reducer driven gear, the main reducer driving gear is connected to the output end of the third reducer, and the main reducer driven gear is fixed on the housing of the differential and meshes with the main reducer driving gear.

[0031] Optionally, the third reducer includes a meshing first gear and a second gear, the first gear is coaxially connected to the output shaft of the third motor, and the second gear is coaxially connected to the main reducer driving gear.

[0032] Optionally, it also includes a battery pack and a vehicle controller;

[0033] The first electric drive assembly also includes a front motor controller, the second electric drive assembly also includes a rear motor controller, the vehicle controller is respectively connected to the front motor controller and the rear motor controller by signal, the front motor controller is electrically connected to the third motor, the rear motor controller is respectively electrically connected to the first motor and the second motor, and the battery pack is respectively electrically connected to the front motor controller and the rear motor controller to supply power to the first motor, the second motor and the third motor.

[0034] Optionally, the first half-shaft is coaxially arranged with the second half-shaft, and the output shaft of the first motor is coaxially arranged with the output shaft of the second motor.

[0035] Optionally, the first motor and the second motor are arranged side by side between the first reducer and the second reducer along the left-right direction of the vehicle, so as to form a rear electric control installation space between the first motor, the second motor, the first reducer and the second reducer;

[0036] The second electric drive assembly also includes a rear motor controller, which is arranged in the rear electric control installation space.

[0037] Optionally, the output shaft of the first motor is coaxially arranged with the first half-shaft, and the output shaft of the second motor is coaxially arranged with the second half-shaft;

[0038] or,

[0039] The output shaft of the first motor is arranged in parallel with the first half shaft and is spaced apart from the first half shaft, and the output shaft of the second motor is arranged in parallel with the second half shaft and is spaced apart from the first half shaft.

[0040] Optionally, the first reducer and the second reducer are arranged side by side between the first half shaft and the second half shaft along the left-right direction of the vehicle, and the first motor and the second motor are arranged side by side on the same side of the first reducer and the second reducer along the left-right direction of the vehicle;

[0041] The second electric drive assembly further includes a rear motor controller, which is arranged on the same radial side of the first motor and the second motor.

[0042] Optionally, the first half-shaft is coaxially arranged with the second half-shaft, and the output shaft of the first motor is parallel to and spaced from the output shaft of the second motor.

[0043] Optionally, the first motor and the second motor are arranged between the first reducer and the second reducer along the left-right direction of the vehicle, and the first motor is arranged radially outward of the second motor;

[0044] The second electric drive assembly also includes a rear motor controller, which is arranged radially outside the first motor or radially outside the second motor.

[0045] Optionally, the third reducer comprises an input shaft, an output shaft, a first gear driving gear, a first gear driven gear, a second gear driving gear, a second gear driven gear and a synchronizer, the first gear driving gear and the second gear driving gear are fixed on the input shaft, the first gear driven gear and the second gear driven gear are loosely sleeved on the output shaft, and the main reduction driving gear is fixed on the output shaft; the first gear driving gear is meshed with the first gear driven gear, the second gear driving gear is meshed with the second gear driven gear, and the second gear driven gear is located between the first gear driven gear and the main reduction driving gear;

[0046] The synchronizer is used to selectively engage the first gear driven gear or the second gear driven gear so that the third reducer outputs a first gear speed ratio or a second gear speed ratio; wherein the first gear speed ratio is smaller than the second gear speed ratio.

[0047] Optionally, the third motor, the third half-shaft, the fourth half-shaft and the differential are coaxially arranged.

[0048] On the other hand, an embodiment of the present application also provides a vehicle, which includes the above-mentioned electric drive system.

[0049] The vehicle of the embodiment of the present application has all the advantages of the above-mentioned electric drive system. BRIEF DESCRIPTION OF THE DRAWINGS

[0050] Figure 1 is a schematic diagram of an electric drive system provided in a first embodiment of the present application;

[0051] Figure 2 This Figure 1 The enlarged view of point a in the middle;

[0052] Figure 3 is a schematic diagram of a rear electric drive assembly of an electric drive system provided in a second embodiment of the present application;

[0053] Figure 4 is a schematic diagram of a rear electric drive assembly of an electric drive system provided in a third embodiment of the present application;

[0054] Figure 5 is a schematic diagram of a rear electric drive assembly of an electric drive system provided in a fourth embodiment of the present application;

[0055] Figure 6 is a schematic diagram of a rear electric drive assembly of an electric drive system provided in a fifth embodiment of the present application;

