Electric drive system, axle structure and vehicle

Abstract

The utility model discloses an electric drive system, an axle structure and a vehicle. The electric drive system comprises a motor, a transmission assembly and a clutch assembly, the motor is provided with a motor output shaft, the transmission assembly is provided with a transmission input end and a transmission output end, the motor output shaft is connected with the transmission input end, the clutch assembly comprises a clutch driving part and a clutch driven part, and the transmission output end is connected with the clutch driving part. The clutch driven part is connected with a corresponding wheel on the vehicle, and the clutch driving part is suitable for being coupled and decoupled with the clutch driven part. According to the electric drive system, only one motor is arranged for power output, then power is transmitted to the corresponding wheels through the transmission assembly and the clutch assembly in sequence, the driving structure of the vehicle can be simplified, the weight and the size of the whole driving system can be reduced, the driving system can be arranged on the vehicle more easily, and the working condition efficiency of the motor is also improved.

Description

Technical Field

[0001] This utility model relates to the field of vehicle drive technology, and in particular to an electric drive system, axle structure and vehicle. Background Technology

[0002] In a four-wheel drive vehicle, the torque and speed of each of the four wheels can be controlled independently, resulting in a series of advantages, such as improved vehicle handling. Simultaneously, the four motors can achieve higher power and stronger off-road capability. However, four-motor independent drive four-wheel drive systems are large and heavy, difficult to install on vehicles, have lower operating efficiency, and are expensive. Utility Model Content

[0003] This utility model provides an electric drive system, an axle structure, and a vehicle to solve at least one of the aforementioned technical problems.

[0004] The electric drive system for a vehicle according to this utility model includes:

[0005] An electric motor, the electric motor having an output shaft;

[0006] A transmission assembly having a transmission input end and a transmission output end, wherein the motor output shaft is connected to the transmission input end; and

[0007] A clutch assembly, comprising a clutch driving part and a clutch driven part, wherein the transmission output end is connected to the clutch driving part, and the clutch driven part is connected to a corresponding wheel on the vehicle, and the clutch driving part is adapted to couple and decouple from the clutch driven part.

[0008] The aforementioned electric drive system uses only one motor for power output, and then the power is transmitted to the corresponding wheels sequentially through the transmission assembly and clutch assembly. This simplifies the vehicle's drive structure, reduces the weight and size of the entire drive system, makes it easier to install on the vehicle, and improves the motor's operating efficiency.

[0009] In one optional technical solution of this utility model, the transmission assembly includes:

[0010] The sun gear, the axis of rotation of which forms the transmission input end;

[0011] A gear ring, wherein teeth are formed along the inner wall of the ring, and the sun gear is disposed on the inner side of the gear ring;

[0012] Planetary gears, wherein the planetary gears are disposed between the ring gear and the sun gear, and mesh with the ring gear and the sun gear; and

[0013] A planetary carrier, on which the planetary gears are mounted, forms the transmission output end.

[0014] In one optional technical solution of this utility model, the planetary gear includes:

[0015] A first transmission wheel, wherein the planetary gears are meshed with the sun gear via the first transmission wheel; and

[0016] The second transmission wheel is coaxially connected to the first transmission wheel and the second transmission wheel, and the second transmission wheel meshes with the gear ring.

[0017] In one optional technical solution of this utility model, the diameter of the first transmission wheel and the diameter of the second transmission wheel are different.

[0018] In one optional technical solution of this utility model, the clutch assembly includes two clutches, one clutch connected to a first wheel and the other clutch connected to a second wheel.

[0019] In one optional technical solution of this utility model, the two clutch assemblies are arranged side by side along the axial direction of the transmission output end.

[0020] In one optional technical solution of this utility model, the two clutches are arranged radially nested along the rotation shaft of the transmission output end.

[0021] In one optional technical solution of this utility model, the two clutches are arranged radially along the transmission output end, and at least a portion of the transmission output end is located between the two clutches.

[0022] In one optional technical solution of this utility model, the electric drive system has a first working mode, a second working mode, and a third working mode.

[0023] In the first operating mode, the clutch active part and the clutch driven part are in a semi-engaged state.

