An electric drive assembly and vehicle

Abstract

In order to solve the problem of high cost and large size of the motor used to ensure the wheel end torque in the distributed electric drive system, the application provides an electric drive assembly and a vehicle. The electric drive assembly comprises a first motor, a second motor, a first wheel end, a second wheel end, a first transmission assembly and a second transmission assembly. The first transmission assembly is connected with the first motor and the first wheel end for power transmission, and the second transmission assembly is connected with the second motor and the second wheel end for power transmission. The first transmission assembly and the second transmission assembly are both three-stage reduction structures, and the transmission shafts of each sub-assembly of the first transmission assembly are parallel to each other, and the transmission shafts of each sub-assembly of the second transmission assembly are parallel to each other.

Description

Technical Field

[0001] This utility model relates to the field of transmission systems for new energy vehicles, and more specifically to an electric drive assembly and vehicle. Background Technology

[0002] Currently, most reducers used in new energy electric drive systems are two-stage reducers, which consist of three parallel drive shafts and two pairs of meshing gears. Power is transmitted through the gears mounted on the drive shafts via the input shaft, intermediate shaft, and output shaft, achieving the function of speed reduction and torque increase.

[0003] The prior art discloses an electric drive system, including a first electric drive assembly and a second electric drive assembly. The first electric drive system drives the wheels on both sides with a single motor, and the second electric drive system drives the wheels on both sides with two motors respectively. Compared with traditional four-wheel drive vehicles, it does not reduce the overall performance, but significantly reduces the cost of the whole vehicle by reducing the number of motors used, thereby balancing cost and overall vehicle performance.

[0004] However, in this design, the second electric drive system only transmits power through a two-stage parallel shaft reducer. The two-stage parallel shaft reducer can only provide a limited speed ratio. In order to meet the output torque at the wheel end, the motor needs to provide a larger input torque, which increases the cost and size of the motor.

[0005] Therefore, it is essential to find a transmission solution that can balance wheel-end output torque and motor cost. Summary of the Invention

[0006] To address the issue of high cost and large size of motors in distributed electric drive systems due to the need to ensure wheel-end torque, this application provides an electric drive assembly and vehicle.

[0007] The technical solution of this utility model is as follows: This application provides an electric drive assembly, including a first motor, a second motor, a first wheel end, a second wheel end, a first transmission assembly, and a second transmission assembly; The first transmission assembly connects the first motor and the first wheel end for power transmission, and the second transmission assembly connects the second motor and the second wheel end for power transmission. Both the first transmission assembly and the second transmission assembly have a three-stage reduction structure, and the drive shafts of each sub-assembly of the first transmission assembly are parallel to each other, as are the drive shafts of each sub-assembly of the second transmission assembly.

[0008] Preferably, the first transmission assembly and the second transmission assembly are arranged between the first motor and the second motor.

[0009] Preferably, the first transmission assembly includes a first input shaft sub-assembly, a first intermediate shaft assembly, a second intermediate shaft assembly, and a first output shaft assembly, wherein the transmission shafts of each sub-assembly of the first transmission assembly are parallel to each other; The second transmission assembly includes a second input shaft sub-assembly, a third intermediate shaft assembly, a fourth intermediate shaft assembly, and a second output shaft assembly, wherein the transmission shafts of each sub-assembly of the second transmission assembly are parallel to each other.

[0010] Preferably, the first input shaft assembly includes a first motor output shaft, and a first drive gear is disposed on the first motor output shaft; The first intermediate shaft sub-assembly includes a first intermediate shaft, on which a first driven gear and a second driving gear are disposed; The second intermediate shaft sub-assembly includes a second intermediate shaft, on which a second driven gear and a third driving gear are disposed; The first output shaft assembly includes a first output shaft, on which a third driven gear is disposed; The torque of the first motor is input to the first intermediate shaft assembly through the meshing of the first driving gear and the first driven gear; then through the meshing of the second driving gear and the second driven gear, the power is input to the second intermediate shaft assembly; finally, through the meshing of the third driving gear and the third driven gear, the power is output to the first wheel end.

[0011] Preferably, the second input shaft assembly includes a second motor output shaft, and a fourth drive gear is provided on the second motor output shaft; The third intermediate shaft sub-assembly includes a third intermediate shaft, on which a fourth driven gear and a fifth driving gear are disposed; The fourth intermediate shaft sub-assembly includes a fourth intermediate shaft, on which a fifth driven gear and a sixth driving gear are disposed; The second output shaft assembly includes a second output shaft, on which a sixth driven gear is provided; The torque of the second motor is input to the third intermediate shaft assembly through the meshing of the fourth driving gear and the fourth driven gear; then through the meshing of the fifth driving gear and the fifth driven gear, the power is input to the fourth intermediate shaft assembly; finally, through the meshing of the sixth driving gear and the sixth driven gear, the power is output to the second wheel end.