[0056] Figure 7 is a schematic diagram of a front electric drive assembly of an electric drive system provided in a sixth embodiment of the present application;

[0057] Figure 8 is a schematic diagram of a front electric drive assembly of an electric drive system provided in a seventh embodiment of the present application;

[0058] Fig. 9 is a schematic diagram of a front electric drive assembly of an electric drive system provided in an eighth embodiment of the present application;

[0059] Fig.10 is a schematic diagram of a front electric drive assembly of an electric drive system provided in a ninth embodiment of the present application;

[0060] Fig.11 is a schematic diagram of a front electric drive assembly of an electric drive system provided in a tenth embodiment of the present application;

[0061] Fig.12 It is a schematic diagram of the front electric drive assembly of the electric drive system provided in the eleventh embodiment of the present application.

[0062] The reference numerals in the specification are as follows:

[0063] 10. Electric drive system; 20. First wheel; 30. Second wheel; 40. Third wheel; 50. Fourth wheel; 60. Battery pack; 70. Vehicle controller; 80. Rear electric control installation space;

[0064] 1. First electric drive assembly; 11. Third motor; 12. Third reducer; 121. First gear; 122. Second gear; 123. First shaft; 124. Second shaft; 13. Differential; 131. Housing; 132. Planetary gear; 133. Planetary gear shaft; 134. First half-shaft gear; 135. Second half-shaft gear; 12a. Third reducer; 121a. Input shaft; 122a. Output shaft; 123a. First gear driving gear; 124a. First gear driven gear; 125a. Second gear driving gear; 126a. Second gear driven gear; 127a. Synchronizer; 128a. Motor driving gear; 129a. Motor driven gear; 14. Wheel end decoupling mechanism; 15. Third half-shaft; 16. Fourth half-shaft; 17. Main reduction driving gear; 18. Main reduction driven gear; 19. Front motor controller;

[0065] 2. Second electric drive assembly; 21. First motor; 22. Second motor; 23. First reducer; 231. First primary driving gear; 232. First primary driven gear; 233. First secondary driving gear; 234. First secondary driven gear; 235. First intermediate shaft; 24. Second reducer; 241. Second primary driving gear; 242. Second primary driven gear; 243. Second secondary driving gear; 244. Second secondary driven gear; 245. Second intermediate shaft; 25. First semi-shaft; 26. Second semi-shaft; 27. Rear motor controller;

[0066] 3. The first mounting plate;

[0067] 4. Second mounting plate. DETAILED DESCRIPTION

[0068] In order to make the technical problems, technical solutions and beneficial effects solved by the present application more clearly understood, the present application is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0069] First embodiment

[0070] Figure 1 The direction of the middle arrow is forward, and other directions are based on this.

[0071] See also Figure 1The electric drive system 10 provided in the first embodiment of the present application includes a first electric drive assembly 1 and a second electric drive assembly 2; the second electric drive assembly 2 includes a first motor 21, a second motor 22, a first reducer 23, a second reducer 24, a first half-shaft 25 and a second half-shaft 26, the input end of the first reducer 23 is connected to the first motor 21, the output end of the first reducer 23 is connected to one end of the first half-shaft 25, the other end of the first half-shaft 25 is suitable for connecting to the first wheel 20, the input end of the second reducer 24 is connected to the second motor 22, the output end of the second reducer 24 is connected to one end of the second half-shaft 26, the other end of the second half-shaft 26 is suitable for connecting to the second wheel 30, and the first half-shaft 25 is disconnected from the second half-shaft 26.

[0072] The first electric drive assembly 1 includes a third motor 11, a third reducer 12, a differential 13, a wheel-end decoupling mechanism 14, a third half-shaft 15 and a fourth half-shaft 16, the input end of the third reducer 12 is connected to the third motor 11, the output end of the third reducer 12 is connected to the input end of the differential 13, the first output end of the differential 13 is connected to one end of the third half-shaft 15, and the other end of the third half-shaft 15 is suitable for connecting to the third wheel 40, the second output end of the differential 13 is connected to one end of the fourth half-shaft 16, and the other end of the fourth half-shaft 16 is suitable for connecting to the fourth wheel 50.

[0073] The wheel-end decoupling mechanism 14 is used to achieve coupling and decoupling between the differential 13 and the fourth wheel 50. Specifically, the wheel-end decoupling mechanism 14 is connected between the second output end of the differential 13 and the fourth half-shaft 16, and is used for coupling and decoupling between the second output end of the differential 13 and the fourth wheel 50.