[0024] In the second operating mode, the clutch driving part and the clutch driven part are in a fully engaged state.

[0025] In the third operating mode, the clutch driving part and the clutch driven part are in a fully disengaged state.

[0026] In one optional technical solution of this utility model, the motor output shaft is hollow, and the motor is inserted through a half-shaft.

[0027] In one optional technical solution of this utility model, the axis of the motor output shaft coincides with the axis of the output shaft of the clutch assembly.

[0028] The present invention provides a vehicle axle structure including the electric drive system described in any of the above optional technical solutions, wherein the electric drive system is connected to the wheels of the vehicle.

[0029] The aforementioned axle structure uses only one motor for power output, and the power is then transmitted to the corresponding wheels sequentially via the transmission assembly and clutch assembly. This simplifies the vehicle's drive structure, reduces the weight and size of the entire drive system, makes it easier to install on the vehicle, and improves the motor's operating efficiency.

[0030] In one optional technical solution of this utility model, the axle structure is at least one of the front axle and the rear axle of the vehicle.

[0031] One vehicle of this utility model includes the electric drive system described in any of the above optional technical solutions; or the axle structure described in any of the above optional technical solutions.

[0032] The aforementioned vehicle uses only one motor for power output, and the power is then transmitted to the corresponding wheels sequentially via the transmission assembly and clutch assembly. This simplifies the vehicle's drive structure, reduces the weight and size of the entire drive system, makes it easier to install on the vehicle, and improves the motor's operating efficiency.

[0033] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0034] The above and / or additional aspects and advantages of this invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0035] Figure 1 This is a schematic diagram of the structural composition of the axle structure according to an embodiment of the present invention;

[0036] Figure 2 This is a schematic diagram of another structural component of the axle structure according to an embodiment of the present utility model;

[0037] Figure 3 This is a schematic diagram of a vehicle according to an embodiment of the present invention.

[0038] Explanation of key component symbols:

[0039] Electric drive system 100;

[0040] Motor 110, motor output shaft 111;

[0041] Transmission assembly 120, transmission input end 121, transmission output end 122, sun gear 123, gear ring 124, planet gear 125, first transmission gear 1251, second transmission gear 1252, planet carrier 126, planet carrier connecting shaft 1261, transmission housing 1262;

[0042] Clutch assembly 130, clutch driving part 131, clutch driven part 132, clutch 133;

[0043] Axle structure 200;

[0044] Vehicle 300, wheel 310, first wheel 311, second wheel 312. Detailed Implementation

[0045] In the description of this utility model, some of the disclosed content has been shown accordingly in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The following description with reference to the accompanying drawings is exemplary and is only used to explain this utility model, and should not be construed as limiting this utility model.

[0046] In the description of this utility model, many different contents or examples are disclosed to implement different structures of this utility model. In order to simplify the disclosure of this utility model, the components and arrangements of specific examples are described below. Of course, these are merely examples and are not intended to limit this utility model.

[0047] 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. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the stated features. In the description of this utility model, "a plurality of" means two or more, unless otherwise explicitly specified.

[0048] In the description of this utility model, it should be understood that the terms used to indicate orientation or positional relationship (such as "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", etc.) are based on the orientation or positional relationship shown in the accompanying drawings and are only for the convenience of describing this utility model and understanding the corresponding embodiments, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, the terms used to indicate orientation or positional relationship should not be construed as limitations on this utility model.

[0049] In the description of this utility model, unless otherwise expressly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0050] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" 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 or an electrical connection. They can refer to a direct connection or an indirect connection through an intermediate medium, and they can refer to the internal communication of two components or the interaction between two components. For those skilled in the art, the specific meaning of the above terms in this utility model can be understood according to the specific circumstances.

[0051] Please refer to Figure 1 and Figure 2 The electric drive system 100 of a vehicle according to this utility model may include a motor 110, a transmission assembly 120, and a clutch assembly 130. The motor 110 may have a motor output shaft 111. The transmission assembly 120 may have a transmission input end 121 and a transmission output end 122. The motor output shaft 111 may be connected to the transmission input end 121. The clutch assembly 130 may include a clutch driving part 131 and a clutch driven part 132. The transmission output end 122 may be connected to the clutch driving part 131. The clutch driven part 132 may be connected to a corresponding wheel 310 on the vehicle 300. The clutch driving part 131 is adapted to couple and decouple from the clutch driven part 132.