[0012] Preferably, the distance between the second intermediate shaft and the first motor output shaft is the greatest, and the distance between the first intermediate shaft and the first motor output shaft is equal to the distance between the first output shaft and the first motor output shaft.

[0013] Preferably, the distance between the fourth intermediate shaft and the second motor output shaft is the greatest, and the distance between the third intermediate shaft and the second motor output shaft is equal to the distance between the second output shaft and the second motor output shaft.

[0014] Preferably, the first motor and the second motor are arranged between the first transmission assembly and the second transmission assembly.

[0015] Preferably, the first motor and the second motor are arranged symmetrically in the Y direction of the vehicle, and the first transmission assembly and the second transmission assembly are arranged symmetrically in the Y direction of the vehicle.

[0016] A vehicle, characterized in that it includes the electric drive assembly as described in any one of claims 9.

[0017] The beneficial effects of this invention are as follows: Designing the electric drive system's transmission assembly as a three-stage parallel-shaft drive provides a higher speed ratio than a two-stage parallel-shaft drive. Through the series synthesis of multiple gears, the system achieves a higher reduction torque amplification effect. Simultaneously, this increased transmission ratio resulting from the increased number of stages provides greater tuning flexibility for optimizing the vehicle's power and fuel economy.

[0018] In terms of power transmission characteristics, under the same motor output torque, the three-stage reduction structure can output greater wheel-end torque than the two-stage reduction structure, improving the vehicle's acceleration performance and climbing ability, and enhancing the vehicle's power.

[0019] In terms of cost and space optimization, for the same wheel-end torque output, the three-stage reduction structure requires significantly less motor input torque than the two-stage reduction structure. This feature allows the electric drive system to use smaller and lower-cost motors during design, thereby bringing greater flexibility to the overall vehicle layout and reducing the cost of the electric drive system. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the electric drive assembly in the first embodiment of this application; Figure 2 This is a schematic diagram of the electric drive assembly in the second embodiment of this application; Figure 3 This is a schematic diagram of the electric drive assembly in the third embodiment of this application; Reference numerals: 1-First motor; 2-Second motor; 3-First wheel end; 4-Second wheel end; 5-First transmission assembly; 6-Second transmission assembly; 51-First input shaft assembly; 511-First motor output shaft; 512-First driving gear; 52-First intermediate shaft assembly; 521-First driven gear; 522-First intermediate shaft; 523-Second driving gear; 53-Second intermediate shaft assembly; 531-Second driven gear; 532-Second intermediate shaft; 533-Third driving gear; 54-First output... Shaft assembly; 541-First output shaft; 542-Third driven gear; 61-Second input shaft assembly; 611-Second motor output shaft; 612-Fourth driving gear; 62-Third intermediate shaft assembly; 621-Fourth driven gear; 622-Third intermediate shaft; 623-Fifth driving gear; 63-Fourth intermediate shaft assembly; 631-Fifth driven gear; 632-Fourth intermediate shaft; 633-Sixth driving gear; 64-Second output shaft assembly; 641-Second output shaft; 642-Sixth driven gear. Detailed Implementation

[0021] To facilitate understanding by those skilled in the art, the present utility model patent is further described below with reference to the accompanying drawings. While the description is quite detailed, it should not be construed as limiting the scope of the present utility model patent. Obvious variations and substitutions of the following examples are all within the protection scope of this patent.

[0022] First embodiment.

[0023] Figure 1 The electric drive assembly shown in the first embodiment of this application includes a first motor 1, a second motor 2, a first wheel end 3, a second wheel end 4, a first transmission assembly 5, and a second transmission assembly 6.

[0024] The first and second motors are arranged symmetrically in the Y-direction, as are the first and second transmission assemblies. Each wheel is driven to rotate by a motor and transmission assembly on its corresponding side, allowing the wheels on both sides to be driven independently.

[0025] Specifically, the power to both wheel ends is independently controlled by the first motor 1 and the second motor 2. The first transmission assembly 5 connects the first motor 1 and the first wheel end 3 for power transmission, and the second transmission assembly 6 connects the second motor 2 and the second wheel end 4 for power transmission.

[0026] The electric drive system is arranged with the motors on both sides and the transmission assembly in the middle. In the first transmission assembly 5, with the first motor output shaft 511 as the reference, the first intermediate shaft 522, the second intermediate shaft 532, and the first output shaft 541 are all located on the same side of the first motor output shaft 511, with their distances from it increasing sequentially in the vehicle's direction of travel. The arrangement of the second transmission assembly 6 is symmetrical to the arrangement of the first transmission assembly 5, with the Y-axis centerline as the reference.