[0074] When the second output end of the differential 13 is coupled to the fourth wheel 50, the power of the second output end of the differential 13 is transmitted to the fourth wheel 50 through the fourth half-shaft 16. When the second output end of the differential 13 is decoupled from the fourth wheel 50, the second output end of the differential 13 is disconnected from the fourth half-shaft 16, and the power of the second output end of the differential 13 cannot be transmitted to the fourth wheel 50.

[0075] In this embodiment, the first wheel 20 is the left rear wheel, the second wheel 30 is the right rear wheel, the third wheel 40 is the left front wheel, and the fourth wheel 50 is the right front wheel.

[0076] However, in other embodiments, the first wheel 20 may be the left front wheel, the second wheel 30 may be the right front wheel, the third wheel 40 may be the left rear wheel, and the fourth wheel 50 may be the right rear wheel.

[0077] In the electric drive system 10 of the first embodiment of the present application, the second electric drive assembly 2 adopts dual motors (first motor 21, second motor 22) to drive the first wheel 20 and the second wheel 30 respectively, and the torque, speed and steering (rotation direction) of the first wheel 20 and the second wheel 30 can be independently controlled. The electric drive system of the present application adopts a pure electric architecture with three motors (without an engine), and the front and rear three motors are independently controlled. The power and torque can be independently output according to the needs, so as to achieve more driving conditions and improve the performance of the whole vehicle. Compared with traditional four-wheel drive vehicles (usually a four-motor structure), the cost of the whole vehicle can be greatly reduced without reducing the shaping performance. Therefore, it can well balance the cost and the performance of the whole vehicle. In addition, the electric drive system of the first embodiment of the present application also has the following advantages:

[0078] (1) The second electric drive assembly 2 can achieve a speed difference between the first wheel 20 and the second wheel 30 by controlling the speed of the first motor 21 and the second motor 22, thereby eliminating the differential used for rear drive on traditional vehicles and leaving an interface for intelligent driving.

[0079] (2) When climbing a low-adhesion road, if the front wheels slip, the torque can be output through the torque distribution strategy of the rear-drive dual motors, which has strong climbing ability and enhanced power performance.

[0080] (3) The first electric drive assembly 1 is equipped with a differential 13, which performs steering by mechanical differential. The second electric drive assembly 2 adopts dual motors, and the two motors of the second electric drive assembly 2 can be controlled separately, so that the rear wheel has the ability to escape from a single wheel.

[0081] (4) After a tire bursts on one or two wheels (on different sides), the vehicle can still continue driving by reducing the torque on the burst wheel through the independent torque distribution strategy of the rear-drive dual motors, thus providing strong safety performance.

[0082] (5) In the rear-wheel drive mode, the wheel-end decoupler 14 is disconnected and the third motor 11 does not work. The first motor 21 and the second motor 22 are driven. The wheel on the wheel-end decoupler 14 side (the fourth wheel 50) is disconnected (decoupled) from the differential 13 and cannot transmit power. The wheel on the other side drives the gear in the differential 13 to rotate idly. The wheel cannot drive the housing of the differential 13 to rotate, and thus cannot drive the third motor 11 to rotate. The front wheel and the third motor 11 are decoupled, and the drag torque of the third reducer 12 and the third motor 11 is eliminated, thereby reducing the drag torque of the vehicle and achieving the purpose of energy saving and consumption reduction. In the four-wheel drive mode, the wheel-end decoupler 14 is combined, the third motor 11 is driven, the first motor 21 and the second motor 22 are driven, the wheel on the wheel-end decoupler 14 side is connected (coupled) with the differential 13 to transmit power, the third motor 11 drives the front wheel to rotate, the first motor 21 and the second motor 22 drive the rear wheel to rotate, the three motors are driven simultaneously, the power performance is strong, and the off-road climbing ability and single-wheel escape ability of the vehicle can be enhanced. In the front-wheel drive mode, the wheel-end decoupler 14 is combined, the third motor 11 is driven, the first motor 21 and the second motor 22 do not work, the wheel on the wheel-end decoupler 14 side is connected (coupled) with the differential 13 to transmit power, the third motor 11 drives the front wheel to rotate, and the two rear-drive motors do not work, which can reduce energy consumption and is suitable for simple urban road conditions.