[0052] The electric drive system 100 described above only has one motor 110 for power output. The power is then transmitted to the corresponding wheel 310 via the transmission assembly 120 and the clutch assembly 130. This simplifies the vehicle's drive structure, reduces the weight and size of the entire drive system, makes it easier to install on the vehicle, and improves the operating efficiency of the motor 110.

[0053] Specifically, in Figure 1 and Figure 2In this configuration, the motor 110 can be located on one side of the transmission assembly 120 along the A1 direction. The motor output shaft 111 can extend from the motor 110 in the A2 direction and connect to the transmission input end 121 of the transmission assembly 120. When the motor 110 outputs power, the rotation of the motor output shaft 111 can drive the transmission input end 121 to rotate. As power is transmitted within the transmission assembly 120, the transmission output end 122 will eventually be driven to rotate, thereby achieving the effect of the transmission assembly 120 transmitting power.

[0054] In some cases, the clutch drive 131 may include a base portion (not shown) and a movable portion (not shown). The clutch drive 131 can be fixedly connected to the transmission output end 122 via its base portion. The movable portion of the clutch drive 131 can be disposed on its base portion and can move relative to the clutch driven portion 132 on the base portion. When the transmission output end 122 is driven to rotate, the clutch drive 131 will be driven to rotate by the transmission output end 122. In this case, the movable portion of the clutch drive 131 can move relative to the clutch driven portion 132 and be drive-connected to the clutch driven portion 132, thereby enabling the clutch assembly 130 to transmit power from the clutch drive 131 to the clutch driven portion 132, and then the power is transmitted to the corresponding wheel 310 connected to the clutch assembly 130, ultimately achieving the effect of transmitting power from the motor 110 to the wheel 310. Correspondingly, the movable part of the clutch driving part 131 can also move relative to the clutch driven part 132 and be spaced apart from the clutch driven part 132, thereby disconnecting the power transmission between the clutch driving part 131 and the clutch driven part 132, and the power will not be transmitted to the wheel 310.

[0055] exist Figure 1 and Figure 2 In the clutch assembly 130, two clutches 133 may be included. Each clutch 133 may include a clutch driving part 131 and a clutch driven part 131. It is understood that the clutch driving parts 131 of each clutch 133 can be controlled independently, so that the power transmitted by the motor 110 to each wheel 310 can be independent, thereby realizing the driving effect of the electric drive system 100 under different driving scenarios of the vehicle 300.

[0056] In some cases, for the clutch assembly 130, the clutch driving part 131 and the clutch driven part 132 may have metal plate structures. The coupling between the clutch driving part 131 and the clutch driven part 132 can be achieved by the metal plates on the clutch driving part 131 and the metal plates on the clutch driven part 132 being attached and pressed together, thereby forming a force transmission between the two metal plates. The decoupling between the clutch driving part 131 and the clutch driven part 132 can be achieved by the metal plates on the clutch driving part 131 and the metal plates on the clutch driven part 132 being moved away from each other and spaced apart, thereby breaking the force transmission between the two.

[0057] In other cases, for the clutch assembly 130, the clutch driving part 131 and the clutch driven part 132 may have a gear structure. The coupling between the clutch driving part 131 and the clutch driven part 132 can be that the gear teeth on the clutch driving part 131 and the gear teeth on the clutch driven part 132 contact and mesh with each other, thereby forming a force transmission between the gear teeth of the two. The decoupling between the clutch driving part 131 and the clutch driven part 132 can be that the gear teeth on the clutch driving part 131 and the gear teeth on the clutch driven part 132 move away from each other and are spaced apart, thereby breaking the force transmission between the two.