[0027] The first transmission assembly 5 includes a first input shaft assembly 51, a first intermediate shaft assembly 52, a second intermediate shaft assembly 53, and a first output shaft assembly 54, with the transmission shafts of each assembly being parallel to each other. The torque of the first motor 1 is input to the first intermediate shaft assembly 52 through the meshing of the first driving gear 512 and the first driven gear 521 on the first motor output shaft 511; then, through the meshing of the second driving gear 523 and the second driven gear 531, the power is input to the second intermediate shaft assembly 53; finally, through the meshing of the third driving gear 533 and the third driven gear 542, the power is output to the first wheel end 3.

[0028] The second transmission assembly 6 includes a first input shaft assembly 61, a first intermediate shaft sub-assembly 62, a second intermediate shaft assembly 63, and a first output shaft assembly 64, with the transmission shafts of each assembly being parallel to each other. The torque of the second motor 2 is input to the third intermediate shaft sub-assembly 62 through the meshing of the fourth driving gear 612 and the fourth driven gear 621 on the output shaft 611; then, through the meshing of the fifth driving gear 623 and the fifth driven gear 631, the power is input to the fourth intermediate shaft assembly 63; finally, through the meshing of the sixth driving gear 633 and the sixth driven gear 642, the power is output to the second wheel end 4.

[0029] Both the first transmission assembly 5 and the second transmission assembly 6 are three-stage reduction structures. Through the synergistic action of multiple gears, they achieve the function of speed reduction and torque increase. Compared with the traditional two-stage transmission scheme, the three-stage transmission system can achieve a larger reduction ratio, enhance the speed reduction and torque increase effect, and also provide a wider range of technical parameter adjustment space for optimizing the overall vehicle power performance.

[0030] From the perspective of power output characteristics, under the same motor output torque, the three-stage reduction structure can output greater wheel-end torque than the traditional two-stage structure. This directly improves the vehicle's acceleration and climbing performance, making the vehicle's power performance more outstanding.

[0031] In terms of system cost and space optimization, under the same wheel-end output torque, the three-stage reduction design can significantly reduce the input torque required by the motor, allowing the electric drive system to choose a smaller and lower-cost motor configuration, thereby improving the flexibility of system layout, effectively reducing the overall manufacturing cost, and also providing greater possibilities for the space optimization design of the whole vehicle.

[0032] Second Embodiment Figure 2 The electric drive assembly provided in the second embodiment of this application differs from that in the first embodiment mainly in the arrangement of the shaft system of the transmission system. In the first transmission assembly 5 of the second embodiment, taking the first motor output shaft 511 as a reference, although the first intermediate shaft 522, the second intermediate shaft 532, and the first output shaft 541 are all located on the same side of the first motor output shaft 511, the distances of the three shafts from the first motor output shaft 511 are arranged differently. The second intermediate shaft 532 is the farthest away, while the first intermediate shaft 522 and the first output shaft 541 are equidistant and located in the middle position.

[0033] Compared to the first embodiment, the second embodiment significantly reduces the X-axis length and has a more compact layout, but it requires the use of a smaller motor, which places higher demands on the selection of the motor.

[0034] Third embodiment.

[0035] Figure 3 The electric drive assembly provided in the third embodiment of this application differs from that in the first embodiment mainly in the arrangement of the motor. In the third embodiment, the electric drive is arranged with the motor in the middle and the transmission assembly on both sides, providing a new arrangement.

[0036] It should be noted that the various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0037] Although preferred embodiments of the present invention have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of the present invention.

[0038] It should also be noted that, in this document, the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicating orientation or positional relationships based on the orientation or positional relationships shown in the accompanying drawings, are used for ease of description and simplification of the present invention, and do not indicate or imply that the device or component referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the present invention. Furthermore, relational terms such as "first" and "second" are used to distinguish one entity or operation from another entity or operation, without necessarily requiring or implying any such actual relationship or order between these entities or operations, nor should they be construed as indicating or implying relative importance. Moreover, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or terminal device that comprises a list of elements does not include those elements, but also includes other elements not expressly listed, or elements inherent to such a process, method, article, or terminal device. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or terminal device that includes the element.

[0039] The technical solution provided by this utility model has been described in detail above. Specific examples have been used to illustrate the principle and implementation of this utility model. The descriptions of the above embodiments are only for the purpose of helping to understand this utility model, and the content of this specification should not be construed as a limitation of this utility model. Furthermore, for those skilled in the art, there will be different forms of changes in the specific implementation methods and application scope based on this utility model. It is neither necessary nor possible to exhaustively list all implementation methods here, but obvious changes or modifications derived therefrom are still within the protection scope of this utility model.