[0083] (6) In the past, only the front-wheel drive or rear-wheel drive architecture was optimized in the power architecture of new energy vehicles. The electric drive system 10 of the embodiment of the present application optimizes the overall matching of the vehicle power architecture and is an overall optimization of the vehicle power architecture. By optimizing the existing power architecture, the efficiency of the electric drive system 10 can be improved, energy consumption can be reduced, and vehicle control safety can be improved to meet the needs of intelligent driving.

[0084] (7) The second electric drive assembly 2 does not require a differential 13, so one differential 13 can be reduced, resulting in lower costs.

[0085] See also Figure 1 One end of the first half shaft 25 is rotatably supported on the first mounting plate 3 through a bearing, and one end of the first half shaft 25 is rotatably supported on the second mounting plate 4 through a bearing.

[0086] See also Figure 2 The differential 13 includes a housing 131, planetary gears 132, a planetary gear shaft 133, a first half-shaft gear 134 and a second half-shaft gear 135. Both ends of the planetary gear shaft 133 are connected to the housing 131 and are both equipped with the planetary gears 132. The planetary gears 132, the first half-shaft gear 134 and the second half-shaft gear 135 are all bevel gears. The planetary gear 134 is orthogonally meshed with the first half-shaft gear 134 and the second half-shaft gear 135 at the same time.

[0087] The housing 131 is the input end of the differential 13, the first side gear 134 is the first output end of the differential 13, and the second side gear 132 is the second output end of the differential 13. The first side gear 134 is connected to the third side shaft 15, and the second side gear 135 is connected to the fourth side shaft 16.

[0088] The wheel end decoupling mechanism 14 is integrated into the housing 11 , and has the advantages of occupying a small layout space and having a high degree of integration.

[0089] The wheel end decoupling mechanism 14 is a clutch, for example, an electromagnetic clutch, a dry clutch, a wet clutch, etc.

[0090] Of course, the wheel-end decoupling mechanism 14 may also adopt a synchronizer, a brake, etc., as long as it can achieve the engagement and disengagement of the second half-shaft gear 135 and the fourth wheel 50.

[0091] The first reducer 23 and the second reducer 24 can be arranged symmetrically.

[0092] The first reducer 23 includes a first primary driving gear 231, a first primary driven gear 232, a first secondary driving gear 233 and a first secondary driven gear 234. The first primary driving gear 231 is coaxially connected to the first motor 21 and meshes with the first primary driven gear 232. The first secondary driving gear 233 is coaxially connected to the first primary driven gear 232 and meshes with the first secondary driven gear 234. The first secondary driven gear 234 is coaxially connected to the first half shaft 25.

[0093] The first reducer 23 further includes a first intermediate shaft 235 , and the first secondary driving gear 233 and the first primary driven gear 232 are coaxially fixed on the first intermediate shaft 235 .

[0094] The second reducer 24 includes a second first-stage driving gear 241, a second first-stage driven gear 242, a second second-stage driving gear 243 and a second second-stage driven gear 244. The second first-stage driving gear 241 is coaxially connected to the second motor 22 and meshes with the second first-stage driven gear 242. The second second-stage driving gear 243 is coaxially connected to the second first-stage driven gear 242 and meshes with the second second-stage driven gear 244. The second second-stage driven gear 244 is coaxially connected to the second half shaft 26.

[0095] The second reducer 24 further includes a second intermediate shaft 245 , and the second secondary driving gear 243 and the second primary driven gear 242 are coaxially fixed on the second intermediate shaft 245 .

[0096] The first electric drive assembly 1 also includes a main reduction driving gear 17 and a main reduction driven gear 18. The main reduction driving gear 17 is connected to the output end of the third reducer 12. The main reduction driven gear 18 is fixed to the housing 131 of the differential 13 and meshes with the main reduction driving gear 17. The main reduction driven gear 18 rotates integrally with the housing 131 of the differential 13.

[0097] The third reducer 12 includes a first gear 121 and a second gear 122 that are meshed. The first gear 121 is coaxially connected to the output shaft of the third motor 11 , and the second gear 122 is coaxially connected to the main reducer driving gear 17 .

[0098] The third reducer 12 further includes a first shaft 123 and a second shaft 124 , wherein the first shaft 123 is coaxially connected to the output shaft of the third motor 11 , the first gear 121 is fixed on the first shaft 123 , and the second gear 122 is coaxially fixed on the second shaft 124 with the main reducer driving gear 17 .

[0099] In the first embodiment, the third reducer 12, the main reduction driving gear 17 and the main reduction driven gear 18 form a two-stage reduction mechanism, that is, the first electric drive assembly 1 has a two-stage reduction.