[0058] In addition, in some cases, the coupling between the clutch driving part 131 and the clutch driven part 132 can be fully coupled, that is, the two can maintain the same rotation (they rotate at the same speed) through the friction between them. The coupling between the clutch driving part 131 and the clutch driven part 132 can also be partially coupled, that is, there is a certain amount of friction between them, but the friction is not enough to keep them rotating at the same speed. That is, when the clutch driving part 131 drives the clutch driven part 132 to rotate, the clutch driving part 131 can slip relative to the clutch driven part 132, so that the speed of the clutch driven part 132 is different from the speed of the clutch driving part 131.

[0059] Please refer to Figure 1 and Figure 2 In this utility model, the transmission assembly 120 may include a sun gear 123, a gear ring 124, a planet gear 125, and a planet carrier 126.

[0060] The rotation shaft of the sun gear 123 can form a transmission input end 121. The ring gear 124 can have teeth formed along its inner wall. The sun gear 123 can be disposed inside the ring of the ring gear 124. Planet gears 125 can be disposed between the ring gear 124 and the sun gear 123, and mesh with both. Planet gears 125 can be disposed on a planet carrier 126. The planet carrier 126 can connect to the rotation shaft of the planet gears 125. The planet carrier 126 can form a transmission output end 122.

[0061] This helps to improve the transmission ratio between the transmission output end 122 and the transmission input end 121.

[0062] Specifically, in Figure 1 and Figure 2 In this configuration, the transmission assembly 120 can be arranged around axis L. Along axis L, the rotation shaft of the sun gear 123 can be coaxially connected to the transmission input end 121. There are at least two planet gears 125. At least two planet gears 125 are spaced apart around axis L on the outer edge of the sun gear 123 and are meshed with the sun gear 123. Different planet gears 125 can have the same structural dimensions. The ring gear 124 can be annular, and its axis can coincide with axis L. The inner wall of the ring gear 124 can be the side facing axis L. Teeth are arranged around axis L on the inner wall of the ring gear 124. The rotation shaft of each planet gear 125 is connected to the planet carrier 126.

[0063] When the transmission assembly 120 is transmitting power, the sun gear 123 is driven to rotate, which in turn causes the planetary gears 125 on its outer side to rotate. Specifically, the planetary gears 125 can revolve around the axis L and simultaneously rotate around their own axes of rotation. The axes of rotation of the planetary gears 125 can form the transmission output end 122. The revolution of the planetary gears 125 can correspondingly drive the planet carrier 126 to rotate around the axis L, which allows the transmission output end 122 to drive the clutch drive unit 131 to rotate around the axis L.

[0064] It is understandable that when the planetary gear 125 is meshed with the sun gear 123, the planetary gear 125 will also mesh with the ring gear 124 on the inner side of the ring gear 124. This allows the sun gear 123, planetary gear 125 and ring gear 124 to form a planetary gear train. Through the meshing of different gear tooth structures, the transmission ratio between the transmission input end 121 and the transmission output end 122 can be increased.

[0065] Additionally, please combine Figure 1 and Figure 2 In some cases, the planet carrier 126 may include a planet carrier connecting shaft 1261 and a transmission housing 1262. The planet carrier connecting shaft 1261 may be coaxially connected to the rotation shaft of the planet gears 125. The planet carrier connecting shaft 1261 may be connected to the transmission housing 1262. The transmission housing 1262 may form a transmission output end 122.

[0066] Specifically, the number of planetary carrier connecting shafts 1261 can be at least two, and each planetary carrier connecting shaft 1261 can be coaxially connected to the rotating shaft on a corresponding planetary gear 125. Different planetary carrier connecting shafts 1261 can be rigidly connected to the transmission housing 1262, so that different planetary carrier connecting shafts 1261 can cooperate to drive the transmission housing 1262 to rotate.

[0067] Based on the above, the transmission housing 1262 can be arranged in a ring-shaped structure around the axis L. For the clutch 133, the clutch driving part 131 can be located on the outer side of the ring of the transmission housing 1262, or it can be located on the inner side of the ring of the transmission housing 1262. Different clutches 133 can be located simultaneously on the inner side of the ring of the transmission housing 1262, or simultaneously on the outer side of the ring of the transmission housing 1262. Correspondingly, different clutches 133 can be located on the inner side and outer side of the ring of the transmission housing 1262, respectively. Alternatively, the transmission housing 1262 can also be arranged in a cylindrical structure around the axis L, and different clutches 133 can be arranged on the arc surface of the transmission housing 1262.