Claims

1. An electric drive assembly, characterized in that, It includes a first motor (1), a second motor (2), a first wheel end (3), a second wheel end (4), a first transmission assembly (5), and a second transmission assembly (6); The first transmission assembly (5) connects the first motor (1) and the first wheel end (3) for power transmission, and the second transmission assembly (6) connects the second motor (2) and the second wheel end (4) for power transmission; Both the first transmission assembly (5) and the second transmission assembly (6) have a three-stage reduction structure, and the transmission shafts of each sub-assembly of the first transmission assembly (5) are parallel to each other, and the transmission shafts of each sub-assembly of the second transmission assembly (6) are parallel to each other.

2. The electric drive assembly according to claim 1, characterized in that, The first transmission assembly (5) and the second transmission assembly (6) are arranged between the first motor (1) and the second motor (2).

3. The electric drive assembly according to claim 2, characterized in that, The first transmission assembly (5) includes a first input shaft sub-assembly (51), a first intermediate shaft assembly (52), a second intermediate shaft assembly (53) and a first output shaft assembly (54), and the transmission shafts of each sub-assembly of the first transmission assembly (5) are parallel to each other; The second transmission assembly (6) includes a second input shaft sub-assembly (61), a third intermediate shaft assembly (62), a fourth intermediate shaft assembly (63), and a second output shaft assembly (64), wherein the transmission shafts of each sub-assembly of the second transmission assembly (6) are parallel to each other.

4. The electric drive assembly according to claim 3, characterized in that, The first input shaft assembly (51) includes a first motor output shaft (511), and a first drive gear (512) is provided on the first motor output shaft (511). The first intermediate shaft sub-assembly (52) includes a first intermediate shaft (522), on which a first driven gear (521) and a second driving gear (523) are provided; The second intermediate shaft sub-assembly (53) includes a second intermediate shaft (532), on which a second driven gear (531) and a third driving gear (533) are provided. The first output shaft sub-assembly (54) includes a first output shaft (541), on which a third driven gear (542) is provided; The torque of the first motor (1) is input to the first intermediate shaft assembly (52) through the meshing of the first driving gear (512) and the first driven gear (521); then through the meshing of the second driving gear (523) and the second driven gear (531), the power is input to the second intermediate shaft assembly (53); finally through the meshing of the third driving gear (533) and the third driven gear (542), the power is output to the first wheel end (3).

5. The electric drive assembly according to claim 3, characterized in that, The second input shaft sub-assembly (61) includes a second motor output shaft (611), on which a fourth drive gear (612) is provided. The third intermediate shaft sub-assembly (62) includes a third intermediate shaft (622), on which a fourth driven gear (621) and a fifth driving gear (623) are provided. The fourth intermediate shaft sub-assembly (63) includes a fourth intermediate shaft (632), on which a fifth driven gear (631) and a sixth driving gear (633) are provided. The second output shaft sub-assembly (64) includes a second output shaft (641), on which a sixth driven gear (642) is provided. The torque of the second motor (2) is input to the third intermediate shaft assembly (62) through the meshing of the fourth driving gear (612) and the fourth driven gear (621); then through the meshing of the fifth driving gear (623) and the fifth driven gear (631), the power is input to the fourth intermediate shaft assembly (63); finally through the meshing of the sixth driving gear (633) and the sixth driven gear (642), the power is output to the second wheel end (4).

6. The electric drive assembly according to claim 4, characterized in that, The distance between the second intermediate shaft (532) and the first motor output shaft (511) is the greatest, and the distance between the first intermediate shaft (522) and the first motor output shaft (511) is equal to the distance between the first output shaft (541) and the first motor output shaft (511).

7. The electric drive assembly according to claim 5, characterized in that, The distance between the fourth intermediate shaft (632) and the second motor output shaft (611) is the greatest, and the distance between the third intermediate shaft (622) and the second motor output shaft (611) is equal to the distance between the second output shaft (641) and the second motor output shaft (611).

8. The electric drive assembly according to claim 1, characterized in that, The first motor (1) and the second motor (2) are arranged between the first transmission assembly (5) and the second transmission assembly (6).

9. The electric drive assembly according to claim 2 or 8, characterized in that, The first motor (1) and the second motor (2) are arranged symmetrically in the Y direction of the vehicle, and the first transmission assembly (5) and the second transmission assembly (6) are arranged symmetrically in the Y direction of the vehicle.

10. A vehicle, characterized in that, Includes the electric drive assembly as described in any one of claims 1-9.

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