[0100] It also includes a battery pack 60 and a vehicle control unit (VCU) 70; the first electric drive assembly 1 also includes a front motor controller 19, and the second electric drive assembly 2 also includes a rear motor controller 27. The vehicle control unit 70 is respectively connected to the front motor controller 19 and the rear motor controller 27 by signal. The front motor controller 19 is electrically connected to the third motor 11, and the rear motor controller 27 is respectively electrically connected to the first motor 21 and the second motor 22. The battery pack 60 is respectively electrically connected to the front motor controller 19 and the rear motor controller 27 to supply power to the first motor 21, the second motor 22 and the third motor 11. The first electric drive assembly 1 and the second electric drive assembly 2 share a battery pack 60, which is arranged between the first electric drive assembly 1 and the second electric drive assembly 2 in the front-to-back direction of the vehicle.

[0101] The front-wheel drive mode, rear-wheel drive mode and four-wheel drive mode are switched and controlled by the vehicle controller 70 .

[0102] In the first electric drive assembly 1 , the third motor 11 , the front motor controller 19 and the third reducer 12 are integrated.

[0103] In the second electric drive assembly 1, the first motor 21, the second motor 22, the rear motor controller 27, the first reducer 23, and the second reducer 24 are integrated. The motor controllers of the first motor 21 and the second motor 22 are combined into one.

[0104] Of course, the rear motor controllers may also be two separate ones, controlling the first motor 21 and the second motor 22 respectively.

[0105] The first half shaft 25 is coaxially arranged with the second half shaft 26 , and the output shaft of the first motor 21 is coaxially arranged with the output shaft of the second motor 22 .

[0106] The first motor 21 and the second motor 22 are arranged side by side between the first reducer 23 and the second reducer 24 along the left-right direction of the vehicle, so as to form a rear electric control installation space 80 between the first motor 21, the second motor 22, the first reducer 23 and the second reducer 24; the rear motor controller 27 is arranged in the rear electric control installation space 80. In the front-to-rear direction of the vehicle, the rear electric control installation space 80 is located in front of the first motor 21 and the second motor 22.

[0107] The output shaft of the first motor 21 is coaxially arranged with the first semi-shaft 25, and the output shaft of the second motor 22 is coaxially arranged with the second semi-shaft 26. In this way, in this embodiment, the second electric drive assembly 2 is roughly I-shaped, and the rear electric control installation space 80 is small. By reducing the size of the rear motor controller 27, the space occupied by the second electric drive assembly 2 can be reduced. Preferably, the first motor 21 and the second motor 22 are arranged symmetrically, and the first motor 21, the first reducer 23, the second motor 22, and the second reducer 24 are arranged from left to right.

[0108] The third half-shaft 15 , the fourth half-shaft 16 and the differential 13 are coaxially arranged, and the third motor 11 is arranged parallel to and spaced from the third half-shaft 15 .

[0109] In the front-to-rear direction of the vehicle, the third speed reducer 12 is located between the third motor 11 and the differential 13, the front motor controller 19 is located between the third motor 11 and the third half shaft 15, and the first motor 11 is located in front of the differential 13. In the left-right direction of the vehicle, the front motor controller 19 is located on the left side of the third speed reducer 12.

[0110] Second embodiment

[0111] Figure 3 The second electric drive assembly 2 of the electric drive system provided by the second embodiment of the present application is shown. The main difference between the second electric drive assembly 2 and the first embodiment is that, in the front-rear direction of the vehicle, the rear electric control installation space 80 is located behind the first motor 21 and the second motor 22.

[0112] Third embodiment

[0113] Figure 4The second electric drive assembly 2 of the electric drive system provided in the third embodiment of the present application is shown. The main difference between the second electric drive assembly 2 and the first embodiment is that the output shaft of the first motor 21 is arranged in parallel and spaced apart from the first semi-shaft 25, and the output shaft of the second motor 22 is arranged in parallel and spaced apart from the second semi-shaft 26. The first reducer 23 and the second reducer 24 are arranged side by side between the first semi-shaft 25 and the second semi-shaft 26 along the left and right direction of the vehicle, and the first motor 21 and the second motor 22 are arranged side by side between the first reducer 23 and the second reducer 24 along the left and right direction of the vehicle. In this way, in this embodiment, the second electric drive assembly 2 is roughly U-shaped. A larger rear motor controller 27 can be arranged.