[0068] It is understandable that since the transmission output end 122 transmits power in a rotating manner, setting the transmission housing 1262 into a ring-shaped or cylindrical structure can keep the distance between the contact position of the clutch driving part 131 and the clutch driven part 132 relative to the axis L basically unchanged. This can improve the coupling stability between the clutch driving part 131 and the clutch driven part 132, and the power will ultimately be manifested as driving the wheel 310 to rotate or braking the wheel 310 to rotate. That is, the power is always manifested in the form of rotation, which can reduce the loss of power during transmission.

[0069] Please refer to Figure 1 and Figure 2 In this invention, the planetary gear 125 may include a first transmission gear 1251 and a second transmission gear 1252. The planetary gear 125 can be meshed with the sun gear 123 via the first transmission gear 1251. The first transmission gear 1251 can be coaxially connected with the second transmission gear 1252. The second transmission gear 1252 is meshed with the gear ring 124.

[0070] In this way, the transmission effect between the sun gear 123 and the ring gear 124 can be achieved.

[0071] Specifically, in Figure 1 and Figure 2In this configuration, when the sun gear 123 is driven by the motor 110, it drives the first transmission wheel 1251, which meshes with the sun gear 123, to revolve around the axis L. The first transmission wheel 1251 and the second transmission wheel 1252 can be coaxially and fixedly connected, allowing the second transmission wheel 1252 to revolve around the axis L driven by the first transmission wheel 1251. The second transmission wheel 1252 meshes with the gear ring 124, causing the gear ring 124 to rotate around the axis L.

[0072] Please refer to Figure 1 and Figure 2 In this utility model, the diameter of the first transmission wheel 1251 is different from the diameter of the second transmission wheel 1252.

[0073] This facilitates the adjustment of the transmission ratio between the transmission output end 122 and the transmission input end 121.

[0074] Specifically, in Figure 1 and Figure 2 In the planetary gear 125, the first transmission gear 1251 is located at the end facing the A2 direction, and the second transmission gear 1252 is located at the end facing the A1 direction. The rotation axis of the planetary gear 125 can be parallel to the axis L. It can be understood that the diameters of the first transmission gear 1251 and the second transmission gear 1252 are different, which can correspondingly change the transmission ratio between the transmission output end 122 and the transmission input end 121, thereby allowing the transmission ratio to be adjusted as expected.

[0075] In some cases, the diameter of the first transmission wheel 1251 can be larger than the diameter of the second transmission wheel 1252, which increases the transmission ratio between the transmission output end 122 and the transmission input end 121. Conversely, the diameter of the first transmission wheel 1251 can be smaller than the diameter of the second transmission wheel 1252, which decreases the transmission ratio between the transmission output end 122 and the transmission input end 121.

[0076] Please refer to Figure 1 In this invention, the clutch assembly 130 may include two clutches 133. One clutch 133 is connected to the first wheel 311, and the other clutch 133 is connected to the second wheel 312.

[0077] In this way, the effect of independent clutch drive or braking for each wheel can be achieved.

[0078] Specifically, in Figure 1In this configuration, each clutch 133 includes a clutch driving part 131 and a clutch driven part 132. One clutch 133 is connected to the first wheel 311 via its clutch driven part 132, and the other clutch 133 is connected to the second wheel 312 via its clutch driven part 132. The two clutches 133 can operate independently, allowing for independent driving and braking of the first wheel 311 and the second wheel 312.

[0079] Please refer to Figure 1 In this invention, two clutches 133 can be arranged side by side along the axial direction of the transmission output end 122. This improves the versatility between different clutches 133.

[0080] Specifically, in Figure 1 In this configuration, the axial direction of the transmission output end 122 can be parallel to the axis L. Two clutches 133 are spaced apart along the axis L. The rotation shafts of the clutch driven parts 132 of the two clutches 133 can coincide with the axis L. The clutch driving part 131 can be radially arranged along the axis L on the outer edge of the corresponding clutch driven part 132.

[0081] In some cases, the clutch driven part 132 may have a plate-like structure. The planes in which the two clutch driven parts 132 are located are parallel to each other. The clutch driving part 131 may come into contact with the plate-like edge of the clutch driven part 132 along at least one of the A1 and A2 directions to couple or decouple from each other, and each clutch 133 can be independently controlled to achieve this effect.

[0082] Based on the above, for different clutches 133, the relative positions between the clutch driving part 131 and the clutch driven part 132 are consistent. The main difference lies in the different positions along the axis L relative to the transmission output end 122. This allows different clutches 133 to adopt the same specifications. When maintaining and replacing them, it is not necessary to prepare clutches 133 of different specifications, thereby improving the versatility between clutches 133.

[0083] Please refer to Figure 2 In this invention, the two clutches 133 can be radially nested along the rotation axis of the transmission output end 122.

[0084] This helps to reduce the axial space requirement of the electric drive system 100.

[0085] Specifically, in Figure 2In this configuration, the rotation shaft of the transmission output end 122 can be parallel to the axis L. Along a radial direction perpendicular to the axis L, one clutch 133 is positioned close to the axis L, and the other clutch 133 is positioned away from the axis L, with a gap between the two clutches 133. The clutch 133 close to the axis L can be configured as a ring or column, while the clutch 133 away from the axis L is configured as a ring. Along the direction of the axis L, the diameter of the clutch 133 close to the axis L is smaller than the diameter of the clutch 133 away from the axis L; that is, the two clutches 133 are radially nested.

[0086] Based on the above, a portion of the structure of the transmission output end 122 can be located in the gap between the two clutches 133, such that one clutch 133 is located outside the ring of the transmission output end 122, and the other clutch 133 is located inside the ring of the transmission output end 122. For the clutch 133 located outside the ring, the clutch driving part 131 can be provided on the surface of the transmission output end 122 facing the outside of the ring, and the clutch driven part 132 is located outside the ring of the transmission output end 122. For the clutch 133 located inside the ring, the clutch driving part 131 can be provided on the surface of the transmission output end 122 facing the inside of the ring, and the clutch driven part 132 is located inside the ring of the transmission output end 122.

[0087] It is understood that the two clutches 133 are nested together, which can be considered as different clutches 133 being radially stacked along the axis L. This can reduce the axial space occupied by the clutch assembly 130, and the size formed by the clutch assembly 130 along the axis L can be designed to be smaller, thereby reducing the axial space occupied by the electric drive system 100.

[0088] Furthermore, in this invention, the two clutches 133 can be arranged radially along the rotation axis of the transmission output end 122. At least a portion of the transmission output end 122 can be located between the two clutches 133.

[0089] This reduces the space required.

[0090] Specifically, the radial arrangement along the rotating shaft of the transmission output end 122 can reduce the overall length of the shaft, which is beneficial to reducing space occupation.

[0091] Please refer to Figure 1 and Figure 2 In this utility model, the electric drive system 100 may have a first working mode, a second working mode and a third working mode.

[0092] In the first operating mode, the clutch driving unit 131 and the clutch driven unit 132 are in a partially engaged state. In the second operating mode, the clutch driving unit 131 and the clutch driven unit 132 are in a fully engaged state. In the third operating mode, the clutch driving unit 131 and the clutch driven unit 132 are in a fully disengaged state.

[0093] In this way, the driving needs of vehicle 300 in different driving scenarios can be met.

[0094] Specifically, the clutch drive unit 131 and the clutch driven unit 132 are in a semi-clutch state, that is, the clutch drive unit 131 and the clutch driven unit 132 are not fully coupled. The clutch driven unit 132 will partially transmit the power at the clutch drive unit 131. This makes the magnitude of the power finally transmitted to the wheel 310 adjustable, so that a specific amount of power and torque can be applied to the wheel 310, and the torque vector control and independent drive functions of the vehicle 300 can be realized.