[0114] Fourth embodiment

[0115] Figure 5 The second electric drive assembly 2 of the electric drive system provided in the fourth embodiment of the present application is shown. The difference between the second electric drive assembly 2 and the third embodiment is that the first reducer 23 and the second reducer 24 are arranged side by side between the first semi-axle 25 and the second semi-axle 26 along the left-right direction of the vehicle, the first motor 21 and the second motor 22 are arranged side by side on the same side (front side, top side or rear side) of the first reducer 23 and the second reducer 24 along the left-right direction of the vehicle, and the rear motor controller 27 is arranged on the same radial side of the first motor 21 and the second motor 22. In this way, in this embodiment, the second electric drive assembly 2 is roughly T-shaped.

[0116] Fifth embodiment

[0117] Figure 6 The second electric drive assembly 2 of the electric drive system provided in the fifth embodiment of the present application is shown, and the output shaft of the first motor 21 is arranged in parallel and spaced apart from the output shaft of the second motor 22. The first motor 21 and the second motor 22 are arranged between the first reducer 23 and the second reducer 24 along the left-right direction of the vehicle, and the first motor 21 is arranged radially outward of the second motor 22. Thus, in this embodiment, the second electric drive assembly 2 is roughly H-shaped.

[0118] Sixth embodiment

[0119] Figure 7 The figure shows the first electric drive assembly 1 of the electric drive system provided in the sixth embodiment of the present application, which is different from the first embodiment in that, in the front-rear direction of the vehicle, the first motor 11 and the rear motor controller 27 are located in front of the differential 13.

[0120] Seventh embodiment

[0121] Figure 8The figure shows the first electric drive assembly 1 of the electric drive system provided by the seventh embodiment of the present application, which is different from the sixth embodiment in that the wheel end decoupling mechanism 14 is located outside the housing 131 of the differential 13. In this way, the wheel end decoupling mechanism 14 is separately provided, which can reduce the difficulty of assembling the differential 13.

[0122] Eighth embodiment

[0123] Fig. 9 The first electric drive assembly 1 of the electric drive system provided in the eighth embodiment of the present application is different from the seventh embodiment in that the third reducer 12a is a two-stage reduction gear. Specifically, the third reducer 12a includes an input shaft 121a, an output shaft 122a, a first gear driving gear 123a, a first gear driven gear 124a, a second gear driving gear 125a, a second gear driven gear 126a and a synchronizer 127a. The first gear driving gear 123a and the second gear driving gear 125a are fixed on the input shaft 121a, the first gear driven gear 1254a and the second gear driven gear 126a are loosely sleeved on the output shaft 122a, and the main reduction driving gear 127a is fixed on the output shaft 121a. 2a; the first gear driving gear 123a is meshed with the first gear driven gear 124a, the second gear driving gear 125a is meshed with the second gear driven gear 126a, and the second gear driven gear 126a is located between the first gear driven gear 124a and the main reduction driving gear 17; the synchronizer 127a is used to selectively engage the first gear driven gear 124a or the second gear driven gear 126a, so that the third reducer 12a outputs a first gear speed ratio or a second gear speed ratio; wherein the first gear speed ratio is smaller than the second gear speed ratio.

[0124] In this way, the third reducer 12a, the main reduction driving gear 17 and the main reduction driven gear 18 form a two-speed two-stage reduction mechanism.

[0125] When the third reducer 12a outputs a first gear speed ratio, it can be used in low-speed working conditions such as urban roads. When the third reducer 12a outputs a second gear speed ratio, it can be used in high-speed working conditions such as highways.

[0126] Ninth embodiment

[0127] Fig.10 The first electric drive assembly 1 of the electric drive system provided in the ninth embodiment of the present application is different from the eighth embodiment in that the third reducer 12a also includes a motor driving gear 128a and a motor driven gear 129a, the motor driving gear 128a is connected to the output shaft of the third motor 11, and the motor driven gear 129a is arranged on the input shaft 121a and meshes with the motor driving gear 128a.

[0128] In this way, the third reducer 12 a performs two-stage reduction, and together with the main reduction driving gear 17 and the main reduction driven gear 18 forms a three-stage reduction mechanism.

[0129] Tenth embodiment

[0130] Fig.11 The first electric drive assembly 1 of the electric drive system provided in the tenth embodiment of the present application is different from the first embodiment in that the third motor 11, the third half shaft 15, the fourth half shaft 16 and the differential 13 are coaxially arranged. The first gear 121 is coaxially arranged with the main reduction driven gear 18.