[0095] The clutch driving part 131 and the clutch driven part 132 are in a fully engaged state, meaning they are completely coupled, and the clutch driven part 132 fully transmits the power from the clutch driving part 131. Please refer to... Figure 1 and Figure 2 When the electric drive system 100 is in the second working mode, both clutches 133 are fully engaged, which allows the two clutch driven parts 132 to form a rigid connection through the transmission output end 122. The transmission between the wheel 310 on the A1 side and the wheel 310 on the A2 side can be kept consistent and rotate synchronously, thus realizing the differential lock function of the vehicle 300.

[0096] The clutch driving part 131 and the clutch driven part 132 are in a fully disengaged state, meaning they are completely decoupled, and the clutch driven part 132 does not transmit power from the clutch driving part 131. Please refer to... Figure 1 and Figure 2 When the electric drive system 100 is in the third working mode, both clutches 133 will be fully disengaged. The wheels 310 on the A1 side and the wheels 310 on the A2 side will no longer receive power from the motor 110, thus realizing the wheel-end decoupling function of the vehicle 300.

[0097] Please refer to Figure 1 and Figure 2 In this invention, the motor output shaft 111 can be hollow. The motor 110 can pass through the half shaft.

[0098] This makes it easier to arrange the motor 110.

[0099] It is understandable that by having the motor 110 pass through the half-shaft, the motor 110 does not need to be separately designed to avoid the half-shaft used for transmission. This makes the overall structure of the electric drive system 100 more compact, thus facilitating the arrangement of the motor 110.

[0100] Please refer to Figure 1 and Figure 2 In this invention, the axis of the motor output shaft 111 can coincide with the axis of the output shaft of the clutch assembly 130.

[0101] This allows the electric drive system 100 to have a compact overall structure, making it easy to install on the vehicle 300.

[0102] Specifically, in Figure 1 and Figure 2 In this configuration, the axis of the motor output shaft 111 and the axis of the output shaft of the clutch assembly 130 can both be represented as axis L. The motor output shaft 111 can be a hollow tube structure, and the output shaft of one of the clutch assemblies 130 can extend along the A1 direction and pass through the space inside the motor output shaft 111, and then be connected to the wheel 310 located on one side in the A1 direction.

[0103] It is understandable that the coincidence of the axes can prevent structural interference between the output shaft of the motor 111 and the output shaft of the clutch assembly 130 during rotation. The two output shafts can be set as close as possible, which means that the arrangement of the motor 110 on the vehicle 300 is not limited by the space of the output shaft of the clutch driven part 132. The motor 110, the transmission assembly 120 and the clutch assembly 130 can also be arranged in a compact structure, which ultimately facilitates the arrangement of the electric drive system 100 on the vehicle 300.

[0104] Please refer to Figure 1 and Figure 2 The axle structure 200 of a vehicle according to this utility model may include an electric drive system 100. The electric drive system 100 may be connected to the wheels 310 of the vehicle 300.

[0105] The aforementioned axle structure 200 only has one motor 110 for power output. The power is then transmitted to the corresponding wheel 310 via the transmission assembly 120 and the clutch assembly 130. This simplifies the vehicle's drive structure, reduces the weight and volume of the entire drive system, makes it easier to install on the vehicle, and improves the operating efficiency of the motor 110.

[0106] In this invention, the axle structure 200 can be at least one of the front axle and the rear axle of the vehicle 300.

[0107] Specifically, the vehicle 300 can achieve front-wheel drive by using the axle structure 200 of this utility model as the front axle; the vehicle 300 can achieve rear-wheel drive by using the axle structure 200 of this utility model as the rear axle; and the vehicle 300 can achieve four-wheel drive by using the axle structure 200 of this utility model as both the front and rear axles.

[0108] Please refer to Figures 1 to 3 The vehicle 300 of this utility model may include an electric drive system 100 or an axle structure 200.

[0109] The aforementioned vehicle 300 is equipped with only one motor 110 for power output. The power is then transmitted to the corresponding wheel 310 via the transmission assembly 120 and the clutch assembly 130. This simplifies the vehicle's drive structure, reduces the weight and volume of the entire drive system, makes it easier to install on the vehicle, and improves the operating efficiency of the motor 110.