[0131] Preferably, the third motor 11 is coaxially arranged outside the third semi-axle 15. In this way, the third motor 11 does not occupy additional space in the front-rear direction of the vehicle, and the arrangement is more compact, which can reduce the volume of the first electric drive assembly 1.

[0132] Eleventh Embodiment

[0133] Fig.12 The first electric drive assembly 1 of the electric drive system provided in the eleventh embodiment of the present application is different from the first embodiment in that the wheel-end decoupling mechanism 14 is used to achieve coupling and decoupling between the differential 13 and the third wheel 40. Specifically, the wheel-end decoupling mechanism 14 is connected between the first output end of the differential 13 and the third half shaft 15, and is used for coupling and decoupling the first output end of the differential 13 and the third wheel 40.

[0134] When the first output end of the differential 13 is coupled to the third wheel 40, the power of the first output end of the differential 13 is transmitted to the third wheel 40 through the third half-shaft 15. When the first output end of the differential 13 is decoupled from the third wheel 40, the second output end of the differential 13 is disconnected from the fourth half-shaft, and the power of the first output end of the differential 13 cannot be transmitted to the third wheel 40.

[0135] In addition, an embodiment of the present application also provides a vehicle, including the above-mentioned electric drive system 10.

[0136] The above are only preferred embodiments of the present application and are not intended to limit the present application. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present application should be included in the protection scope of the present application.

Claims

1. An electric drive system, characterized in that: including a first electric drive assembly and a second electric drive assembly; The second electric drive assembly includes a first motor, a second motor, a first reducer, a second reducer, a first half-shaft and a second half-shaft, wherein the input end of the first reducer is connected to the first motor, the output end of the first reducer is connected to one end of the first half-shaft, and the other end of the first half-shaft is suitable for connecting to a first wheel, the input end of the second reducer is connected to the second motor, the output end of the second reducer is connected to one end of the second half-shaft, and the other end of the second half-shaft is suitable for connecting to a second wheel; The first electric drive assembly includes a third motor, a third reducer, a differential, a third half-shaft and a fourth half-shaft. The input end of the third reducer is connected to the third motor, the output end of the third reducer is connected to the input end of the differential, the first output end of the differential is connected to one end of the third half-shaft, and the other end of the third half-shaft is suitable for connecting to a third wheel, the second output end of the differential is connected to one end of the fourth half-shaft, and the other end of the fourth half-shaft is suitable for connecting to a fourth wheel.

2. The electric drive system according to claim 1, characterized in that: The first electric drive assembly further includes: a wheel-end decoupling mechanism, which is used to achieve coupling and decoupling between the differential and the third wheel or to achieve coupling and decoupling between the differential and the fourth wheel.

3. The electric drive system according to claim 2, characterized in that: The wheel end decoupling mechanism is connected between the first output end of the differential and the third half shaft, and is used for coupling and decoupling the first output end of the differential and the third wheel; or, The wheel-end decoupling mechanism is connected between the second output end of the differential and the fourth half-shaft, and is used for coupling and decoupling the second output end of the differential and the fourth wheel.

4. The electric drive system according to claim 2, characterized in that: The differential comprises a housing, planetary gears, a planetary gear shaft, a first side shaft gear and a second side shaft gear, both ends of the planetary gear shaft are connected to the housing and are both equipped with the planetary gears, and the planetary gears are orthogonally meshed with the first side shaft gear and the second side shaft gear at the same time; The housing is the input end of the differential, the first side gear is the first output end of the differential, and the second side gear is the second output end of the differential.

5. The electric drive system according to claim 4, characterized in that: The planetary gears, the first half-shaft gears and the second half-shaft gears are all bevel gears.

6. The electric drive system according to claim 4, characterized in that: The wheel end decoupling mechanism is integrated into the housing; or, The wheel end decoupling mechanism is located outside the housing.

7. The electric drive system according to claim 1, characterized in that: The first reducer comprises a first primary driving gear, a first primary driven gear, a first secondary driving gear and a first secondary driven gear, the first primary driving gear is coaxially connected to the first motor and meshes with the first primary driven gear, the first secondary driving gear is coaxially connected to the first primary driven gear and meshes with the first secondary driven gear, and the first secondary driven gear is coaxially connected to the first half shaft; and / or; The second reducer includes a second first-stage driving gear, a second first-stage driven gear, a second second-stage driving gear and a second second-stage driven gear. The second first-stage driving gear is coaxially connected to the second motor and meshes with the second first-stage driven gear. The second second-stage driving gear is coaxially connected to the second first-stage driven gear and meshes with the second second-stage driven gear. The second second-stage driven gear is coaxially connected to the second half shaft.