[0110] Specifically, in Figure 3 In the diagram, direction A3 can represent the front direction of vehicle 300, and direction A4 can represent the rear direction of vehicle 300.

[0111] The electric drive system 100 can be disposed on the side of the vehicle 300 closer to the A3 direction, thereby applying torque or power to the front wheels of the vehicle 300. The electric drive system 100 can also be disposed on the side of the vehicle 300 closer to the A4 direction, thereby applying torque or power to the rear wheels of the vehicle 300.

[0112] The axles of vehicle 300 may include a front axle and a rear axle. Axle structure 200 can serve as one of the front and rear axles, providing torque or power to the front or rear wheels of vehicle 300. Both the front and rear axles can also be configured as axle structure 200, thereby enabling four-wheel drive functionality of vehicle 300.

[0113] In addition, when the axle structure 200 is one of the front axle and the rear axle, a transmission structure can be provided between the front axle and the rear axle, so that the axle structure 200 can also transmit torque or power to the other of the front axle and the rear axle.

[0114] Although embodiments of the present invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to the embodiments of the present invention without departing from the principles and spirit of the present invention, the scope of which is defined by the claims and their equivalents.

Claims

1. An electric drive system of a vehicle, characterized by, The electric drive system comprises: an electric motor having a motor output shaft; a transmission assembly having a transmission input end and a transmission output end, the motor output shaft being connected to the transmission input end; and a clutch assembly comprising a clutch driving part and a clutch driven part, the transmission output end being connected to the clutch driving part, the clutch driven part being in driving connection with a corresponding wheel of the vehicle, the clutch driving part being adapted to be coupled and decoupled with the clutch driven part.

2. The electric drive system of claim 1, wherein, The transmission assembly comprises: a sun gear, an axis of rotation of the sun gear forming the transmission input end; a ring gear, the ring gear being formed with teeth along an inner ring wall, the sun gear being disposed inside the ring gear; planet gears, the planet gears being disposed between the ring gear and the sun gear and being in meshing connection with the ring gear and the sun gear; and a planet carrier, the planet gears being disposed in the planet carrier, the planet carrier forming the transmission output end.

3. The electric drive system of claim 2, wherein, The planet gears comprise: a first transmission gear, the planet gears being in meshing connection with the sun gear through the first transmission gear; and a second transmission gear, the first transmission gear and the second transmission gear being coaxially connected, the second transmission gear being in meshing connection with the ring gear.

4. The electric drive system of claim 3, wherein, The diameter of the first transmission gear and the diameter of the second transmission gear are different.

5. The electric drive system of claim 1, wherein, The clutch assembly comprises two clutches, one of the clutches being connected to a first wheel and the other of the clutches being connected to a second wheel.

6. The electric drive system of claim 5, wherein, The two clutches are disposed side by side along an axial direction of the transmission output end.

7. The electric drive system of claim 5, wherein, The two clutches are disposed in a nested manner along a radial direction of an axis of rotation of the transmission output end.

8. The electric drive system of claim 5, wherein, The two clutches are disposed in a radial arrangement along a radial direction of the transmission output end, at least a portion of the transmission output end being located between the two clutches.

9. The electric drive system of claim 1, wherein, The electric drive system has a first working mode, a second working mode and a third working mode, in the first working mode, the clutch driving part and the clutch driven part are in a half-clutch state, in the second working mode, the clutch driving part and the clutch driven part are in a full-engagement state, in the third working mode, the clutch driving part and the clutch driven part are in a full-separation state.

10. The electric drive system of claim 1, wherein, The motor output shaft is hollow, and a half shaft passes through the motor.

11. The electric drive system of claim 10, wherein, An axis of the motor output shaft coincides with an axis of an output shaft of the clutch assembly.

12. An axle structure of a vehicle, characterized by comprising: The axle structure comprises the electric drive system according to any one of claims 1-11, the electric drive system being connected to the wheels of the vehicle.

13. The axle structure of claim 12, wherein, The axle structure is at least one of a front axle and a rear axle of the vehicle.

14. A vehicle characterized by comprising: comprises: the electric drive system according to any one of claims 1-11; or the axle structure according to claim 12 or 13. ​

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