8. The electric drive system according to claim 4, characterized in that: The first electric drive assembly also includes a main reducer driving gear and a main reducer driven gear. The main reducer driving gear is connected to the output end of the third reducer, and the main reducer driven gear is fixed on the housing of the differential and meshes with the main reducer driving gear.

9. The electric drive system according to claim 8, characterized in that: The third reducer includes a meshing first gear and a second gear, the first gear is coaxially connected to the output shaft of the third motor, and the second gear is coaxially connected to the main reducer driving gear.

10. The electric drive system according to claim 1, characterized in that: It also includes battery pack and vehicle controller; The first electric drive assembly also includes a front motor controller, the second electric drive assembly also includes a rear motor controller, the vehicle controller is respectively connected to the front motor controller and the rear motor controller by signal, the front motor controller is electrically connected to the third motor, the rear motor controller is respectively electrically connected to the first motor and the second motor, and the battery pack is respectively electrically connected to the front motor controller and the rear motor controller to supply power to the first motor, the second motor and the third motor.

11. The electric drive system according to claim 1, characterized in that: The first half shaft is coaxially arranged with the second half shaft, and the output shaft of the first motor is coaxially arranged with the output shaft of the second motor.

12. The electric drive system according to claim 11, characterized in that: The first motor and the second motor are arranged side by side between the first reducer and the second reducer along the left-right direction of the vehicle, so as to form a rear electric control installation space between the first motor, the second motor, the first reducer and the second reducer; The second electric drive assembly also includes a rear motor controller, which is arranged in the rear electric control installation space.

13. The electric drive system according to claim 12, characterized in that: The output shaft of the first motor is coaxially arranged with the first half-shaft, and the output shaft of the second motor is coaxially arranged with the second half-shaft; or, The output shaft of the first motor is arranged in parallel with the first half shaft and is spaced apart from the first half shaft, and the output shaft of the second motor is arranged in parallel with the second half shaft and is spaced apart from the first half shaft.

14. The electric drive system according to claim 11, characterized in that: The first reducer and the second reducer are arranged side by side between the first half shaft and the second half shaft along the left-right direction of the vehicle, and the first motor and the second motor are arranged side by side on the same side of the first reducer and the second reducer along the left-right direction of the vehicle; The second electric drive assembly further includes a rear motor controller, which is arranged on the same radial side of the first motor and the second motor.

15. The electric drive system according to claim 1, characterized in that: The first semi-shaft is coaxially arranged with the second semi-shaft, and the output shaft of the first motor is parallel to and spaced from the output shaft of the second motor.

16. The electric drive system according to claim 15, characterized in that: The first motor and the second motor are arranged between the first reducer and the second reducer along the left-right direction of the vehicle, and the first motor is arranged radially outward of the second motor; The second electric drive assembly also includes a rear motor controller, which is arranged radially outside the first motor or radially outside the second motor.

17. The electric drive system according to claim 8, characterized in that: The third speed reducer comprises an input shaft, an output shaft, a first gear driving gear, a first gear driven gear, a second gear driving gear, a second gear driven gear and a synchronizer, wherein the first gear driving gear and the second gear driving gear are fixed on the input shaft, the first gear driven gear and the second gear driven gear are loosely sleeved on the output shaft, and the main speed reducer driving gear is fixed on the output shaft; the first gear driving gear is meshed with the first gear driven gear, the second gear driving gear is meshed with the second gear driven gear, and the second gear driven gear is located between the first gear driven gear and the main speed reducer driving gear; The synchronizer is used to selectively engage the first gear driven gear or the second gear driven gear so that the third reducer outputs a first gear speed ratio or a second gear speed ratio; wherein the first gear speed ratio is smaller than the second gear speed ratio.

18. The electric drive system according to claim 17, characterized in that: The third reducer further includes a motor driving gear and a motor driven gear, wherein the motor driving gear is connected to the output shaft of the third motor, and the motor driven gear is disposed on the input shaft and meshes with the motor driving gear.

19. The electric drive system according to claim 1, characterized in that: The third half-shaft, the fourth half-shaft and the differential are coaxially arranged, and the third motor is arranged in parallel and spaced apart from the third half-shaft; or, The third motor, the third half-shaft, the fourth half-shaft and the differential are coaxially arranged.

20. A vehicle, characterized in that: An electric drive system comprising any one of claims 1-19.

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